JPH02246892A - Steering device - Google Patents

Abstract

PURPOSE:To reduce the radius of turn at a low speed in a motorcycle by installing a camber angle adjusting mechanism onto a wheel and adjusting the camber angle in proportion to the steering angle by the adjusting mechanism. CONSTITUTION:A wheel disc 16 and a suspension arm 12 are connected by a link 32 which constitutes a camber angle adjusting mechanism. The link 32 connects the upper part of the disc 16 and the upper surface of the side propulsion part of the arm 12, at the position deflecting rearward from the connecting ball joint 30 of the arm 12, and the upper edge of a front wheel 14 is inclined to the steering direction side of a steering wheel 26. Therefore, the camber angle is increased to the steering direction side by the steering operation, and the camber angle is increased to the steering side, and the camber thrust at the ground contact point of the front wheel 14 is increased. Therefore, the camber angle is increased in proportion to the steering angle, and the front wheel 14 can be turned largely with a small turning force free from the interference with the arm 12.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a steering device, and more particularly to a steering device that makes turning force variable by varying the camber angle of the wheels relative to the ground.

[Conventional technology]

The steering system of motorcycles uses a telescopic fork shaft, but instead of this system, a link-type fork shaft is used in which the front suspension is connected to the body frame so that it can move vertically. The attached structure is now in use.

Conventional steering for motorcycles with link type front suspension has a hub steer structure in which the front wheel does not move together with the suspension arm, and as shown in Fig.
Attach only this wheel 2 to suspension arm 1.
The structure is such that a predetermined steering angle can be obtained by rotating the steering wheel along a horizontal plane independently from the steering wheel.

On the other hand, in a four-wheeled vehicle, the wheels are steered by tie rods while maintaining a set camber angle through steering operation.

[Problems to be Solved by Invention C] However, the above-mentioned link-type steering device for two-wheeled vehicles has the drawback that the front wheel tends to interfere with the suspension arm when one steering wheel is turned, making it impossible to obtain a large steering angle. Inconveniences occur when rotating at low speeds, etc., which require a steering angle.

Also, when turning, turning force is obtained from the canvas thrust and cornering force given by the camber angle, but as mentioned above, in four-wheeled vehicles, the camber angle is mechanically fixed, so when turning When attempting to do so, the structure was not able to exert sufficient turning force because the canvas thrust was almost constant.

The present invention focuses on the above-mentioned conventional problems, and makes the camber angle of the wheels variable so that the camber angle can be changed according to the steering angle.In the case of a two-wheeled vehicle, the suspension can be used as a link-type front suspension structure. To provide a steering device capable of sufficiently turning without interfering with a siran arm and, in the case of a four-wheeled vehicle, capable of obtaining a large turning force with a small steering force by a variable camber angle mechanism. It is an object of the present invention to provide a steering device that can reduce the turning radius mainly at low speeds in a two-wheeled vehicle.

[Means to solve the problem]

In order to achieve the above object, a steering device according to the present invention provides a wheel with a variable adjustment mechanism for its camber angle,
This variable adjustment mechanism is configured to adjust the camber angle proportionally to the steering angle. In this case, the variable adjustment mechanism has one end rotatably attached to a wheel disk attached to a wheel, the other end rotatably attached to a steering arm connected to a steering device, and one end rotatably attached to the wheel disk, and a link whose other end is rotatably attached to a suspension arm that connects the wheel disc and the vehicle body, and the steering arm is attached to the wheel disc in a longitudinal direction from the center of rotation of the wheel disc. The link may be installed in an offset position, and the attachment position of the link to the wheel disc may be offset in a vertical direction from the center of rotation of the wheel disc, or the steering angle of the wheel may be controlled. and a camber corner dynamic drive means for controlling the camber angle of the wheel, the steering active drive means being offset in the longitudinal direction from the center of rotation of the wheel disc. The camber corner dynamic driving means may be rotatably connected to a position vertically offset from the center of rotation of the wheel disk. Further, a configuration may be provided in which control means mechanically or electrically controls the steering active drive means and the camber angle active drive means according to the steering angle. Furthermore, in the steering device of a four-wheeled vehicle, a tie rod for adjusting the camber angle is provided on the steering hub, and a means for controlling the drive of this tie rod in conjunction with the steering angle is provided, or the tie rod for camber angle is deviated from the kingpin position. The camber angle may be made variable by automatically interlocking with steering by connecting the steering wheel to the wheel disc and connecting the end to the lower arm.

[Effect]

According to the steering device according to the present invention configured as described above, if the camber thrust is increased by the mechanism for increasing the camber angle with respect to the ground and the means for controlling this mechanically or electrically, the small rudder It is possible to obtain strong turning force even at corners and reduce the turning radius. In the former case, the variable adjustment mechanism is formed from a steering arm that connects the wheel disc and the steering device, and a link that is offset in the longitudinal direction of the vehicle body from the center of rotation of the wheel and linked to the suspension arm and the wheel disc. The camber angle is increased automatically following the steering.

In the latter case, a steering active drive means is connected to the wheel disc at the front and rear positions of the wheel rotation center to output the steering angle, and a steering active drive means is connected to the suspension arm and the wheel disc at the upper and lower positions of the wheel rotation center. Since the camber angle active drive means is used to actively change the camber angle in relation to the steering angle, a high turning force can be exerted. Furthermore, by providing a means for mechanically and electrically controlling the active drive means according to the steering angle, it is possible to make a large turn with a small steering angle. Even if the wheels and suspension arms are linked to each other, a sufficient steering function can be provided without causing interference between the wheels and the suspension arms. When applied to four-wheeled vehicles, a tie rod for camber angle adjustment is connected to a position offset horizontally from the king pin, and this can be actively driven by a drive device, or automatically by connecting it to the lower arm. The camber angle can be amplified and changed.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of steering devices according to embodiments of the present invention will be described in detail below with reference to the drawings.

FIGS. 1 and 2 show the front part of a two-wheeled vehicle equipped with a steering device according to an embodiment. As shown in FIG. It is attached via a horizontal shaft 13, making the front end swingable. On one side of the tip of this suspension arm 12, it is arranged at the center of the wheel disc 16! Through the ball joint 18,
A front wheel 14 is attached. This suspension arm 12 has a planar shape curved into an arc shape so as to prevent contact and interference with the tire portion of the front wheel 14. Further, a suspension unit 20 is installed between the suspension arm 12 and the body frame 10 to buffer the swinging of the suspension arm 12, thereby absorbing vibrations caused by the vertical movement of the front wheels 14. .

On the other hand, a steering shaft 24 having a telescopic structure is inserted through the head vibe 22 of the body frame 10, and a steering handle 26 is attached to the upper end.

The steering shaft 24 has an inner tube 24A having a triangular shape and is inserted into an outer tube 24B so that the rotation of the steering handle 26 can be transmitted to the outer tube 24B. A steering arm 28 is connected to the lower end of the outer tube 24B, and is located near the front of the wheel disc 16 on a line that is perpendicular to the extension of the steering shaft 24 and passes through the center of rotation of the front axle 140. It is connected to the wheel disc 16. This connection part uses a ball joint 30 like the suspension arm 12, and the steering arm 28 is also curved in an arc shape, and is connected to the front wheel on one side of the front wheel 14 on which the suspension arm 12 is arranged. It is connected to 14.

Incidentally, in such a configuration, the wheel disc 16 and the suspension arm 12 are connected by a link 32 that constitutes a variable camber angle adjustment mechanism. This link 32 connects the upper part of the wheel disc 16 and the upper surface of the side projecting part of the suspension arm 12 at a position displaced rearward from the connecting ball joint 30 of the suspension arm 12, and is used for steering. The upper edge of the front wheel 14 is inclined toward the steering direction of the handle 2G. As a result, by performing a steering operation, the camber angle increases toward the steering direction, and the front wheels 14
The canvas last at the grounding point is increased.

According to the steering device having such a configuration, when the steering handle 26 is operated, a camber angle is added along with the steering by an amount corresponding to the inclination angle (caster angle) of the steering shaft 24. In the example, the rotation center of the wheel disc 16 (ball joint 18
), the suspension arm 12 and the wheel disc 16 are connected by a link 32 as a variable adjustment mechanism for the camber angle, so that the camber angle can be increased in proportion to the steering angle. I can do it. Therefore, in the two-wheeled vehicle according to the embodiment, even if the front wheel 14 is supported by the link type suspension arm 12, it is possible to make a large turn with a small steering force without interfering with the suspension arm 12.

Therefore, the link-type suspension arm structure allows the wheel alignment to be freely set, and the advantages of high rigidity can be fully utilized. Note that by adjusting the eccentric position of the connection position of the link 32, the proportionality constant of the camber change angle to the steering angle can be changed.

Next, FIG. 3 shows a configuration diagram of a steering device according to a second embodiment, in which the steering means is hydraulically driven.
A hydraulic cylinder 34 is attached to the tip of the suspension arm 12, and this operating rod 34A is connected to the wheel disc 1.
The structure is such that it is connected to the 30th section of Paulji Town India mentioned above. A steering angle control means 40 inputs each detection value from the steering angle sensor 36 and the speed sensor 38 in order to transmit the steering operation by the steering handle 26 to the hydraulic cylinder 34.
A front steering angle necessary for the front wheels 14 is calculated from the steering angle and the vehicle speed, and the calculated steering angle is outputted to a hydraulic control means 41 consisting of a solenoid valve. A hydraulic control means 41 is interposed in a path between the hydraulic cylinder 34 and a hydraulic pressure generating means 42 consisting of a pump, and controls the supply of hydraulic oil to the hydraulic cylinder 34.

A steering angle sensor 4 is provided on the wheel disc 16 side.
A detection signal from the steering angle sensor 44 is fed back to the steering angle control means 40, and the steering angle is stopped at the target steering angle based on the feedback signal.

In the second embodiment, since the amount of steering of the front wheels 14 due to the application of the camber angle can be small, the disadvantage of not matching the amount of operation of the steering handle 26 is improved. That is, the steering handle 26 is rotated by the same amount of steering as in the conventional case, but the steering angle control means 40 is operated to reduce the steering angle of the front wheels 14 by the amount of increase in turning force due to the amplification of the camber angle. As a result, the steering handle 26 itself is operated by the normal amount,
This can eliminate the discomfort.

Next, FIG. 4 shows a steering system according to the third embodiment! This is a configuration diagram of the second embodiment, which differs from the second embodiment in that an electrically driven steering means is used instead of the hydraulically driven steering means in the second embodiment. That is, a steering motor 46 is attached to the tip of the suspension arm 12, and an extendable screw rod 46A of the steering motor 46 is connected to the ball joint 30 of the wheel disc 16. The steering motor 46 is driven based on a control signal from the motor control means 4, and the motor control means 48 is adapted to output a control signal according to the calculation result from the steering angle control means 40. I have to. The rest of the structure is the same as the second embodiment shown in FIG. In this embodiment, since the steering motor 46 is included and an electric drive means is used, there is an advantage that the structure is simplified.

The operation flowchart of the second and third embodiments described above is shown in the fifth embodiment.
The vehicle speed, steering angle, and steering angle are taken in from each sensor shown in the figure (steps 100 to 120), and the steering angle control means 40 calculates the steering target value from the vehicle speed signal and the steering angle signal (
Step 130).

Then, the steering angle detection signal is compared with the target value and managed (step 140), and if the target value has not been reached, the hydraulic control means 41 or the motor control means 48 is driven (step 1).
50), when the target value is reached, a stop command is output to the control means 40.48 (step 160).

FIG. 6 shows a steering device according to a fourth embodiment. The steering device of this embodiment is a modification of the second embodiment, and is different in that the variable camber angle adjustment mechanism is configured by an active drive means. do. Wheel disc 1 of front wheel 14
A hydraulic cylinder 50 is used as a link that is connected to the suspension arm 12 and increases the camber angle during steering, and its operating rod 50A is connected to the wheel disc 16 on a line connecting the center of rotation and the grounding point of the wheel 14. ing. The hydraulic cylinder 50 is installed on the suspension arm 12, and operates the front wheel 1 by extending and contracting the operating rod 50A.
4 can be positively given a camber angle. The hydraulic cylinder 50 is driven by the steering angle sensor 36 and the speed sensor 38.
This is done by opening and closing a hydraulic control means 54 made of solenoid pulp in response to commands from a control means 52 that receives signals from the steering wheel, and is controlled together with the hydraulic cylinder 34 for steering. Then, detection signals are fed back to the control means 52 by the steering angle sensor 44 and the camber angle sensor 55 on the front wheel 14 side, and are managed to a target value. The rest is the same as the second embodiment.

In the above embodiment, the camber angle and the front steering angle are calculated from the steering angle and the vehicle speed, and the hydraulic pressure generated by the oil pump is set to 0N-OFIFL using the solenoid valve to operate the hydraulic cylinder 34.5, thereby adjusting the steering angle and the camber. Make the angle variable. These are stopped at the target position by signals fed back by the steer angle sensor 44 and the camber angle sensor 55.

Therefore, the camber angle can be actively varied,
Canvas thrust can be reliably obtained, and large turning force can be obtained with a small steering angle.

FIG. 7 is a block diagram of a fifth embodiment, in which the hydraulic cylinders 34 and 50 of the fourth embodiment are replaced with motors. That is, in addition to the steering motor 46, a variable camber angle motor 56 is used, and this variable camber angle motor 5
6 are connected in the same manner as the hydraulic cylinder 50 of the fourth embodiment. These motors 46, 56 are driven 1Il by receiving output signals from motor control means 58 based on commands from control means 52 similar to those in the fourth embodiment.
j will be controlled.

The operation flowchart of the steering device of the fourth and fifth embodiments is shown in FIG. 8. As shown in FIG. ), calculate a target steer angle and a target camber angle from the vehicle speed and steering angle (step 240), and compare the actual steer angle with the target value (step 250). If the target value has not been reached, the hydraulic cylinder 34 or Step 26: Drive the steering motor 46.
0), if the camber angle has reached 0), the stopping operation is performed (step 270), and similarly the camber angle is not compared with the target value (step 280), and if there is a difference from the target value, the camber angle is The variable motor 56 is continuously driven (step 290) and stopped when the deviation disappears (step 300), thereby completing the control.

According to the fourth and fifth embodiments, since the steering angle and the camber angle can be controlled independently, the ratio of cornering force and canvas thrust, which are turning forces, can be set arbitrarily, and the turning feeling can be adjusted. There is an effect that can be done.

Next, FIGS. 9 to 12 show an example in which the steering wheel is applied to a steering wheel of a four-wheeled vehicle. A camber king pin 70, in which a king pin 68 is fitted in an intersecting manner, is attached so as to be horizontally rotatable. One end of the camber king pin 70 is extended and connected to a steering tie rod 72. The tie rod 72 rotates the wheel disc 62 around the steering king pin 68 to obtain a steering angle. Here, wheel disc 6
In order to give a camber angle to 2, the wheel disc 62
An arm 74 projects from the upper part of the arm 74, and a camber angle tie rod 76 is connected to the tip of the arm 74. The connection point between the tie rod 76 and the arm 74 is set at a position on the extension of the central axis of the steering king pin 68,
The structure is such that they are connected by pillow balls 78.

Although not shown in the drawings, the camber angle tie rod 76 is connected to a push/pull drive means similar to the hydraulic cylinder 50 and variable camber angle motor 56 in the fourth and fifth embodiments described above, so as to actively provide a camber angle. I have to. Of course, the camber angle may be determined based on factors such as vehicle speed and steering angle, and may be calculated and output by a predetermined control means.

In the illustrated steering device, the fulcrum of the steering tie rod 72 is coaxial with the camber king pin 70 to eliminate the influence of the steering angle when the camber changes, and the fulcrum of the camber angle tie rod 76 is coaxial with the steering king pin 68. This eliminates the change in camber angle when the steering angle changes.

Since the above-mentioned steering device for a four-wheeled vehicle can actively apply a camber angle during steering, it is possible to increase the canvas thrust, thereby making it possible to exert a large turning force.

Although not shown, the connection point between the camber angle tie rod 7'6 and the arm 74 is offset from the axis of the steering king pin 68 in the longitudinal direction of the vehicle, and the tie rod
By connecting the other end of 6 to the lower arm 66, it is possible to create a mechanism in which the camber angle changes in accordance with the steering operation, as in the first and second embodiments.

In this way, the camber angle can be amplified and varied while making the mechanism very simple.

〔Effect of the invention〕

As explained above, according to the present invention, the camber angle can be amplified and changed in accordance with the steering.
By increasing canvas thrust, large turning force can be obtained with a small steering angle.

Therefore, if applied to a two-wheeled vehicle, a link type front suspension can be used, which allows the link type to freely set the wheel alignment, and while taking advantage of its high rigidity, it does not cause mechanical interference. A large turning force can be obtained with a small rudder force without much effort. Further, even when applied to a four-wheeled vehicle, the effect of increasing the turning force due to the increase in canvas thrust can be similarly obtained.

Furthermore, by connecting the variable camber angle adjustment mechanism to the front and rear of the rotational center position of the wheel, the camber angle increases proportionally in response to the steering operation, simplifying the structure. The effect of increasing turning force can be obtained by amplifying the camber angle. Further, by using an active variable adjustment mechanism, the camber angle can be changed separately from the steering, so there is an effect that the turning steering feeling can be freely set.

[Brief explanation of drawings]

Fig. 1 is a previous side view of a two-wheeled vehicle equipped with a steering device according to an embodiment, Fig. 2 is a front view of the same, Fig. 3 is a configuration diagram of a steering device according to a second embodiment, and Fig. 4 is a third embodiment. FIG. 5 is a flowchart explaining the operation of the second and third embodiments, FIG. 6 is a configuration diagram of the fourth embodiment, and FIG.
The figure is a configuration diagram of the fifth embodiment, FIG. 8 is a flowchart explaining the operation of the fourth and fifth embodiments, FIG. 9 is a perspective view of the main parts of a steering device applied to a four-wheeled vehicle, and FIG. 10 is the same. 11 is the same front view, 12th is the same plan view, 13th is the side view.
The figure is a plan configuration diagram of a link type front suspension for a two-wheeled vehicle. l2...Suspension arm, 16...
... Wheel disc, 24 ... Steering shaft, 28 ... Steering arm, 32
...Link (variable adjustment mechanism), 50...
・Hydraulic cylinder, 56...Variable camber angle motor, 62...Wheel disc, 66...
...Lower arm, 68...King pin for steering, 70...King pin for camber, 72
...Steering tie rod, 76...
... Tie rod for camber angle. Agent Patent Attorney Tomo Murakami - Figure 1

Claims (6)

[Claims] (1) The wheel is provided with a variable adjustment mechanism for its camber angle,
A steering device characterized in that the variable adjustment mechanism adjusts the camber angle proportionally to the steering angle. (2), the variable adjustment mechanism has one end rotatably attached to a wheel disk attached to a wheel, the other end to a steering arm connected to a steering device, and one end rotatably attached to the wheel disk; a link whose other end is rotatably attached to a suspension arm that connects the wheel disk and the vehicle body, and the attachment position of the steering arm to the wheel disk is offset in the front-rear direction from the center of rotation of the wheel disk. 2. The steering device according to claim 1, wherein the link is attached to the wheel disk at a position vertically offset from a center of rotation of the wheel disk. (3) The variable adjustment mechanism includes a steering active drive means for controlling the steering angle of the wheel, and a camber angle active drive means for controlling the camber angle of the wheel, and the steering active drive means for controlling the camber angle of the wheel. The means is rotatably connected to a position offset in the longitudinal direction from the center of rotation of the wheel disc, and the camber angle active driving means is rotatably connected to a position offset in the vertical direction from the center of rotation of the wheel disc. The steering device according to claim 1, characterized in that the steering device is connected. (4) A control means for mechanically or electrically controlling the steering active drive means and the camber angle active drive means according to the steering angle is provided. The steering device according to , 3. (5) A steering device for a four-wheeled vehicle, characterized in that a steering hub is provided with a tie rod for adjusting a camber angle, and a means for driving and controlling the tie rod in conjunction with the steering angle is provided. (6) The camber angle tie rod is deviated from the kingpin position and connected to the wheel disc, and its end is connected to the lower arm so that the camber angle can be varied by automatically interlocking with steering. The steering device according to claim 5.