JPH03224816A - Steering angle controller of automobile - Google Patents

Abstract

PURPOSE:To shorten a minimum turning radius by providing a variable mechanism so as to vary a relative position of the outer end of a tie rod to a knuckle on which a wheel is journaled, and by controlling its actuation according to the displacement of vertical stroke of the suspension mechanism. CONSTITUTION:A strut type front suspension mechanism is provided with a knuckle 3, through which an upper arm part 3b is supported by a strut assembly, and a lower arm part supported by a lower arm, on a car body. A knuckle arm 16 extended to the rear part of the car body, is provided on the rear end of the knuckle 3, and a reverse-L-shaped auxiliary link 18 is pivotally supported on its front end by a shaft 17. The rear end of the auxiliary link 18 forms a knuckle length variable mechanism 23 by connecting the outer end of a tie rod 21 connected to a rack of a steering device, through a ball joint 22. The front end of the auxiliary link 18 is connected to a rotor 38 supported on the knuckle 3 through a second ball joint 42, via a control link 46.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a steering angle control device for a vehicle that controls the steering angle of wheels generated in response to the steering output of a steering device output from a tie rod.

(Prior art) Conventionally, such a steering angle control device is disclosed in Japanese Patent Application Laid-Open No. 64226.
A device disclosed in Japanese Patent No. 11 is known. In this conventional example, the mounting position of the suspension arm on the vehicle body side is displaced in the vehicle width direction according to the vehicle speed and steering angle, and when the steering angle is large, the suspension arm on the inner wheel side of the turn is moved outward in the vehicle width direction. By displacing the wheels, the maximum steering angle of the wheels is increased and the minimum turning radius is decreased.

(Problem to be Solved by the Invention) However, in the conventional example described above, since the mounting position of the suspension arm on the vehicle body side is displaced in the vehicle width direction by an actuator, it is difficult to displace the entire suspension mechanism in the vehicle width direction. Therefore, a large control force is required to displace the mounting position of the arm on the vehicle body side, resulting in an increase in the size of the entire device.

In addition, since the mounting position of the arm on the vehicle body side is controlled according to the vehicle speed and steering angle, the alignment change characteristics with respect to the vertical stroke of the suspension vary greatly depending on the control state, and there is a risk that stable suspension performance may not be ensured. There is.

(Means for Solving the Problems) The present invention has been devised in view of the above points, and includes a vehicle body that supports a wheel rotatably and is supported on a vehicle body via a suspension mechanism so that the wheel can be steered. a knuckle, a variable mechanism connected to an outer end of a tie rod provided on a steering device and a knuckle arm provided on the knuckle, and provided to enable displacement of the relative position of the outer end of the tie rod with respect to the knuckle; and the suspension. A steering angle control device for a vehicle, comprising a control means for operating the variable mechanism according to vertical stroke displacement of the mechanism.

(Function) According to the present invention, since a variable mechanism is provided that can change the relative position of the outer end of the tie rod with respect to the knuckle, the relative position of the outer end of the tie rod with respect to the knuckle can be changed by operating the variable mechanism. This allows the equivalent length of the knuckle arm, the equivalent angular arrangement of the knuckle arm in the horizontal plane, or the equivalent length of the tie rod to be changed. In other words, when the outer end of the tie rod is displaced relative to the axis of rotation of the knuckle (the king pin axis of the suspension mechanism) in a direction perpendicular to the knuckle arm, the equivalent length of the knuckle arm changes, and when the outer end of the tie rod is displaced relative to the above axis, the knuckle When the angular arrangement of the arms changes and the outer ends of the tie rods are relatively displaced in the axial direction, the equivalent length of the tie rods changes. and,
When the above-mentioned relative displacement of the outer end of the tie rod with respect to the knuckle occurs, the steering angle generated in the wheel naturally changes, so the steering angle of the wheel can be controlled by controlling the operation of the variable mechanism. Since this variable mechanism is operated by the control means according to the vertical stroke displacement of the suspension mechanism, the equivalent length of the knuckle arm, the equivalent angular arrangement of the knuckle arm, or the equivalent length of the tie rod are changed thereby. The steering angle generated in the wheel is controlled according to the vertical stroke of the wheel.

As described above, the present invention controls the wheel steering angle relative to the tie rod output by changing the relative position of the outer end of the tie rod with respect to the knuckle, so there is no need to displace the entire suspension mechanism, and the device is compact. be converted into In addition, since the steering angle of the wheels is controlled according to the vertical stroke of the suspension mechanism, the alignment change characteristics with respect to the vertical stroke are stable.
This ensures stable suspension performance.

Incidentally, the maximum steering angle of the wheels must be set within a range that ensures an appropriate clearance S between the wheels a and the vehicle body such as the chassis frame, as shown in FIG. In other words, in a typical vehicle, the time gap S is the smallest in the suspension stroke region (generally, when a large stroke occurs in the suspension, the entire wheel is displaced inward in the vehicle width direction, so this region is the maximum stroke region). Also, the maximum steering angle is set within a range where the wheel a does not interfere with the vehicle body such as the chassis frame. Therefore, in the neutral range of the suspension, there is room to increase the maximum steering angle, but if the maximum steering angle is set close to the limit in the neutral range, the inward displacement of wheel a that occurs when the suspension makes a large vertical stroke Wheel a will interfere with the vehicle body.

Therefore, if the present invention is used in a region where the stroke of the suspension mechanism is relatively large, so that the steering angle of the wheel relative to the tie rod displacement decreases as the stroke increases, the maximum steering angle in the neutral region of the suspension mechanism can be set large. This makes it possible to efficiently reduce the minimum turning radius in practical use.

In addition, regarding the toe change characteristic that has a large impact on the steering stability of the vehicle in the small steering angle range, the present invention changes the steering angle of the wheel in conjunction with the vertical stroke of the suspension.
The toe angle of the wheel can be controlled according to the vertical stroke, and good toe change characteristics can be easily set.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

1 to 10 show a first embodiment of the present invention.

Figure 1 shows the main structure of a strut-type front suspension mechanism. This suspension mechanism consists of a strut assembly 1 whose upper end is rotatably supported by the vehicle body 4, and a lower arm whose inner end is pivotally connected to the vehicle body. 2 supports the knuckle 3 so that it can be vertically stroked relative to the vehicle body, and the knuckle 3 rotatably supports the wheel 5.

The knuckle 3 has a lower arm portion 3a supported by the outer end of the lower arm 3 via a ball joint 6, and an upper arm portion 3b connected to the strut assembly 1 by a bolt 7.7.
is fixed at the bottom edge of the In FIG. 1, symbol A indicates the rotation center of the front vehicle body mounting portion at the inner end of the lower arm 2, B indicates the rotation center of the ball joint 6, and C indicates the rotation of the connection portion between the vehicle body 4 and the strut assembly 1. They each indicate the center. The knuckle 3 is supported so as to be pivotable around a kingpin axis formed along the CB line.

Further, a center boss portion 3c formed in a substantially cylindrical shape is provided at the center of the knuckle 3. This center boss part 3
The outer housing of the bearing 8 is fitted onto the inner periphery of the wheel hub 9, and the inner housing of the bearing 8 is fitted onto the outer periphery of the wheel hub 9. Therefore, the knuckle 3 rotatably supports the wheel hub 9 via the bearing 8. The output end of a drive shaft 10 is fitted into the center of the wheel hub 9, and the wheel hub 9 receives driving force from the drive shaft 10 and is driven to rotate. Further, a brake disc 12 of a disc brake device 11 is fixed to an annular flange portion 9a formed on the wheel hub 9 by bolts (not shown). Furthermore, this ring 7
A wheel 15 of the wheel 5 is fixed to the wheel hub 9 by a hub bolt 13 and a wheel nut 14 implanted in the flange portion 9a.

Furthermore, a knuckle arm 16 is provided at the rear end of the knuckle 3 and extends toward the rear of the vehicle body, as shown in FIG. 2.3. An inverted auxiliary link 18 is rotatably supported. As shown in FIG. 3, the shaft 17 is arranged in a horizontal plane and inclined at an angle T with respect to the vehicle width direction, and the auxiliary link 18 rotates a joint yoke 19 formed at its intermediate portion around the shaft 17. It is supported so that it can move freely. Furthermore, the rack 20 of the steering device shown in FIG.
The outer end of a tie rod 21 whose inner end is connected to the outer end of the tie rod 21 and which is displaced in the vehicle width direction is connected to the rear end of the auxiliary link 18 via a ball joint 22. Note that these axis 1
7. The auxiliary link 18 and the ball joint 22 constitute a variable mechanism 23.

This variable mechanism 23 will be explained in more detail.

First, as shown in FIG. 5, between the bifurcated connecting parts 24 and 25 forming the joint yoke 19 of the auxiliary link 18, there is a connecting end 26 provided at the tip of the knuckle arm 16.
is inserted. And these connecting parts 24.25
The connecting end 26 has insertion holes 24a and 25a into which the shaft 17 is inserted.

26a is formed. The shaft 17 has each insertion hole 24a,
Corresponding to 25a and 26a, in order from the distal end side in the insertion direction, a first press-fitting part 17a has an outer diameter dimension d corresponding to the insertion hole 24a, and a first press-fitting part 17a has an outer diameter dimension d2 corresponding to the insertion hole 26a. It has a second press-fitting part 17b and a third press-fitting part 17c having an outer diameter d corresponding to the insertion hole 25a, and each outer diameter is set in the relationship of d + < d 2 < d 3 . ing. Note that the shaft insertion hole 24a.

A ring-shaped bush 24b is provided on the inner peripheral surface of 25a.

25b are respectively fitted, and the shaft 17 is inserted into each insertion hole 24a via each bush 24b, 25b.

It is press-fitted into 25a. Furthermore, a lubricant such as grease is applied to the sliding surfaces between the shaft 17 and each bushing 24b, 25b. As a result, the auxiliary link 17 is rotatably supported by the shaft 17 press-fitted into the knuckle arm 16.

Also, the contact surface between one connecting portion 24 of the joint yoke 19 and the connecting end 26 of the knuckle arm 16, and the contact surface between the other connecting portion 25 of the joint yoke 19 and the knuckle arm 1
A sealing material insertion groove is formed in the contact surface with the connecting end 26 of the shaft 17 so as to surround the shaft 17, and the sealing material 27 is installed in these sealing material insertion grooves. Furthermore, the shaft 17
Caps 28 are press-fitted into both ends of the caps to prevent leakage of lubricants such as grease and intrusion of dust.

Further, the auxiliary link 18 is formed with a rear extending portion 29 extending rearward from the joint yoke 19, and this rear extending portion 29 is formed with a tapered insertion hole 29a as shown in FIG. has been done.

Then, insert the pole joint 22 into this insertion hole 29a.
A stud 30 is inserted, and the pole joint 22 is fixed to the auxiliary link 18 by a fixing nut 31 screwed onto the tip of the stud 30. Further, a pole portion 30a is integrally formed at the lower end of the stud 30 of the ball joint 22, and this ball portion 30a is housed in the joint case 32. This joint case 32
is connected to the outer end of the tie rod 21, and has a closing member 34 fixed thereon that closes the lower opening.

Further, a stud 30 is provided at the upper end of the joint case 32.
A stopper portion 35 having a tapered surface is formed to restrict the swinging range. Further, inside the joint case 32, a holding member 36 for holding the ball portion 30a is attached, and a lubricant such as grease is filled. Furthermore, between the outer circumferential surface of the stud 30 and the upper part of the joint case 32, lubricant such as grease inside the case 32 may leak.
A flexible cover 37 is attached to prevent dust from entering the case 32.

On the other hand, as shown in FIGS. 1 to 3, a rotation shaft 39 provided at the intermediate portion of the rotor 38 is attached to the inside of the lower arm portion 3a of the knuckle 3, and the roller 38 is attached to the knuckle 3.
It is rotatably attached to.

Here, the rotation shaft 39 is arranged to be inclined at an angle α with respect to the vehicle width direction in a vertical plane in the vehicle width direction, and is arranged substantially perpendicular to the CB line, which is the king pin axis. At both ends of the rotor 38 are first and second pole joins) 41. ．． 42 are provided, and joint cases 41a and 4 of each ball joint 41° and 42 are provided.
2a is integrally formed with the rotor 38. And the seventh
As shown in the figure, the rotation center P2 of the first ball joint 410 located at the rear is offset by a predetermined distance toward the rear of the vehicle body with respect to the rotation axis 39, and is aligned with the CB line, which is the kingpin axis. It is located near the
Further, the rotation center Q1 of the second ball joint 44 located at the front is offset from the rotation axis 39 by a predetermined distance L2 toward the front of the vehicle body. Then, the offset amount L2 of the rotation center Q1 of the second ball joint 42 is larger than the offset amount L1 of the rotation center P2 of the first ball joint 41.
Each ball joint 41, 42 is arranged.

Furthermore, a male threaded portion 39a is formed at the outer shaft end of the rotating shaft 39, as shown in FIG. 8, and projects from the outer surface of the knuckle 3. A fixing nut 44 is screwed onto this male threaded portion 39a via a washer 43, and in this state, the rotor 38 is rotatable about the rotation shaft 39 at the knuckle 3.
It is attached to the lower arm part 3a of. Seal material insertion grooves are formed in the contact surfaces of the lower arm portion 3a with the washer 43 and the contact surface with the rotor 38 so as to surround the rotating shaft 39, and seals are inserted into these seal material insertion grooves. material 45 is attached.

The sealing material 45 prevents the leakage of lubricant such as grease applied to the sliding surface between the insertion hole provided in the knuckle 3 and the rotation shaft 39 and the intrusion of dust. Note that the sealing material insertion groove and the sealing material 45 may be provided on the washer 43 and rotor 38 sides.

In addition, as shown in Figures 2 and 3, the control link 4
6 is connected at its front end to the second ball joint 42 in front, and connected to the auxiliary link 18 at its rear end. In detail, the auxiliary link 18 has a joint yoke 19.
A downward extending portion 47 is formed extending downward from the control link 46, and the rear end of the control link 46 is connected to the downward extending portion 4.
It is connected to a case of a ball joint 48 fixed to the tip of the ball joint 7. A ball portion 46a is integrally formed at the front end of the control link 46, as shown in FIG. It is held so that it can swing freely.

Furthermore, as shown in FIGS. 1 to 3, the vehicle height detection link 49 has an upper end connected to a rear first ball joint 41, and a lower end connected to a ball joint provided near the outer end of the lower arm 2. It is connected to a case of 50 points. Specifically, the upper end of the vehicle height detection link 49 is integrally formed with a ball portion 49a similar to the front end of the control link 46, and is housed in a joint case portion 41a integrally formed with the rotor 38, and is are held so that they can be relatively swung at a swiveling angle of . Note that the rotor 38, ball joints 41, 42, 48, 50° control link 46. The vehicle height detection link 49 constitutes a control means 51 .

The vehicle height detection link 49 is provided to rotate the rotor 38 about the rotation shaft 39 in accordance with the vertical displacement of the lower arm accompanying the vertical stroke of the wheel 5, and the control link 46 is provided to rotate the rotor 38 about the rotation axis 39. The auxiliary link 18 is driven forward and backward in the longitudinal direction of the vehicle in conjunction with the movement of the vehicle.
is driven to swing around a pivot shaft 17. As a result, the position of the center point H of the ball joint 22 (the position of the outer end of the tie rod 21) is controlled, and the equivalent knuckle arm length N (distance between the kingpin axis CB and point H), the equivalent knuckle arm Mounting angle θ (the angle between the equivalent knuckle arm axis FH line in the horizontal plane and the vehicle width direction), and the equivalent tie rod length (the angle of the tie rod 21 that changes due to swinging around the inner end of the tie rod 21). The steering angle of the wheels 5 with respect to the displacement of the tie rod 21 in the vehicle width direction is variably controlled.
It is controlled according to the vertical stroke of. In this case, the steering angle change that actually occurs due to control largely depends on the change in the equivalent knuckle arm length described above, and the settings of the vehicle height detection link 49, rotor 38, control link 46, and auxiliary link 18 are In a region that is approximately neutral (approximately empty) with respect to the vertical stroke, the equivalent knuckle arm length is approximately the shortest (the position of the ball joint 42 due to the rotational position of the rotor 38 is 22 in the most forward position).

Next, the operation of the first embodiment will be explained.

First, to explain the case where the suspension mechanism strokes in the bump direction (BM direction in FIG. 1) from the neutral position shown in FIGS. 1 to 4, the lower arm 2 rotates upward about point A in FIG. As a result, the angle formed between the lower arm 2 and the lower arm portion 3a of the knuckle 3 increases, and the distance between the ball joint 50 and the rotation shaft 39 increases. The ball joint 50 and the rotation shaft 39 are connected to the vehicle height detection link 49. Since the lower arm 2 is connected via the ball joint 41 and the rotor 38, the displacement of the lower arm 2 is caused by the ball joint 50. Vehicle height detection link 4
9 and the ball joint 41, and the rotor 38 is rotationally driven in the counterclockwise direction in FIG. 2 about the rotation shaft 41. This displacement of the rotor 38 causes the ball joint 42. It is transmitted to the auxiliary link 18 via the control link 46 and the ball joint 48, and at this time, by displacing the control link 46 rearward, the auxiliary link 18 moves counterclockwise in FIG. Rotationally driven. As a result, the outer end of the tie rod 21 is displaced toward the rear of the vehicle body via the ball joint 22 connected to the auxiliary link 18, and the center point H of the ball joint 22 and the king pin axis (
The equivalent knuckle arm length, which changes depending on the distance from the tie rod (CB line), becomes longer, so the wheel 5
This results in a decrease in the rudder angle that occurs.

Further, when the suspension mechanism strokes in the rebound direction (RB direction in FIG. 1) from the neutral position shown in FIGS. 1 to 4, the rotor 38 is displaced in the clockwise direction in FIG. Since the displacement of 38 also causes the control link 46 to be displaced rearward, the auxiliary link 18 is rotationally displaced in the counterclockwise direction in FIG. Therefore, as in the above case, the actual length of the knuckle arm increases, and the steering angle generated at the wheels 5 with respect to the tie rod output decreases.

According to the above embodiment, the substantial knuckle arm length N increases as the vertical stroke of the suspension increases, so the maximum steering angle during a large stroke of the suspension is reduced. For this reason, even if the maximum steering angle of the wheels in the neutral range of the suspension is set large enough to close to the limit that does not cause interference between the wheels and the chassis frame, the inward displacement of the entire wheel that occurs during a large stroke of the suspension will cause It is possible to effectively prevent wheels from interfering with the chassis frame. Therefore, it is possible to efficiently increase the maximum steering angle in a practical range and reduce the minimum turning radius of the vehicle without causing any problems. In particular, the minimum turning radius of the vehicle is required to be reduced when entering a garage or driving on a narrow alley, and the suspension does not make a large stroke in such situations, so the maximum steering angle is reduced during a large suspension stroke. This change does not cause any problems.

Furthermore, the above-described operation functions as wheel toe angle control in the neutral steering range. The toe change characteristics with respect to the suspension stroke in the above configuration exhibit the characteristics as shown in Figure 10, and due to the above-mentioned effect of reducing the steering angle during a large stroke, the large stroke range that occurs in conventional general strut suspensions is reduced. Excessive toe-out displacement is suppressed, stable toe change characteristics can be obtained, and the steering stability and turning performance of the vehicle are improved.

In addition, the above embodiment can achieve the above action with only a mechanical configuration without using any hydraulic control or electronic control, so the configuration is simple and reliable, and at the same time, the cost is low. There are certain advantages.

In addition, since the effective length of the knuckle arm is controlled to control the generated steering angle of the wheels relative to the tie rod output, the suspension alignment such as camber and caster does not change drastically depending on the control state. Stable handling stability can be ensured, and the advantage is that conventional suspension arms and the like can be used as they are.

In addition, the amount of offset of the first and second ball joints 41 and 42 provided in the rotor 38 with respect to the rotation shaft 39 is set such that the input side is large and the output side is small (L 2 >
L + ), the small displacement of the vehicle height detection link 49 is amplified and the control link 46 and the auxiliary link 1
8, which has the advantage of improving the operational efficiency of steering angle control. This makes it possible to downsize the structure near the vehicle height detection link 47, which is the input side, so that the mechanism can be arranged compactly even when the space around the wheels 5 is narrow, especially in front-wheel drive vehicles. be able to.

Further, the rotation shaft 39 is integrally formed on the rotor 38, joint cases 41a and 42a are also integrally formed, and the control link 46 and vehicle height detection link 49 are integrally formed.
Since the ball portions 46a and 49a are formed integrally with each other, the bending moment of the link mechanism can be reduced, and the structure near the rotor 38 can be made very compact, which also has the advantage of making the mechanism more compact. is obtained.

Also, the rotating shaft 39 of the rotor 38 is aligned with the kingpin axis (CB
The rotation center 22 points of the first ball joint 41 are aligned with the kingpin axis (
CB line), and the offset amount of the P2 point is set small, so it is possible to suppress alignment changes due to steering in the suspension's neutral range (approximately empty state), ensuring stable suspension performance. There are advantages.

11 to 14 show a second embodiment of the present invention,
Substantially the same members as in the first embodiment are given the same reference numerals and detailed explanations will be omitted.

Also in this second embodiment, the vehicle height detection link 49 and rotor 38 , a control link 46 and an auxiliary link 18 are set. And the rotor 38 is
When the wheel 5 bumps, it rotates counterclockwise in FIG. 12, and when it rebounds, it rotates clockwise in FIG. 12. In either case, the control link 46 moves backward, and the equivalent knuckle arm length increases. Therefore, substantially the same effect as in the first embodiment can be obtained.

In addition, in the case of the second embodiment, the magnitude relationship of the offset amount of the first and second ball joints 41, 42 with respect to the rotation shaft 39 is reversed from that of the first embodiment, and a large This configuration is advantageous when there is no need to apply a control amount.

Furthermore, since the rear end of the control link 46 is pivoted directly to the case of the ball joint 22, the configuration of the auxiliary link 18 can be simplified.

In the second embodiment, the ball joint 50 is arranged on a line connecting the attachment point A of the lower arm 2 on the vehicle body side and the center B of the ball joint 6 when viewed from the rear of the vehicle body to obtain smooth operation. It is said that

Furthermore, the mounting angle α of the rotating shaft 39 and the mounting angle γ of the shaft 17 are set in the opposite direction to those in the first embodiment.
The rotation shaft 39 has an inclination angle β with respect to the vehicle width direction even in the horizontal plane.

15 to 17 show a third embodiment of the present invention,
Substantially the same members as in the first embodiment are given the same reference numerals and detailed explanations will be omitted.

In this third embodiment, the rotation axis 39 of the rotor 38 is set on the kingpin axis (CB line), and the rotor 38 rotates around the kingpin axis as the wheel 5 moves up and down. This is used to control the operation of the auxiliary link 18. That is, in the third embodiment as well, the equivalent knuckle arm length is set to be approximately the shortest in the region where the wheel 5 is in a substantially neutral state, and the rotor 38 is It rotates counterclockwise in Fig. 17 and clockwise in Fig. 17 during rebound, and in both cases, the control link 46 moves back and the equivalent knuckle arm length becomes longer, so the actual effect is As for the effect, substantially the same effect as in the case of the first and second embodiments can be obtained.

The set angle γ of the shaft 17 in each of the above embodiments is set in order to smoothly and efficiently control the displacement of the ball joint 22 by the control arm 46 without interfering with the displacement of the tie rod 21. Control sensitivity can also be adjusted by changing the angle setting. Further, the setting angle α of the rotation axis 49 of the rotor 38,
β is set in order to transmit the displacement of the vehicle height detection arm 49 smoothly and efficiently to the auxiliary link 24 via the control arm A6 without causing link interference. In any case, by appropriately adjusting these angles and the length and arrangement of the rotor and each link, problems such as link interference can be overcome and desired characteristics can be achieved.

Furthermore, the present invention is not limited to the above-mentioned embodiments; for example, as a control means, an actuator may be provided to control the position of the outer end of the tie rod in accordance with the electrically detected vertical movement of the wheel; The position of the outer end of the tie rod may be controlled by converting the vertical displacement into hydraulic pressure.

Further, even if the positions of the pivot shaft 22 and the ball joint 17 in the variable mechanism are interchanged, the same function can be achieved. Further, in each of the above embodiments, examples of application to a front suspension have been shown, but it is of course possible to apply the present invention to a rear suspension. It goes without saying that various other modifications can be made without departing from the gist of the present invention.

(Effects of the Invention) As described above in detail along with the embodiments, according to the present invention, the steering angle and toe angle of the wheel can be efficiently controlled according to the vertical stroke of the wheel using a relatively small and simple configuration. It has the advantage of being able to be controlled well, improving the maneuverability of the vehicle by reducing the minimum turning radius in practical use, and improving the steering stability of the vehicle by suppressing toe changes caused by vertical movement of the wheels. This has the effect of providing a steering angle control device for a vehicle that can easily control the steering angle of a vehicle.

[Brief explanation of drawings]

1 to 10 show a first embodiment of the present invention.
The figure is a rear view including the suspension mechanism, and the second figure is the first
Figure 3 is a side view in the direction of the ■ arrow in Figure 2, Figure 4 is a schematic configuration diagram of the entire device, and Figure 5 is a longitudinal cross-section showing the connection structure between the knuckle arm and the auxiliary link. 6 is a view taken along the line VI-Vl in FIG. 5, and FIG. A schematic diagram showing the positional relationship of the second ball joint, Figure 8 is a vertical cross-sectional view showing the seal structure of the rotor rotation shaft, and Figure 9 is a cross-sectional view of main parts showing the joint structure of the control link. , FIG. 10 is a toe change characteristic diagram with respect to the vertical stroke of the suspension, and FIGS. 11 to 14 are
11 is a rear view including the suspension mechanism, and FIG. 12 is a rear view of the second embodiment of the present invention.
13 is a plan view taken in the direction of the XI arrow in FIG. 12, FIG. 14 is a schematic perspective view, and FIGS. 15 to 17 show a third embodiment of the present invention. The figure is a rear view including the suspension mechanism, Figure 16 is a side view as viewed from the X■ arrow in Figure 15, Figure 17 is a plan view as viewed from the X■ arrow in Figure 16,
FIG. 8 is an explanatory diagram showing the relationship between the wheels and the vehicle body at the maximum steering angle. 2...lower arm, 3...knuckle. 16...knuckle arm, 17...shaft. 18...+l+link, 21...tie rod. 38... Rotor, 39... Rotation axis. 46...Control link. 49...Vehicle height detection link. 22.41, 42.50... Ball joint 8 Fig. 7 Fig. 9 Fig. 10 Fig. 8 Fig. 13-168 Fig. 14 Fig. 16 Fig. 1617 // JP-A-3-224816 (16)

Claims (1)

[Claims] A knuckle is supported on the vehicle body via a suspension mechanism to rotatably support a wheel and enable the wheel to be steered, and the knuckle is connected to an outer end of a tie rod provided on a steering device and a knuckle arm provided on the knuckle. a variable mechanism provided to enable displacement of the relative position of the outer end of the tie rod with respect to the knuckle;
A steering angle control device for a vehicle, comprising a control means for operating the variable mechanism according to the vertical stroke displacement of the suspension mechanism.