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WO2016208565A1 - Dispositif de direction et véhicule pourvu d'un dispositif de direction - Google Patents

Dispositif de direction et véhicule pourvu d'un dispositif de direction Download PDF

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Publication number
WO2016208565A1
WO2016208565A1 PCT/JP2016/068353 JP2016068353W WO2016208565A1 WO 2016208565 A1 WO2016208565 A1 WO 2016208565A1 JP 2016068353 W JP2016068353 W JP 2016068353W WO 2016208565 A1 WO2016208565 A1 WO 2016208565A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
special
wheels
cam member
worm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/068353
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English (en)
Japanese (ja)
Inventor
大場　浩量
裕也 山口
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of WO2016208565A1 publication Critical patent/WO2016208565A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/02—Steering gears mechanical
    • B62D3/12—Steering gears mechanical of rack-and-pinion type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels

Definitions

  • the present invention relates to a steering device and a vehicle including the steering device, and in particular, a plurality of switches that enable switching to a special traveling mode in which left and right wheels are steered in opposite directions and prevent reverse input from the wheels. It is related with the thing provided with the lock mechanism.
  • Ackerman Jantou type is used to steer the wheels using a steering link mechanism that connects the left and right wheels (hereinafter collectively referred to as "wheels” including tires, wheels, hubs, in-wheel motors, etc.)
  • wheels including tires, wheels, hubs, in-wheel motors, etc.
  • This steering device uses a tie rod and a knuckle arm, and is configured such that the left and right wheels have the same turning center when the vehicle turns.
  • the lines extending vertically from the rotation line of each wheel gather at the center of turning of the vehicle, so that smooth running is possible.
  • the wheels need to be steered greatly (in the case of lateral movement, It is necessary to steer the wheel in a direction of 90 degrees with respect to the front-rear direction), and such steering is often difficult due to the length of the steering link and interference with other members.
  • a steering device that can greatly steer left and right wheels it is necessary to ensure sufficient running stability by preventing the left and right wheels from being inadvertently steered by the resistance that the wheels receive from the road surface. .
  • the steering apparatus employs a configuration in which a steering link mechanism for left and right wheels using tie rods and knuckle arms is employed for at least one of the front and rear wheels.
  • the length of the tie rod, the distance between the left and right tie rods, or the angle formed by each wheel and the knuckle arm is changed by the actuator.
  • a steering device is disposed between front and rear left and right wheels, interposed between a steering shaft rotatable around an axis and a left and right divided steering shaft.
  • a forward / reverse switching mechanism that switches the rotation direction of the shaft in the forward / reverse direction is employed. According to this configuration, various steering modes such as large turning and on-site rotation are possible without using complicated control of the actuator.
  • a restriction pin is provided in a pin receiving portion formed on the rack shaft so as to be freely inserted and removed, and the rack shaft is made neutral by inserting the restriction pin into the pin receiving portion.
  • the structure fixed in position is adopted.
  • Patent Document 1 includes an actuator that changes the length of the tie rod, the distance between the left and right tie rods, or the angle formed by the wheel and the knuckle arm, so there is no space and a large turning angle of about 90 degrees. Has the problem of difficulty.
  • the left and right actuators must perform not only the respective controls but also the control for ensuring the left and right balance, and there is a problem that the control becomes very complicated.
  • Patent Document 2 not only has a complicated structure due to its mechanism, but also uses a large number of gears to steer the wheels by the rotation of the steering shaft. For this reason, there is a problem that rattling is likely to occur and it is difficult to smoothly steer the wheels.
  • an object of the present invention is to ensure the stability of the traveling state of a vehicle having a special traveling mode such as turning left and right wheels in opposite directions.
  • a steering mechanism capable of turning left and right wheels in opposite directions, and a plurality of mechanisms that prevent the steering mechanism from operating due to input from the wheels.
  • a steering device provided with the locking mechanism.
  • the steering mechanism is connected to the left and right wheels, the tie rods for turning the wheels to the left and right, the pair of special steering rack bars connected to the tie rods, and the pair of special wheels.
  • a special turning pinion gear that meshes with each of the rudder rack bars and moves the special turning rack bar by the same distance in the left and right directions, and a driving force transmission mechanism that transmits the driving force of the motor to the special turning pinion gear side.
  • a rack case that houses the pair of special steered rack bars, a moving mechanism that moves to the left and right based on the steering operation of the driver, and the moving mechanism and the rack case are coupled,
  • a connecting member that moves the rack case to the left and right along with the movement to the left and right can be used.
  • the driver performs the normal steer operation, so that the entire pair of special steered rack bars is bundled together.
  • the left and right wheels can be steered in the same direction.
  • the driver can move the pair of special steerable rack bars by the same distance in the opposite direction from each other by performing the switching operation of the travel mode without performing the normal steering operation. It can be switched to a special travel mode such as a travel mode.
  • the driving force transmission mechanism includes a worm provided coaxially with a motor shaft of the motor, and a worm wheel meshing with the worm, and the plurality of lock mechanisms. It can be set as the structure which functions as one of them.
  • the worm wheel can be easily rotated by rotating the worm, whereas the rotation of the worm wheel makes it difficult to rotate the worm. Therefore, by providing a worm on the motor shaft side, it is possible to transmit the rotational driving force of the motor to the steering mechanism side, but even if the rotational driving force acts on the worm wheel due to the resistance that the wheel receives from the road surface. The transmission (reverse input) of the rotational driving force to the motor shaft side can be cut off. For this reason, it is possible to prevent the wheels from being inadvertently steered during traveling and to ensure a stable traveling state.
  • a reverse input prevention clutch that functions as one of the plurality of lock mechanisms is provided coaxially with the special steered pinion gear. It can be set as the provided structure.
  • the reverse input prevention clutch has a flat surface on a part of the outer peripheral surface with a predetermined angular interval and a relatively short distance from the shaft center to the surface.
  • a cam member formed with a cam surface, a clutch housing provided coaxially with the cam member on the outer diameter side of the cam member, and a rolling member provided between the cam member and the clutch housing.
  • a pocket is formed at the same angular interval as the cam surface, and a holder that holds the rolling elements two by two in the pocket and rotates around the axis as the motor shaft rotates, and the pocket
  • a structure may be provided that includes an urging member that is interposed between the two held rolling elements and urges the rolling elements in opposite directions.
  • the drive force transmission mechanism having a worm provided coaxially with the motor shaft of the motor and a worm wheel meshing with the worm functions as one of the plurality of lock mechanisms, while the outer peripheral surface
  • a cam member formed with a flat cam surface at a predetermined angular interval and having a relatively short distance from the axis to the surface at a predetermined angular interval, and an outer diameter side of the cam member.
  • a clutch housing provided coaxially with the cam member, a rolling element provided between the cam member and the clutch housing, and a pocket are formed at the same angular interval as the cam surface, and the pocket is formed in the pocket.
  • Each of the rolling elements is provided between two rolling elements held by the pocket and the cage that holds the rolling elements two by two and rotates around the axis as the motor shaft rotates.
  • a reverse input preventing clutch having an urging member that urges the worm wheels in opposite directions to each other functions as the other one of the plurality of lock mechanisms, and the worm wheel and the cam member are provided coaxially. It can also be configured.
  • the worm wheel and the cam member are provided coaxially, it is possible to more reliably prevent reverse input from the steering mechanism side. That is, in the driving force transmission mechanism (worm gear), the power transmission shafts of the worm and the worm wheel are in a twisted position of 90 degrees, whereas in the reverse input prevention clutch, the power transmission shafts of the cam member and the cage are It has a coaxial positional relationship.
  • the steering device according to each configuration described above is mounted on a vehicle.
  • a vehicle equipped with this steering device can prevent the wheels from being inadvertently turned left and right by the resistance received from the road surface when the left and right wheels are turned in a special driving mode such as turning in the opposite direction. And high running stability can be ensured.
  • a steering mechanism comprising: a steering mechanism capable of turning left and right wheels in opposite directions; and a plurality of lock mechanisms that prevent the steering mechanism from being operated by input from the wheels. Configured the device. In this way, by adopting a configuration including a plurality of locking mechanisms, even if one locking mechanism fails, the locking function by another locking mechanism is exhibited. For this reason, it is possible to prevent the left and right wheels from being inadvertently turned by the resistance that the wheels receive from the road surface, and to ensure a stable traveling state.
  • FIG. 1 is a plan view showing the arrangement of the steering device according to the present invention on the vehicle shown in FIG.
  • the perspective view of the steering device mounted in the vehicle shown in FIG. A longitudinal sectional view of a steering device according to the present invention Sectional view along line VV in FIG. Sectional view along line VI-VI in FIG. It is a longitudinal cross-sectional view which shows the effect
  • FIG. 6 Comprising: The figure which shows the state by which the lock
  • Steering devices 10 and 11 are employed in, for example, the vehicle 1 shown in FIG.
  • This vehicle 1 is an ultra-compact mobility of two-seater (side-by-side two-seater).
  • the driver can operate the steering wheel 2 to rotate the steering shaft 3 around the axis so that the wheel w can be steered in a desired direction.
  • this steering apparatus 10 and 11 is applicable not only to a small vehicle but to various types of vehicles 1.
  • steering devices 10 and 11 are provided on the front and rear wheels w, respectively.
  • the left and right wheels w are steered in the opposite directions, the special steering mechanism 20 for switching the vehicle 1 to a special travel mode such as a lateral movement mode, and the left and right wheels w in the normal travel mode.
  • a steering apparatus 10 including both a normal steering mechanism 40 that steers in the same direction is employed.
  • this normal steering mechanism 40 an Ackermann-Jantou type mechanism is adopted around the undercarriage, and the vehicle 1 can be driven smoothly.
  • a steering device 11 having only a special turning mechanism 20 for switching the vehicle 1 to a special traveling mode is employed.
  • Each wheel w of the vehicle 1 is provided with an in-wheel motor M, and the wheel w is rotationally driven by the driving force of the in-wheel motor M.
  • the in-wheel motor M instead of providing the in-wheel motor M on all four wheels, a configuration may be adopted in which the in-wheel motor M is provided only on the front or rear two wheels.
  • the direction indicated by the left-pointing white arrow is the straight traveling direction when the vehicle 1 is traveling normally. The same applies to FIGS. 8 to 11 described later.
  • FIGS. 3 is a perspective view of the steering apparatus 10 as a whole
  • FIG. 4 is a longitudinal sectional view showing a gear structure
  • FIG. 5 is a sectional view taken along line VV in FIG. 4
  • FIG. 6 is taken along line VI-VI in FIG. It is sectional drawing which follows.
  • the special turning mechanism 20 includes left and right tie rods 21, a pair of special turning rack bars 22, 23, a special turning pinion gear 24, a motor gear 25, and a rack case 26. It is a member.
  • the tie rod 21 is a member that is connected to the left and right wheels w and steers the wheels w to the left and right.
  • a pair of special steerable rack bars 22 and 23 are connected to the left and right tie rods 21 and 21, respectively.
  • the special turning rack bar 22 for turning the left wheel w with respect to the front-rear direction of the vehicle 1 is the first rack bar 22 and the special turning rack bar 23 for turning the right wheel w is the second. These will be referred to as rack bars 23, respectively.
  • the first rack bar 22 and the second rack bar 23 are arranged in parallel to each other.
  • description of the motor 27 and the reduction gear 28 (refer FIG. 3) is abbreviate
  • the pair of specially steered rack bars 22 and 23 are housed in a rack case 26 so that the rack case 26 can protrude freely left and right around the rack case 26. It has become.
  • the rack case 26 is not directly fixed to the frame (not shown) of the vehicle 1, and is connected to a connecting member 41 provided in the normal steering mechanism 40 described later. It is supported. Then, as the connecting member 41 moves to the left and right, the entire special steering mechanism 20 moves to the left and right.
  • Two special steered pinion gears 24 are provided in parallel between the first rack bar 22 and the second rack bar 23 so as to be parallel to the moving direction of both rack bars 22 and 23. Both special steered pinion gears 24, 24 and both rack bars 22, 23 mesh with each other. The number of teeth of the two special turning pinion gears 24, 24 is the same.
  • a motor gear 25 driven by a motor 27 (see FIG. 3) is disposed between the two special steered pinion gears 24 and 24.
  • a reduction gear 28 is provided on the output shaft side of the motor 27 (see FIG. 3), and the rotation of the motor 27 is transmitted to the motor gear 25 after being decelerated by the reduction gear 28.
  • Synchronous gears 29 are provided between the motor gear 25 and the two special turning pinion gears 24 and 24, respectively.
  • the two synchronous gears 29 and 29 have the same number of teeth.
  • the driving force is transmitted to the special steered pinion gear 24 via the synchronous gear 29. Since the number of teeth of the two special steered pinion gears 24 and 24 and the number of teeth of the two synchronous gears 29 and 29 are both the same, the rotation of the motor gear 25 around the axis causes the first rack The bar 22 and the second rack bar 23 can be moved the same distance in the opposite directions.
  • the motor gear 25 is disposed between the two special turning pinion gears 24 and 24 and is driven by the single motor 27, so that the pair of gears driven by the special turning pinion gear 24 can be driven.
  • the special steerable rack bars 22 and 23 can be completely synchronized. For this reason, each wheel w can be accurately steered to the turning angle corresponding to each special traveling mode, and the traveling state in each special traveling mode can be stabilized.
  • the special steered rack bars 22 and 23 are moved to the left and right. Even if it moves to any position in the direction, it can always be engaged with at least one of the special steered pinion gears 24, and in order to ensure this meshing, the total length of the special steered rack bars 22 and 23 is increased. There is no need. For this reason, the special steering mechanism 20 can be reduced in size.
  • the pair of special steerable rack bars 22 and 23 are provided with retractable protective covers 30 and 30.
  • the stretchable protective cover 30 prevents rainwater, mud, or the like from entering the special turning mechanism 20 or the grease inside the special turning mechanism 20 from being scattered outside.
  • the normal turning mechanism 40 includes a normal turning pinion gear 42 and a normal turning rack bar 43 as main components.
  • the normal steering pinion gear 42 is connected to the steering shaft 3 that rotates around the axis together with the steering 2 (see FIG. 2), and rotates around the axis based on the steering operation of the driver. To do.
  • the normal steered rack bar 43 is meshed with the normal steered pinion gear 42. As the normal turning pinion gear 42 rotates about the axis, the normal turning rack bar 43 moves to the left and right. As shown in FIG. 4, the normal steered rack bar 43 is housed in a rack case 44.
  • the rack case 44 is provided with a vehicle body fixing portion (not shown) in which a bolt hole is formed, and is fixed to the frame of the vehicle 1 by a fixing member such as a bolt provided in the bolt hole.
  • the normal turning rack bar 43 is integrally provided with a connecting member 41, and the connecting member 41 connects the normal turning rack bar 43 and the rack case 26 of the special turning mechanism 20 (FIG. 4). reference).
  • the normal steering rack bar 43 is moved left and right by the steering operation of the driver, the entire special steering mechanism 20 moves left and right, and the left and right wheels w can be steered in the same direction.
  • the normal steering rack bar 43 is provided with a retractable protective cover 45.
  • the retractable protective cover 45 prevents rainwater, mud, etc. from entering the normal steering mechanism 40 and the grease inside the normal steering mechanism 40 from being scattered outside.
  • the steering device 11 provided on the rear wheel side of the vehicle 1 is different from the steering device 10 provided on the front wheel side in that the steering device 40 is not normally provided, but the other configurations are the same.
  • the front-wheel side steering device 10 including both the special steering mechanism 20 and the normal steering mechanism 40 has the rack case 44 of the normal steering mechanism 40 fixed to the frame of the vehicle 1 as described above.
  • the special steering mechanism 20 that moves to the left and right integrally with the normal steering mechanism 40 is not fixed to the frame.
  • the rear-wheel-side steering device 11 that employs only the special steering mechanism 20 fixes the rack case 26 and the like of the special steering mechanism 20 to the frame.
  • the steering devices 10 and 11 provided on the front and rear wheels are provided with two types of lock mechanisms 50 and 50, respectively.
  • the lock mechanism 50 will be described with reference to FIG.
  • the first locking mechanism 50a includes a worm 51 provided coaxially with the motor shaft 27a of the motor 27 (see FIG. 3), and a worm wheel 53 provided coaxially with the shaft 52 constituting the driving force transmission mechanism. Consists of worm gear.
  • the worm 51 and the worm wheel 53 are meshed with each other, and the worm 51 rotates as the motor shaft 27a rotates about the axis, and the worm wheel 53 rotates about the axis by the rotational driving force.
  • the shaft 52 is supported by motor housings 55a and 55b via bearings 54.
  • the rotational driving force can be easily transmitted from the worm 51 to the worm wheel 53, but it is difficult to rotate the worm 51 by the rotation of the worm wheel 53. become.
  • the rotational driving force of the motor 27 can be transmitted to the wheel w side, while the worm wheel 53 is caused by the resistance that the wheel w receives from the road surface. Even if a rotational driving force is applied to the motor shaft, transmission (reverse input) of the rotational driving force to the motor shaft 27a can be blocked. For this reason, it is prevented that the wheels w are inadvertently steered during traveling, and a stable traveling state can be ensured. In this configuration, by making the torsion angle of the worm 51 smaller than the repose angle (friction angle), the reverse input can be blocked more reliably.
  • the second lock mechanism 50b is composed of a reverse input prevention clutch provided in the motor gear 25.
  • the reverse input preventing clutch includes a cam member 61, a clutch housing 62, a rolling element 63, a retainer 64, and an urging member 65 as main components.
  • a cam surface 61a made of a flat surface is formed at a predetermined angular interval, and the distance from the shaft center to the surface is relatively shorter than other portions. Further, through holes 66 are formed in the side surface (surface perpendicular to the paper surface) of the cam member 61 at a predetermined interval (60 ° interval around the rotation axis in this embodiment).
  • the clutch housing 62 is provided coaxially with the cam member 61 on the outer diameter side of the cam member 61. A plurality of rollers are provided as rolling elements 63 between the cam member 61 and the clutch housing 62.
  • Pockets are formed in the retainer 64 at the same angular intervals as the cam surface 61a, and two rolling elements 63 are accommodated in each pocket.
  • the cage 64 extends in the axial direction of the motor gear 25, and a cage projection 67 at the tip is inserted into the through hole 66 of the cam member 61.
  • the cage protrusion 67 has a columnar shape, and the outer diameter thereof is smaller than the inner diameter of the through hole 66. For this reason, a gap is formed between the inner diameter surface of the through-hole 66 and the cage protrusion 67 (see FIG. 6).
  • the retainer 64 is coaxially and integrally with the shaft 52, and rotates around the shaft under the rotational driving force generated by the rotation of the motor shaft 27a.
  • the urging member 65 is provided between the two rolling elements 63 and 63 housed in the pocket, and urges the rolling elements 63 and 63 in opposite directions.
  • the worm wheel 53 of the first lock mechanism 50a and the cam member 61 of the second lock mechanism 50b are provided coaxially.
  • the retainer protrusion 67 also rotates in the same direction and at the same angle as the retainer 64 rotates, but at the time of unlocking, there is still a slight gap between the inner diameter surface of the through-hole 66 and the retainer protrusion 67. Exists (see FIG. 7B).
  • the worm gear and the reverse input prevention clutch employed as the lock mechanism 50 (50a, 50b) in this embodiment are merely examples, and other lock mechanisms 50 may be employed as long as reverse input can be prevented. it can. Also, the same type of locking mechanism 50 can be used in combination.
  • FIG. 8 shows a state where the vehicle 1 shown in FIG. 2 is in the normal travel mode.
  • the normal travel mode is a mode in which the front wheels are steered in the same direction in the left and right during normal travel, as in a normal vehicle.
  • FIG. 8 shows a state in which the left and right front wheels are steered in the right direction.
  • the normal steering rack bar 43 constituting the normal steering mechanism 40 is associated with this rotation. (See FIG. 4) moves in one direction (the left side of the vehicle 1 in FIG. 8).
  • the special turning mechanism 20 connected to the normal turning rack bar 43 also moves in the left-right direction (the left side of the vehicle 1 in FIG. 8) together with the normal turning rack bar 43.
  • the steering device 11 on the rear wheel side is always in a neutral state that does not steer in either the left or right direction.
  • the normal steering rack bar 43 of the normal steering mechanism 40 is moved to the left and right by the steering operation by the driver, and the front wheels can be steered to the left and right in the same manner as in a normal vehicle.
  • the special steering mechanisms 20 of both the front wheel side and rear wheel side steering devices 10, 11 are locked by the lock mechanisms 50 (50a, 50b). For this reason, it is possible to prevent the traveling stability of the vehicle 1 from being impaired due to the special turning mechanism 20 being inadvertently operated by reverse input from the wheels w during normal traveling.
  • FIG. 9 shows a state where the vehicle 1 shown in FIG.
  • the spot turn mode is a mode in which the direction of the vehicle 1 is changed at substantially the same position.
  • the left and right rear wheels are moved left and right by the special turning mechanism 20 of the steering device 11 on the rear wheel side while the front wheels are made to go straight by the normal turning mechanism 40 of the steering device 10 on the front wheel side.
  • the vehicle is steered so as to face the center point of the front wheel (see reference numeral C1 in FIG. 9).
  • the normal steering mechanism 40 of the steering device 10 on the front wheel side is maintained by the driver holding the steering 2 or by operating an actuator (not shown) provided in the normal steering mechanism 40. Fixed.
  • the special steering mechanisms 20 of both the front wheel side and rear wheel side steering devices 10, 11 are locked by the lock mechanisms 50 (50a, 50b).
  • FIG. 10 shows a state where the vehicle 1 shown in FIG.
  • the spot rotation mode is a mode in which the direction of the vehicle 1 is changed at the same position.
  • the front wheel is made to go straight by the normal steering mechanism 40 of the front wheel side steering device 10, and then the special steering mechanism 20 of the front wheel side and rear wheel side steering devices 10, 11 is used.
  • the left and right front and rear wheels are steered so as to face the center point of the vehicle 1 (see C2 in FIG. 10).
  • the normal steering mechanism 40 of the steering device 10 on the front wheel side is maintained by the driver holding the steering 2 or by operating an actuator (not shown) provided in the normal steering mechanism 40. Fixed.
  • the special steering mechanisms 20 of both the front wheel side and rear wheel side steering devices 10, 11 are locked by the lock mechanisms 50 (50a, 50b).
  • FIG. 11 shows a state in which the vehicle 1 shown in FIG. 2 is in the lateral movement mode.
  • the lateral movement mode is a mode in which the vehicle 1 is moved in a direction orthogonal to the straight direction of the vehicle 1 by 90 degrees with the vehicle 1 facing forward.
  • the normal steering mechanism 40 of the steering device 10 on the front wheel side makes the front wheels straight
  • the special steering mechanism 20 of the steering devices 10 and 11 on the front wheel side and the rear wheel side The left and right front and rear wheels are steered in a direction orthogonal to the straight direction of the vehicle 1 by 90 degrees.
  • the normal steering mechanism 40 of the steering device 10 on the front wheel side is maintained by the driver holding the steering 2 or by operating an actuator (not shown) provided in the normal steering mechanism 40. Fixed.
  • the special steering mechanisms 20 of both the front wheel side and rear wheel side steering devices 10, 11 are locked by the lock mechanisms 50 (50a, 50b).
  • the vehicle 1 when at least one of the in-wheel motors M provided on the front and rear wheels is driven, the vehicle 1 can be moved in the lateral direction.
  • the locking mechanisms 50 (50a, 50b) on the front and rear wheel steering devices 10, 11, the special steering mechanism 20 is inadvertently caused by reverse input from the wheels while the vehicle 1 is moving in the lateral direction. Acting can prevent the running stability of the vehicle from being impaired.
  • the normal turning mechanism 40 is unlocked, and the traveling direction of the vehicle can be adjusted.
  • a special turning mechanism 20 capable of turning the left and right wheels w in the left and right reverse directions, a plurality of lock mechanisms 50 that prevent the special turning mechanism 20 from being activated by input from the wheels w, Steering devices 10 and 11 having the above are configured.
  • the lock mechanism 50 can prevent the special steering mechanism 20 from inadvertently operating and ensure the stability of the traveling state.
  • the above-described embodiment is merely an example, and it is an object of the present invention to ensure the stability of the traveling state of the vehicle 1 having a special traveling mode such as turning the left and right wheels w in opposite directions. As long as the above can be solved, it is allowed to appropriately change the shape and arrangement of the members constituting the steering devices 10 and 11.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

La présente invention concerne un dispositif de direction équipé : d'un mécanisme de direction (20) qui peut diriger les roues droite et gauche (w) dans des directions opposées l'une à l'autre ; et de multiples mécanismes de verrouillage (50) destinés à empêcher le mécanisme de direction (20) d'être actionné par une force entrée depuis les roues (w). Même si l'un des mécanismes de verrouillage (50) tombe en panne, la fonction de verrouillage est exercée par l'autre mécanisme de verrouillage (50). Par conséquent, les roues droite et gauche (w) ne peuvent pas être actionnées de façon inattendue à cause d'une résistance de la surface de la route reçue par les roues (w), ce qui permet d'assurer un état de déplacement stable.
PCT/JP2016/068353 2015-06-24 2016-06-21 Dispositif de direction et véhicule pourvu d'un dispositif de direction Ceased WO2016208565A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015126630A JP2017007575A (ja) 2015-06-24 2015-06-24 ステアリング装置、及びそのステアリング装置を備えた車両
JP2015-126630 2015-06-24

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WO2016208565A1 true WO2016208565A1 (fr) 2016-12-29

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107364486A (zh) * 2017-06-30 2017-11-21 江苏速度智能科技有限公司 车轮同向逆向转向机构

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021063577A (ja) * 2019-10-16 2021-04-22 日本精工株式会社 シャフト付ウォームホイール、ウォーム減速機および電動パワーステアリング装置

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