JPS59140165A - Engagement adjuster in steering gear of vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a mesh adjustment device for a steering gear of a vehicle, which comprises a rack shaft and a plurality of binions that mesh with the rack shaft at different angles.

The driven pinion meshes with the rack shaft of the rack and pinion type steering gear that constitutes the main part of the front wheel steering system.
A joint that extracts the rotation required for rear wheel steering from an input shaft connected to the driven pinion via a linkage shaft, is loosely fitted and supported by an eccentric pin provided on the input shaft, and connects and supports left and right rear wheel steering tie rods. The vehicle steers by simultaneously interlocking the front and rear wheels so that the front and rear wheels are steered in proportion to the steering angle by the horizontal and vertical rocking of the eccentric pin of the member as the crank rotates. Steering device (patent application 1986-9)
No. 3394, etc.) was previously provided by the present applicant.

It is also possible to turn the steering wheel in the opposite direction, which improves maneuverability during high-speed driving, and also allows for a small turning radius by increasing the steering angle when making U-turns or manning operations in parking lots. Because of this, the maneuverability of the vehicle is excellent.

The steering gear also includes a drive pinion that rotates in conjunction with the steered wheels, and a rack that meshes with the drive pinion.

Consisting of a rack shaft forming another rack and a driven binion that meshes with the above-mentioned another rack feed of the rack shaft, each of the two binions is different from the side view seen from the axial end surface of the rack shaft due to the structure of the vehicle. They are assembled so as to mesh with the respective rank shafts at angles.

Therefore, in the past, in order to restrict the deflection of the rack shaft and ensure meshing with each pinion, a compression means was attached between the rack shaft and the gear box on the back of one of the racks with which the drive pinion meshed, and Another clamping means is attached between the rack shaft and the gear box on the back of the other rack with which the pinion engages, and by adjusting each of the nine clamping means by rotating each one, the rack shaft is engaged at different angles. The engagement between the two pinions and each rack is maintained separately. This is a patent application filed by the applicant in 1982.
It was already proposed in No.-3727.

However, as described above, it is difficult to maintain the engagement between the two binions and the rack shaft by adjusting the two pressing means respectively.

The present invention has been made in view of the above, and its purpose is to facilitate adjustment to maintain meshing between at least one of the five pinions and the rack shaft, and to require two pressing means. To provide a mesh adjustment device for a steering gear of a vehicle, which ensures mesh retention without any problems.

2 In order to achieve such an object, the present invention provides an eccentric ring interposed between, for example, one end of the rack shaft and the gear box, and the gear box is provided with two adjusters for rotationally holding the B eccentric ring. The gist is that an adjustment mechanism consisting of a screw or the like is attached, and the eccentricity of the eccentric ring is used to hold the rack shaft in a proper meshing position with one of the pinions.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of the present invention will be described in detail below along with the configuration of a front and rear wheel steering system for a vehicle. FIG. 1 is a perspective view showing a schematic configuration of a front and rear wheel steering system, FIG. 2 is an exploded perspective view of the main parts of the rear wheel steering system, and FIG. 3 is a sectional view of the main parts in an assembled state.

A pinion shaft 21 is connected to the lower end of the steering wheel shaft 2 of the steering wheel 1 via a universal joint 3, and the lower part of the pinion shaft 21 is connected to the gear of a rack and pinion type steering gear for steering the front wheels. A drive pinion (not shown) meshes with a rack 24 built into the box 20 and formed on the right half of the rack shaft 23. This rack 24 is formed so as to face upward and forward.

A cylinder nozzle 27 is installed horizontally in the gear box 20, and the rack shaft 23, which is a piston rod that slides inside the cylinder barrel 27, and the cylinder barrel 27 constitute a cylinder as is known in the art. A rack 25 is also formed in the left half of the rack shaft 230 to the left of the knocker cylinder, and a driven pinion 28 is meshed with the rack 25. This rack 25 is formed so as to face upward.

By the way, the upper part of the shaft 21 of the drive pinion is tilted backward and slightly to the right, and the shaft 29 of the driven pinion 28 is arranged substantially horizontally in the front-rear direction.

Since the rear part is tilted slightly to the right, the teeth of the drive pinion, the driven pinion, and the racks that mesh with each other are helical teeth.

A tie rod 4.4 is connected to both ends of the rack shaft 23 that protrudes from the left and right ends of the gear box 20, respectively, and knuckle arms 5, 5 are connected to the outer ends of the tie rod 4.4. γ is supported by axles 6, 6 which protrude outward from the knuckle arms 5, 5.

As is known, the front wheels are steered by the left and right movement of the rack shaft 23, and at this time the steering torque is reduced by the power cylinder.

On the other hand, the rear part of the shaft 29 of the driven pinion 28 projects rearward from the gear box 20, and is connected approximately linearly to a long linkage shaft 32 via a universal joint 31. An input shaft 34 is connected thereto.

The input shaft 34 is arranged in alignment with the left and right center line of the vehicle, the holder 37 and a plurality of ring rubbers 38 attached to the outer periphery of the input shaft 34.
... (in the figure, five wheels) and a rotating member supported by a holder outer 39 that is coarsely fixed to the floor panel of the vehicle body on its outer periphery, and an eccentric flange at the rear end of this input shaft 34. 35 is formed.

An eccentric pin 36 is formed on the rear surface of the eccentric 7 flange 35 and projects further rearward, and a joint portion ladle 41 is loosely fitted and supported at the center of the eccentric pin 36.

The joint part 41 is short in the vertical direction and long in the left and right direction, and the inner ends of left and right tie rods 8.8 are connected to the left and right ends of the front surface 42 of the joint part side 41 via ball joints 9, 9, respectively. Near the center of the rear surface 43, the tip of the arm member 44 is connected with two left and right bolts 45.4.
5. The base of the arm member 44 extends to the right in a substantially horizontal manner, and the arm member 44 is swingably supported by a link 46 that is pivotally supported by a link bracket 47 hanging from the floor panel of the vehicle body. As a result, the joint member 41 maintains a horizontal state and is prevented from swinging.

Furthermore, knuckle arms 11.11 are connected to the outer ends of the left and right tie rods 8, 8, which are connected and supported by the joint member 41. It's outwardly projecting axle 12. The rear wheel 13°13 is supported on '12.

In the figure, 14 is a damper unit for the front wheels, 15 is the same radius rod, and 16 is the same lower arm.

17 is a damper unit for the rear wheel, 18 is the same radius rod, and 19 is the same lower arm.

When the Huff Dollar 1 is steered, the left half of the rack 25 is moved by the left and right movement of the rack shaft 23 of the steering gear.
The rotation necessary for steering the rear wheels is output to the driven pinion 28 that meshes with the rear wheel steering system, and the rotation is input to the input shaft 34 of the rear wheel steering system via the linkage shaft 32, so that the input shaft 34 rotates to either the left or right.

As the input shaft 34 rotates, the eccentric pin 36 integrally provided at the rear end performs crank rotation, and the crank rotation of the eccentric pin 36, which is initially set vertically (vertically upward in the embodiment) with respect to the input shaft 34, rotates. Joint member 4
1. The rear wheel 13°13 is steered via the tie rod 8°8 and the knuckle arm '11.11.

That is, at a small steering angle at one turn from the initial neutral position of the eccentric pin 36, the rear wheels 13 are steered in the same phase as the front wheels 7, and at a large steering angle exceeding J rotation, the rear wheels 13 are steered to opposite phases.

In the present invention, a mesh adjustment device, which will be described in detail below, is configured in the steering gear of one or more front and rear wheel steering devices.

This will be explained based on FIGS. 4 to 8. Figure 4 is a partially cutaway bottom view of the steering gear box, Figure 5 is a vertical side view of the driven pinion and rack section, Figure 6 is an end view of the gear box seen from the left side of the rack shaft, and Figure 7 is FIG. 8 is a longitudinal sectional side view of the mesh adjustment device according to the present invention, and is an exploded perspective view of the gear box section.

A piston 23a is fixed to the outer periphery of a rack shaft 23 pushed horizontally into a cylinder barrel 27 installed horizontally in the steering gear box 20, and left and right oil chambers Sl and S2 are formed in the cylinder baffle 21 by the piston 23a. formed,
As is known, power assist is provided by selectively supplying pressure oil to the respective oil chambers S1 and S2 via switching valves (not shown).

First, a presser (not shown) contacts the periphery of the rack shaft 23 on the back side of the right rack 24 with which the drive pinion engages, and the presser presses the rack shaft 23 toward the drive pinion by the elastic force of 719779 (also not shown). It is energizing. The elastic force of the spring is adjusted by adjusting the forward and backward movement of an adjustment bolt 51 screwed into the rear part of the gear box 20, and the elastic force is comprised of a presser, a spring, and the adjustment bolt 51 similar to the known ones. Accordingly, the engagement and maintenance adjustment between the drive pinion and the rack 24 is performed.

On the other hand, a strap pass flywheel 52 is screwed into the lower part of the gear box 20 on the rear side of the left rack 25 with which the drip pinion 28 engages, forming a gap C of about 0.5711 m with the rack shaft 23. The spacing C is initialized using the lock nut 53. A ring groove 52a is formed on the outer periphery of the stopper screw 52, and an O-ring 54 and a cap ring 55 are fitted into the ring groove 52a, thereby providing a seal.

Furthermore, the upper outer periphery of the driven pinion shaft 29 and the gear box 2
A mechanical seal 56 and a needle thrust bearing 57 are interposed between the lower outer periphery and the gear box 20, and a ball bearing 58 is interposed between the lower outer periphery and the gear box 20, and is further formed coaxially with the driven pinion shaft 29. A cap screw, 6 is attached to the front hole 59a of the gear box 2o.
1 are screwed together, and the cap screw 61 is in contact with the lock nut 62 and the ball bearing 58.

A ring groove 61a is provided on the outer periphery of this cap screw 61.
An O-ring 63 is fitted into the ring groove 61a, and a cap-shaped cover 64 is placed over the protrusion 59 surrounding the hole 59a of the gear box 2°. The piece 64a is caulked to the narrow diameter portion 59b of the protrusion 59.

Then, the inner periphery of the left end of the gear box 20 and the rack shaft 23
An eccentric ring 70 is interposed between the outer periphery of the This eccentric ring 70 has an outer periphery 71 that comes into sliding contact with the inner periphery of the gear box 20.
and - the inner periphery 72 which is in sliding contact with the outer periphery of the rack shaft 23.

There are two recesses 73 and 73 on the outer periphery of the eccentric ring 70.
is formed, and in the illustration, a recess 73. γ3 are formed so as to be adjacent to each other in the same direction.

Also, there are two holes 75 at the bottom of the left end of the gear box 20.
75 are formed spaced apart from each other in the vertical direction, and an adjustment screw 76 is inserted into each hole 75 and 75 from below.
．． 76 are screwed into each other, and the tips of the adjustment screws 76 and 76 are respectively inserted into recesses 73 and 76 formed on the outer periphery of the eccentric ring 10.
Coming within 73.

These adjustment screws 76.76 are lock nuts)
77,. 77 abut against the bottom surfaces of the recesses 73 and 73, respectively.

The fitting position of the eccentric ring 70 into the gear box 20 is determined by making the diameters of the inner periphery of the gear box 20 and the outer periphery of the eccentric ring 70 different in the length direction. Further, a retainer 78 is in contact with the outer end surface of the eccentric ring 70, and a snap ring 79 is fitted to the outer periphery of the retainer 78 and the inner periphery of the gear box 20, thereby preventing the eccentric ring γ0 from coming off. .

By the way, in FIGS. 5 to 7, the right side of the drawing is the lower side of the gear box 20, and the upper side of the drawing is also the rear side.

Driven pinion 28 and rack 2 that meshes with it
5, one of the two adjusting screws 76 and 76 is advanced and the other is retreated, so that the eccentric ring 70 gradually rotates within the gear box 20 and The left end portion of the rack shaft 23 supported on the inner periphery 72 of the eccentric ring 70 gradually moves toward the driven pinion 28 in accordance with the amount of eccentricity (0 to l ttan ) of the eccentric ring 70, and thus the drive pinion 2
When the left rack 25 is securely engaged with the lock 8, the adjustment screws 76, 76 are stopped from advancing and retracting, and the lock nuts 71, 77 are tightened.

In this way, the engagement between the driven vinyl off 28 and the rack 25 that meshes therewith is maintained. in this case.

On the rear side of the rack 25 with which the driven pinion 28 engages, the stopper screw 52 faces below the rack shaft 23 with an interval C of approximately 0.5 m, as described above.
The deflection of the rack shaft 23 during steering is restricted by a stopper screw 52.

The engagement between the driven pinion 28 and the rack 25 is maintained by an eccentric ring 70 instead of the conventional elastic means, and the rack shaft 23 on the left side of the rack 25 is
Since the above-mentioned engagement is ensured by the eccentric ring 70, which performs the bearing near the left end of the shaft, the bearing adjustment can be performed at the same time, and therefore the engagement adjustment work becomes easy.

It is of course possible to use an eccentric ring as described above to maintain the engagement between the drive pinion and the rack 24 that meshes with the drive pinion instead of using the elastic force means.

As is clear from the above description, according to the present invention, an eccentric ring is interposed between the rack shaft of the steering gear and the gear box, and the gear box has an adjustment mechanism for rotationally adjusting and holding the eccentric ring. The mesh adjustment device for the steering gear of a vehicle is made up of a
It is possible to adjust the mesh retainer of at least one of the plurality of pinions that mesh with the rack shaft at different angles in a side view when viewed from the axial end face of the rack shaft, and to adjust the bearing of the rack shaft at the same time. It is possible to easily carry out operations that require a plurality of suppression means.

[Brief explanation of drawings]

The drawings show a preferred embodiment of the present invention, and FIG. 1 is a perspective view showing a schematic configuration of a front and rear wheel steering device. Figure 2 is an exploded perspective view of the main parts of the rear wheel steering system, and Figure 3 is a longitudinal side view of the main parts in the assembled state, with the joint member at 9
FIG. 4 is a partially cutaway bottom view of the steering gear box, showing the drive pinion shaft portion approximately horizontally as viewed from the rear, and FIG. 5-line sectional view. Figure 6 is a left side view of the gearbox, Figure 7 is 7 in Figure 4.
-7 line sectional view and FIG. 8 are exploded perspective views of the gear box section. In the drawing, 20 is a steering gear box, 21 is a drive pinion shaft, 23 is a rack shaft, 24.25 is a rack, and 28 is a driven vinyl main. 70 is an eccentric ring, and 76.77 is an adjustment mechanism. Patent applicant: Honda Motor Co., Ltd. Agent: Patent attorney Yo Shimoda Patent attorney: Kunihiko Ohashi

Claims (1)

[Claims] A drive pinion that rotates in conjunction with a steering wheel. It consists of a rack shaft formed with a rack that meshes with the drive pinion, and a driven pinion that meshes with a different rack formed on the rack shaft at a different angle from the drive pinion, and the rotation of the driven pinion is controlled by the rear wheels. In the steering gear of a vehicle that inputs input to the steering system, an eccentric ring is interposed between the rack shaft and the gear box, and an adjustment mechanism is attached to rotate and hold the eccentric ring. A mesh adjustment device for a steering gear of a vehicle, which is configured to mesh and hold a rack shaft with one of both binions by adjustment.