JP2007055360A - Vehicle steering device - Google Patents

Abstract

To provide a steering device capable of appropriately suppressing a change in a toe angle accompanying a suspension stroke while pushing a wheel outward in a vehicle width direction to ensure a large maximum steering angle of the wheel.
A suspension link connected to a vehicle body member so as to be swingable outward in the vehicle width direction, a knuckle 7 rotatably held around a kingpin P1, and a knuckle 7 holding a wheel is swingable. And a tie rod 8 connected to the rack 4 and a tooth group 11a meshing with the tooth group 4a of the rack 4 and rotating in the same direction as the steering 1 based on the stroke of the rack 4 10, two control rods 12 that are swingably held by the suspension link 6, and a link member 13 that restricts the control rod 12 to a stroke in the vehicle width direction.
[Selection] Figure 1

Description

  The present invention includes a steering used for steering and a rack that strokes in the vehicle width direction according to the steering from the steering. The wheel is steered around the kingpin according to the stroke of the rack, and the wheel is The present invention relates to a vehicle steering device that pushes outward in a direction.

In the conventional vehicle steering device, in order to increase the maximum turning amount of the vehicle without increasing the storage space of the wheel, the wheel is steered around the kingpin based on the driving operation through the steering and the wheel is There is one that pushes outward in the vehicle width direction (see, for example, Patent Document 1).
JP 2005-53471 A

  As shown in FIG. 5, the above-described conventional steering device is capable of rotating via a king pin P1 at one end of the extension link 32, and an extension link 32 held rotatably by a suspension lower link 31 via a joint J1. A knuckle 34 that is held, a wheel 5 that is rotatably held by the knuckle 34, and a knuckle 34 that holds the wheel 5 are connected to each other via a tie rod 36 and are rotatably held by a vehicle body via a fixed shaft P2. And a control rod 37 that connects the arm 38 and the other end of the extension link 32, and a rack that strokes the arm 38 in the vehicle width direction according to the operation of the steering wheel 1 via the link rod 33. Connected to 4.

  According to this configuration, the arm 38 that rotates around the fixed axis P2 by the stroke of the rack 4 turns the wheel 5 around the king pin P1 via the tie rod 36, and the extension link 32 faces the wheel 5 outward in the vehicle width direction. Thus, the maximum turning amount of the vehicle can be increased without expanding the storage space of the wheel.

  However, since the above-mentioned conventional apparatus is configured to rotate the extension link 32 that connects the knuckle 34 and the suspension lower link 31 by the control rod 37, the vehicle of the knuckle 34 due to the suspension stroke when absorbing the fluctuation due to the road surface change is absorbed. With the movement in the vertical direction (vehicle height direction), the extension link 32 is rotated by the control rod 37, so it may be difficult to properly suppress the change in the toe angle associated with the suspension stroke.

  In addition, the above-described conventional apparatus performs the turning of the wheel 5 and the pushing of the wheel 5 at the same time by rotating the arm 38 around the fixed axis P2 on the basis of the driving operation through the steering 1, so that it is complicated. There is a problem that it becomes a link mechanism and the number of parts is large.

  The problem to be solved by the present invention is to properly change the toe angle change associated with the suspension stroke while turning the wheel around the kingpin and pushing the wheel outward in the vehicle width direction to ensure a large maximum steering angle of the wheel. An object of the present invention is to provide a vehicular steering apparatus that can be suppressed and has a simple configuration with a small number of parts.

  The vehicle steering apparatus according to claim 1 includes a steering used for steering and a rack that strokes in a vehicle width direction in accordance with steering from the steering, and wheels are rotated around the kingpin in accordance with the stroke of the rack. A steering apparatus for a vehicle that steers and pushes the wheel outward in the vehicle width direction, and is connected to a vehicle body member so as to be swingable outward in the vehicle width direction, and pivoted around the kingpin to the suspension link A knuckle that can be held, a wheel that is rotatably held by the knuckle, a tie rod that is swingably connected to the knuckle that holds the wheel and is swingably connected to the rack, and a vehicle body member Is supported rotatably by a support shaft extending in the vertical direction of the vehicle and engages with the rack to engage the rack of the rack. A steering follower member that rotates in the same direction as the steering wheel based on the roke, and a suspension link that is pivotally connected to an edge of the steering follower member that faces in the vehicle width direction and that faces each other across the support shaft. Two control rods held so as to be swingable, and a link member that connects the control rod to a vehicle body member and restricts the operation of the control rod to a stroke in the vehicle width direction are provided. is there.

  According to a second aspect of the present invention, in the first aspect, the connection points of the support shaft, the king pin, the suspension link and the control rod are aligned in the vehicle width direction.

  According to the first aspect of the present invention, when the steering is operated, the rack is stroked in the vehicle width direction by the steering input, and the tie rod connected to the rack moves the wheel around the kingpin in the same direction as the steering via the knuckle. Steer. At this time, the steering follower member rotates in the same direction as the steering around the support shaft extending in the vertical direction of the vehicle based on the stroke of the rack. Each control rod pushes the vehicle width direction outward suspension link outward in the vehicle width direction while being restricted by the link member.

  In other words, according to the first aspect of the present invention, when the steering is operated, the wheels can be steered and pushed outward in the vehicle width direction. According to such a configuration, the maximum turning amount of the vehicle can be increased without increasing the storage space for the wheels. In addition, according to this configuration, since the turning angle of the wheel can be set large, the minimum turning radius of the vehicle becomes small, so that a small turning is effective and the vehicle handling property can be improved.

  In addition, in the invention according to claim 1, the knuckle for turning the wheel is held by the suspension link with respect to the vehicle body member, and is restricted by the rack connected to the operation via the tie rod, The suspension link operation is also regulated by the rack via the control rod and steering tracking member, so the toe angle does not push the wheel outward in the vehicle width direction along with the suspension stroke when absorbing fluctuations due to road surface changes. Change can be suppressed appropriately.

  In addition, comparing the configuration in which the wheels are pushed outward in the vehicle width direction, the conventional device has a configuration in which the wheels are pushed outward in the vehicle width direction, and the rack, link rod, suspension lower link, arm, tie rod, control rod, extension link The invention according to claim 1 is a rack, a steering follower member, a separate element for engaging the steering follower member and the rack, a control rod, a link member, a suspension link, The number of parts can be reduced because seven or fewer knuckle elements are required.

  The invention according to claim 2 is the highest in the vehicle width direction by aligning the support shaft of the steering follower member, the king pin holding the knuckle, and the connection point of the suspension link and the control rod in the vehicle width direction. Since the rigidity can be ensured, the force can be most efficiently received from the wheel in the vehicle width direction.

  FIG. 1 is a schematic plan view showing a first embodiment of a vehicle steering apparatus according to the present invention. In this embodiment, a rack and pinion type steering gear mechanism is combined with a strut type front suspension.

  In FIG. 1, reference numeral 1 denotes a steering wheel operated by a driver to change the traveling direction of the vehicle. The steering wheel 1 is connected to a rack and pinion type steering gear mechanism via a steering shaft 2. The gear mechanism includes a pinion 3 fixed to the steering shaft 2 and a rack 4 that meshes with the pinion 3 and strokes in the vehicle width direction according to the rotation of the steering wheel 1.

  Reference numeral 6 denotes suspension links provided on both sides in the vehicle width direction with the rack 4 interposed therebetween. One end 6a of the suspension link 6 is connected to a vehicle body member (not shown) via a joint J1 so as to be able to swing outward in the vehicle width direction. The other end of the suspension link 6 is bifurcated, and the knuckle 7 is connected to the outer end 6b in the vehicle width direction via a king pin P1 extending in the vehicle height (vehicle vertical) direction (vertical direction in the drawing). Yes. The knuckle 7 has an axle 7s that rotates around the kingpin P1 and holds a wheel 5 (not shown) rotatably (see FIG. 5).

  Further, the knuckle 7 is provided with a knuckle arm 7a extending in the rearward direction of the vehicle (downward in the drawing). One end of a tie rod 8 is swingably connected to the tip of the knuckle arm 7a via a joint J2. The other end of the tie rod 8 is connected to the end of the rack 4 through a joint J3 so as to be swingable. As a result, when the steering wheel 1 is operated, the rack 4 is stroked in the vehicle width direction by the input, and the tie rod 8 connected to the rack 4 moves the wheel 5 around the kingpin P1 in the same direction as the steering 1 via the knuckle 7. Can be steered to.

  Reference numeral 10 denotes a steering follower member rotatably held around a support shaft P2 extending in the vehicle height direction by a vehicle body member (not shown), and the shape thereof forms a disc-shaped plate. The steering following member 10 engages with the rack 4 by meshing and rotates in the same direction as the steering 1 based on the stroke of the rack 4. The steering follow-up member 10 of this embodiment integrally has a fan-shaped portion 11 facing the tooth group 4a provided on the back surface of the rack 4, and the tooth group 11a provided on the fan-shaped portion 11 meshes with the tooth group 4a of the rack 4. . As a result, the steering follower 10 rotates in the same direction as the steering 1 based on the stroke of the rack 4. Further, as shown in FIG. 1, the steering follower member 10 has joints J4 at the opposite edges (the outermost edge of the steering follower member 10 in the vehicle width direction) facing each other across the support shaft P2 in the vehicle width direction. The control rod 12 is rotatably connected via the.

  The control rod 12 is swung through the joint J5 to the vehicle width direction inner end 5c of the suspension link 6 opposed via the steering following member 10 after the connecting portion 12a to the joint J4 is folded back from the vehicle width direction outward. Holds movable. The control rod 12 further has a link member 13 that is swingably connected via a joint J6. The other end of the link member 13 is rotatably connected to a vehicle body member (not shown) via a joint J7. ing. For this reason, the control rod 12 is connected to the vehicle body member via the link member 13, and the operation associated with the rotation of the steering follower member 10 is restricted by the link member 13 to a stroke in the vehicle width direction.

  Thus, if the driver does not steer the steering wheel 1 and the toe angle is zero, the control rod 12 is set so that the joint J4 faces the vehicle width direction with the support shaft P2 interposed therebetween. When the follower member 10 rotates around the support shaft P2 in synchronization with the stroke of the rack 4, the joint J4 of the steering follower member 10 moves toward the center of the vehicle width (support shaft P2) to move the control rod 12 to the vehicle width. Stroke outward in the direction. Therefore, when the driver steers the steering wheel 1, the knuckle 7 is steered around the king pin P1 via the tie rod 7 in synchronism with the stroke of the rack 4, and the steering follower member 10 rotates around the support shaft P2. The suspension link 6 is pushed outward through the control rod 12 in the vehicle width direction.

  FIG. 2 is a schematic plan view for explaining the operation of this embodiment when the driver rotates the steering wheel 1 to the left in order to turn the vehicle to the left. In FIG. 2, the power transmission system connecting the steering wheel 1 to the rack 4 is omitted.

  In this embodiment, as shown in FIG. 2, when the steering wheel 1 is rotated counterclockwise, the rack 4 is stroked inwardly in the vehicle width direction (right direction in the drawing) by the steering input, so that the tie rod 8 passes through the knuckle 7. The wheel 25 is turned counterclockwise around the kingpin P1 in the same direction as the steering 1. At this time, the steering follower member 10 meshing with the rack 4 also rotates counterclockwise around the support shaft P2 in synchronization with the steering wheel 1, so that the control connected to the steering follower member 10 and held by the link member 13 is performed. The rod 12 pushes the suspension link 5 outward in the vehicle width direction. That is, according to the present embodiment, when the left front wheel becomes a turning inner wheel and the steering wheel 1 rotates leftward, the wheel 25 can be steered counterclockwise and pushed outward in the vehicle width direction.

  On the other hand, FIG. 3 is a schematic plan view for explaining the operation of this embodiment when the driver rotates the steering wheel 1 to the right in order to turn the vehicle to the right. In FIG. 3, the power transmission system that connects the steering wheel 1 to the rack 4 is also omitted.

  In this embodiment, as shown in FIG. 3, when the steering wheel 1 is rotated clockwise, the rack 4 is stroked outward in the vehicle width direction (left direction in the drawing) by the steering input, so that the tie rod 8 is interposed via the knuckle 7. The wheel 25 is turned clockwise around the kingpin P1 in the same direction as the steering 1. At this time, the steering follower member 10 meshing with the rack 4 also rotates clockwise around the support shaft P2 in synchronization with the steering wheel 1, so that the control rod 12 pushes the suspension link 6 outward in the vehicle width direction. That is, according to this embodiment, when the steering wheel 1 rotates clockwise, the left front wheel becomes a turning outer wheel, and the wheel 5 can be steered clockwise and pushed outward in the vehicle width direction.

  According to this configuration, the wheel 5 can be pushed outward in the vehicle width direction as the wheel 5 is steered, so that the maximum turning amount of the vehicle can be increased without increasing the storage space of the wheel 5. it can. In addition, according to this configuration, since the turning angle of the wheel 5 can be set large, the minimum turning radius of the vehicle becomes small, so that a small turning is effective and the vehicle handling property can be improved.

  In addition, in this embodiment, the knuckle 7 for turning the wheel 5 is held by the suspension link 12 with respect to the vehicle body member, and the operation is restricted by the rack 4 connected via the tie rod 8, Since the operation of the suspension link 6 is also regulated by the rack 4 via the control rod 12 and the steering tracking member 10, the wheel 5 is made to face outward in the vehicle width direction along with the suspension stroke when absorbing the fluctuation due to the road surface change. The change in toe angle can be properly suppressed without extrusion.

  Further, when comparing the configuration in which the wheels 5 are pushed outward in the vehicle width direction, the conventional device has a rack 4, a link rod 33, a suspension lower link 31, an arm 38, a tie rod 36, a control rod 37, an extension as shown in FIG. In contrast to the eight elements of the link 32 and the knuckle 34, this embodiment requires only six elements of the rack 4, the steering following member 10, the control rod 12, the link member 13, the suspension link 6 and the knuckle 7. Can be reduced.

  In this embodiment, the king pin P1, the support shaft P2, the connection point between the suspension link 6 and the control rod 12, that is, the joint J5 is aligned in the vehicle width direction. According to such a configuration, the highest rigidity can be ensured in the vehicle width direction, so that the force can be most efficiently received with respect to the input in the vehicle width direction from the wheel 5. In particular, in this case, the axis O1 of the king pin P1, the axis O2 of the support shaft P2, and the axis O3 of the connection point between the suspension link 6 and the control rod 12 are arranged on the same vehicle width direction axis XX. Is preferred.

  FIG. 4 is a schematic plan view showing a second embodiment of the present invention. In FIG. 4, the same parts as those of the other embodiments are described with the same reference numerals, and the power transmission system connected from the steering wheel 1 to the rack 4 is omitted because it is the same as that of the first embodiment.

  In this embodiment, the steering following member 10 integrally has a connecting portion 14 facing the tooth group 4a provided on the back surface of the rack 4, and the connecting portion 14 and the rack 4 are connected to each other by the link arm 15. One end of the link arm 15 is swingably connected to the connecting portion 14 via the joint J8, and the other end is swingably connected to the rack 4 via the joint J9. As a result, the steering follower member 10 rotates in the same direction as the steering wheel 1 based on the stroke of the rack 4 as in the first embodiment.

  According to such a configuration, when a gear mechanism is used for engagement with the rack 4, consideration is given to measures against foreign matter contamination in the gear portion configured by the tooth group 4a of the rack 4 and the tooth group 11a of the steering tracking member 10. There is no need, and since there is no problem even if the component accuracy is somewhat lower than when a gear mechanism is used, the manufacturing cost can be reduced.

  Therefore, in the present embodiment as well, in the same manner as in the first embodiment, the joint J4 is positioned at the vehicle width direction edge of the steering follower 10 in a straight traveling state where the driver does not steer the steering wheel 1 and the toe angle is zero. If the steering wheel 1 rotates counterclockwise, the wheel 5 can be steered counterclockwise and pushed outward in the vehicle width direction, and if the steering wheel 1 rotates clockwise, the wheel 5 rotates clockwise. It can be steered and pushed outward in the vehicle width direction.

  For this reason, as in the first embodiment, this embodiment can also increase the maximum turning amount of the vehicle without increasing the storage space of the wheels 5, and can make a small turn and improve vehicle handling. In addition, also in this embodiment, the knuckle 7 for turning the wheel 5 is held by the suspension link 12 with respect to the vehicle body member, while being restricted by the rack 4 connected to the operation via the tie rod 8, Furthermore, since the suspension link 6 is also regulated by the rack 4 via the control rod 12 and the steering follower 10, the wheel 5 is directed outward in the vehicle width direction along with the suspension stroke when absorbing the fluctuation caused by the road surface change. It is possible to appropriately suppress the toe angle change without being pushed out.

  Further, when comparing the configuration in which the wheels 5 are pushed outward in the vehicle width direction, the conventional device has a rack 4, a link rod 33, a suspension lower link 31, an arm 38, a tie rod 36, a control rod 37, an extension as shown in FIG. In contrast to the eight elements of the link 32 and the knuckle 34, this embodiment has the rack 4, the steering follower member 10, the arm link 15, which is a separate element for engaging the steering follower member and the rack, the control rod 12, Since only seven elements of the link member 13, the suspension link 6 and the knuckle 7 are required, the number of parts can be reduced.

  In this embodiment, the king pin P1, the support shaft P2, and the connecting point J5 are aligned in the vehicle width direction, and more preferably, the shaft center O1, the shaft center O2, and the shaft center O3 are on the same vehicle width direction axis XX. Since the highest rigidity can be secured in the vehicle width direction, the force can be received most efficiently from the wheel 5 in the vehicle width direction.

  Each element of the two forms described above can be combined in various ways depending on the application. The present invention can be modified in various ways within the scope of the claims. For example, the joints J1 to J9 only have to be connected to each other so that they can move relative to each other. A universal joint such as a ball joint, a pin joint that allows rotation around an axis, or a shaft that is attached in the vehicle vertical direction. (Pin) etc. can be adopted.

1 is a schematic plan view showing a first embodiment of a vehicle steering device according to the present invention. FIG. 6 is a schematic plan view for explaining the operation when the driver rotates the steering wheel to the left in order to turn the vehicle to the left in the embodiment. FIG. 5 is a schematic plan view for explaining the operation when the driver rotates the steering wheel to the right in order to turn the vehicle to the right in the same form. It is a schematic plan view which shows the 2nd form of this invention. It is a conventional steering device, and is a principal part schematic diagram which shows the left front-wheel side part.

Explanation of symbols

1 Steering wheel 2 Steering shaft 3 Pinion 4 Rack 5 Wheel 6 Suspension link 7 Knuckle
7a knuckle arm
7s axle 8 tie rod
10 Steering follower
11 Fan
12 Control rod
13 Link member
14 Connecting part
15 Link arm J1 ~ J9 Joint P1 Kingpin P2 Support shaft

Claims (2)

A steering wheel used for steering and a rack that strokes in the vehicle width direction according to the steering from the steering wheel are steered around the kingpin according to the stroke of the rack, and the wheel is directed outward in the vehicle width direction. A vehicle steering device for pushing out,
A suspension link that is connected to the vehicle body member so as to be swingable outward in the vehicle width direction, a knuckle that is rotatably held around the kingpin by the suspension link, a wheel that is rotatably held by the knuckle, and A tie rod that is swingably connected to a knuckle that holds wheels and is swingably connected to the rack, and a rack that is rotatably supported by a vehicle body member via a support shaft that extends in the vehicle vertical direction. And a steering follower member that rotates in the same direction as the steering wheel based on the stroke of the rack, and is pivotally connected to the edges of the steering follower member facing in the vehicle width direction. Two control rods that are swingably held by suspension links that are opposed to each other, and the control rods The vehicle steering device, characterized in that provided a link member coupled to the member for regulating the operation of the control rod stroke in the vehicle width direction.   2. The vehicle steering apparatus according to claim 1, wherein connection points of the support shaft, the king pin, the suspension link, and the control rod are aligned in a vehicle width direction.

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