JP3297085B2 - Wheel suspension and steering mechanism - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel suspension mechanism suitable for application to a four-wheel steering wheel steering system, and more particularly to a four-wheel steering four-drive electric vehicle. The present invention relates to a wheel suspension mechanism.

[0002]

2. Description of the Related Art Conventionally, a wheel steering device for a passenger car or the like has a 2WS system (2) in which the steering force of a steering system is transmitted to wheels via an Ackerman mechanism to steer the wheels.
Wheel steering method) is known. Known examples of these wheel steering devices include a device that converts the rotation of a steering handle into a reciprocating motion of a tie rod portion via a rack and pinion, and a device that uses a power steering device. In these conventional wheel steering devices, if the steering wheel is turned too lightly during high-speed running, there is a danger of falling as the steering wheel becomes abrupt and the steering wheel operation becomes heavy during stationary operation (maximum steering angle) such as when entering a garage. If it is too much, it is not preferable. Therefore, various measures have been taken for the wheel steering characteristics in consideration of these points.

[0003]

Incidentally, recently, a wheel steering device of a 4WS system (4-wheel steering system) is being developed. This 4WS-type wheel steering device changes the direction of not only the front wheels but also the rear wheels to steer the wheels, reducing the turning radius when driving at low speed, entering and exiting diagonally when parking. And stabilization of steering during high-speed running.

However, this conventional 4WS type steering device has a wheel steering angle of at most 3 in relation to a wheel suspension mechanism.
0 to 40 degrees, it is difficult to set the steering angle of the wheels to 90 degrees or more, and the vehicle can travel freely (turn the vehicle around a point without changing its position almost, (E.g., running the vehicle laterally, etc.).

Accordingly, an object of the present invention is to provide a wheel suspension / steering mechanism that can set a steering angle of a wheel to 90 degrees or more and is suitable for free running.

[0006]

In order to solve the above-mentioned problems, a wheel suspension / steering mechanism according to the present invention has a center portion of a suspension member whose both ends are swingably suspended with respect to a vehicle body via suspension arms. A kingpin for rotatably supporting the wheel is rotatably supported by the portion, and a wheel steering speed increasing mechanism linked to an actuator driven based on steering information of a steering system is provided at the center of the suspension member. The top of the kingpin is rotatably linked to the wheel steering speed increasing mechanism.
And the steering system is connected via a winged lever.
And is linked to the wheel steering speed increasing mechanism.
And

[0007]

According to the wheel suspension / steering mechanism of the present invention, steering information of the steering system is transmitted to the wheel steering speed increasing mechanism via the actuator. The kingpin is rotated with respect to the suspension member by the wheel steering speed increasing mechanism, and the wheel is steered.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a wheel suspension / steering mechanism according to the present invention will be described below based on the structure of a steering system.

FIGS. 1 to 4 are conceptual diagrams showing the linkage between a wheel suspension mechanism and a steering system according to the present invention. In FIGS. 1 to 4, reference numeral 1 denotes a steering system, and 2 denotes a link system. Reference numeral 3 denotes a wheel suspension mechanism.
The steering system 1 generally includes a steering wheel 4, a power steering shaft 5, an assist motor 6, a steering gear box 7, a steering rack 8, and a steering angle sensor 9. The steering system 1 has a known configuration so as to minimize a difference from an existing engine vehicle. The detection output of the steering angle sensor 9 is input to a controller (not shown), and the controller outputs wheel steering information described later according to the steering angle and the driving mode.

The link system 2 includes an electric actuator 10,
10, and tie rods 11, 11, 12, and 12. The electric actuator 10 is fixed to a vehicle body and has an electric motor. Reference numeral 13 denotes an output shaft of the electric motor. A rotation lever 14 is attached to the output shaft 13. A rotation support shaft 15 is provided at a free end of the rotation lever 14. The rotation lever 14 is connected to each of the tie rods 11 and 12 via a wing lever 16.
One wing of the wing-like lever 16 is pivotally supported by the rotation support shaft 15. The other end of the tie rod 11 is rotatably connected to the wing. The other end 18 of the tie rod 11 is rotatably connected to a movable member 19 of the steering rack 8. One end 20 of the tie rod 12 is rotatably connected to an intermediate portion of the wing lever 16. The other end 21 of the tie rod 12 is rotatably attached to a connection bracket described later. This tie rod 12 is, for example, shown in FIG.
The shape is as shown in FIG. This tie rod 11, 1
2 are provided at one end 20 and the other end 21 with spherical bush members 22 and 23 having the same shape. The mounting directions of the spherical bush members 22 and 23 are orthogonal to each other. A rotation support shaft 24 projects from an intermediate portion of the wing-shaped lever 16, and the rotation support shaft 24 is fitted into an insertion hole 25 of the spherical bush member 22. A rotation support shaft of a bracket described later is inserted into the insertion hole 26 of the spherical bush member 23. The length of the tie rod 12 can be adjusted by an adjustment bolt 27. The structure of the tie rod 11 is also substantially the same as the structure of the tie rod 12.

The wheel suspension mechanism 3 has an arc-shaped arm 28 as a long suspension member as shown in FIG. The arc-shaped arm 28 has a shape curved downward. The arc-shaped arm 28 is disposed so as to extend in the front-rear direction of the vehicle as shown in FIG. At the top of the center of the arc-shaped arm 28, a cylindrical housing main body 30 constituting a part of a wheel steering mechanism 29 is formed integrally with the arc-shaped arm 28. The arc-shaped arm 28 has both lower ends 31, 31 at least supported by a suspension arm, and is supported by the vehicle body via the suspension arm so as to be swingable in the vertical direction. The suspension arm comprises a lower left arm 32 for suspending the left arc-shaped arm 28 and a right lower arm 33 for suspending the right arc-shaped arm 28. The cylindrical housing body 30 is supported by an auxiliary upper arm 33 'shown in FIG. Machine frame 34, 3 on the body
5 and 36 are provided. A support shaft 39 is stretched over side walls 37 and 38 of the machine frames 34 and 35. Machine frame 36
A support shaft 42 is stretched between both walls 40 and 41. The lower left arm 32 has a triangular plate shape, and the lower right arm 33 has a bar shape. Lower left arm 3
2. The lower right arm 33 extends upward from below. FIG. 8 schematically shows the positional relationship between the lower left arm 32, the auxiliary upper arm 33 ', and the cylindrical housing body 30. At the lower part of the left lower arm 32, connecting ends 43 and 44 are provided. Connection end 4
Reference numerals 3 and 44 are rotatably attached to the support shaft 39 via bush members 45 and 45. At the upper free end of the lower left arm 32, a connecting forked portion 46 is provided.
The connecting fork part 46 is provided with a support shaft 47. The connecting forked portion 46 is a lower end 3 of the left-sided arc-shaped arm 28.
As shown in FIG. 9 in an enlarged manner,
A through hole 48 is formed in the lower end 31, and a bush member 49 is fitted into the through hole 48, and the support shaft 47 is inserted through the bush member 49. A bush member 50 is fitted to the support shaft 42. This bush member 5
The connecting end 51 of the lower right arm 33 is rotatably attached to the reference numeral 0. The configuration of the upper free end 52 of the lower right arm 33 is the same as the configuration of the lower left arm 32. Corresponding components have the same reference characters allotted, and detailed description thereof will not be repeated. The support shaft 39 and the support shaft 42 are on a straight line, and the arc-shaped arm 28 swings up and down around the axis 53 thereof. The auxiliary upper arm 33 'is also the lower left arm 3
2, it is rotatably supported by the vehicle body, and extends obliquely upward from the lower part as shown in FIG. 8. In FIG. It is a connection end. The connection between the connection end 55 and the support shaft 54 employs the same configuration as that of the lower left arm 32, and thus the details thereof are omitted. The axis of the support shaft 54 is located directly above the axis 53, and the direction in which the shaft 54 extends is the axis 53.
In the extending direction. A connecting end 57 is formed on the free end 56 of the auxiliary upper arm 33 ', as schematically shown in FIG. The connection end 57 is rotatably connected to the cylindrical housing main body 30, and a mounting bracket 58 is fixed to an outer peripheral wall of the cylindrical housing main body 30. This bracket 5
8 has a pair of supporting walls, but only one supporting wall is indicated by reference numeral 59 in FIG. A support shaft 60 is hung over the pair of support walls, and a bush member 61 is fitted to the support shaft 60. The connection end 57 is connected to the support shaft 60 via the bush member 61.

The cylindrical housing main body 30 is provided with a wheel steering speed increasing mechanism 62 for enhancing the steering of the wheels described later. As shown in detail in FIG. 11, the wheel steering speed increasing mechanism 62 includes an annular large-diameter gear 63 and a small-diameter gear 64, and increases the swing angle of the tie rod 12 to increase the king pin 6
5 to play a role. Cylindrical housing body 30
A top portion is provided with an annular large-diameter gear 63, on which an annular support frame 66 for fixing a ball bearing is provided. An annular holding frame 6 is provided above the annular support frame 66.
6 'is provided. The annular holding frame 66 ′ and the annular supporting frame 66 are fastened by a plurality of screw members 67 and 68, and the annular supporting frame 66 is screwed with the screw members 67 and 68.
'To the cylindrical housing main body 30. The annular support frame 66 has an annular bearing 6 on its inner diameter side.
An annular step portion 70 for holding the ninth 9 is formed. 7
1 is an outer cylinder of the annular bearing 69, 72 is an inner cylinder thereof,
73 is the ball. An annular flange 74 for holding the inner cylinder 72 is formed on the outer peripheral portion of the annular large-diameter gear 63. An annular flange 67 'is provided on the annular holding frame 66'.
Is provided. The annular bearing 69 is fixed to the cylindrical housing main body 30 with an outer cylinder 71 held between an annular flange 67 ′ and an annular step 70. A cylindrical lid member 75 is attached to the annular large-diameter gear 63 by screw members 76. The cylindrical lid member 75 has a pressing cylinder 77, and the inner cylinder 72 of the annular bearing 69 is sandwiched between the pressing cylinder 77 and the annular flange 74, whereby the large-diameter annular gear 63 is interposed via the annular bearing 69. It is rotatably supported by the cylindrical housing body 30.

A circular fitting wall 78 is provided at the head of the cylindrical lid member 75.
Are formed. The cylindrical cover member 75 is provided with a rotation transmission lever 79. The rotation transmission lever 79 fits a fitting hole 80 into a circular fitting wall 78, and a screw member 81,
It is fixed to the cylindrical lid member 75 by 81. At the center of the cylindrical cover member 75, a projection 84 for attaching the sensor portion 84 'of the rotation angle detection sensor device 82 is formed.
The screw member 67 has a modified head 85, and the modified head 85
, A support plate 86 is fixed by a screw member 87.
A rotation angle detection sensor device 82 is provided at the tip of the support plate 86.
Are fixed. A connection bracket 89 for connecting a tie rod is provided at the tip of the rotation transmission lever 79. A screw member 90 and a screw member 81 are used for fixing the connection bracket 89. The connection bracket 89 has connection arms 91 and 92. The connecting arms 91 and 92 are provided at intervals in the vertical direction. A connecting member 93 is stretched over the connecting arms 91 and 92. 94, 94 are screw members for fastening the connecting members. Reference numeral 95 denotes a rubber member for assisting the fastening, and reference numeral 96 denotes an auxiliary collar. The connecting member 93 is provided with a rotation support shaft 97. The pivot shaft 97 is fixed to the connecting member 93 by caulking with the spherical bush member 23 at the other end 21 of the tie rod 12 inserted. The tie rod 12 is rotatable around the rotation shaft 97. Due to the displacement of the tie rod 12, the rotation transmitting lever 79, the cylindrical lid member 75, the annular large-diameter gear 6
3. The inner cylinder 72 of the annular bearing 69 is integrally rotated around the outer cylinder 71. Reference numeral 98 denotes the rotation center. The rotation angle of the annular large-diameter gear 63 is detected by a rotation angle detection sensor device 82. The detection output is input to a controller (not shown). Reference numeral 99 denotes an annular seal rubber interposed between the pressing cylinder 77 and the annular holding frame 66 '.
100 is the auxiliary metal fitting.

The kingpin arm 65 is mounted on the mounting top 10.
1 and an inclined leg 102. As shown in FIG. 8, a kingpin mechanism 103 is provided below the inclined leg 102. This kingpin mechanism 1 is attached to the inclined leg 102.
The wheel 104 is rotatably supported via the lever 03.
A brake disk 104 'is linked to a tire wheel of the wheel 104 as shown in FIG. In this case, the front and rear wheels of the wheels 104 are driven and controlled by independent wheel drive motors. The wheel drive motor is provided at the center of the inside of the wheel. The wheel drive motor is fixed to the king pin arm 65, and the wheel having the tire on the outer periphery is rotatably arranged on the outer periphery of the wheel drive motor. This wheel is rotated by a wheel drive motor. Reference numeral 103 'denotes a guide tube for guiding a wiring system connected to the wheel drive motor.

The mounting top 101 has a circular step 1 for fitting.
A rotating cylinder 106 is provided on the mounting top 101. This rotary cylinder 106 is a large-diameter cylindrical portion 1
07 and a small-diameter column portion 108. The opening 109 of the rotary cylinder 106 is fitted in the circular step 105 for fitting. An annular flange 110 is provided at the open end of the rotary cylinder 106.
Are formed. The rotating cylinder 106 has its annular flange 110 attached by screw members 111,
01. Tall-type annular bearings 112 and 113 are provided in the large-diameter cylindrical portion 107 at intervals in the vertical direction. The tall-shaped annular bearings 112 and 113 are held by a fixed sleeve 114, and the fixed sleeve 114 is fixed to the peripheral wall of the cylindrical housing body 30 by screw members 115 and 115. 116 is a partition wall for partitioning the tall annular bearings 112 and 113, 117 is an outer cylinder of the tall annular bearing 112, 118 is an inner cylinder thereof, 1
Numeral 19 is the tall roller, 120 is the outer cylinder of the tall annular bearing 113, 121 is its inner cylinder, and 122 is the tall roller. A support flange 123 that supports the inner cylinder 121 of the tall annular bearing 113 is formed below the large-diameter cylindrical portion 107 of the rotary cylinder 106. Rotating cylinder 1
A pressing member 124 that presses the inner cylinder 118 of the annular bearing 112 is provided at the head of 06. The pressing member 124 is fixed to the head of the rotating cylinder 106 by a screw member 125. Thus, the king pin arm 6
5 is a cylindrical housing body 30 via a rotating cylinder 106.
It is supported rotatably. The small diameter gear 64 is fitted to the small diameter column portion 108. The small-diameter gear 64 is a pressing member 1
The screw 26 is fixed to the rotating cylinder 108 by a fixing member 127, and a key 128 for preventing the small-diameter gear 64 from slipping is provided at 127. The teeth 129 of the small-diameter gear 64 mesh with the teeth 130 of the annular large-diameter gear 63. The rotation of the annular large-diameter gear 63 is increased in speed via the small-diameter gear 64 and transmitted to the rotating cylinder 106 and the kingpin arm 65, whereby the wheels 104 are steered by a predetermined angle. 131 is the center of rotation of the king pin arm 65. An annular seal rubber member 132 and its auxiliary bracket 133 are interposed between the peripheral wall of the cylindrical housing body 30 and the large-diameter cylindrical portion 107 of the rotary cylinder 106.

The wheel suspension mechanism 3 is provided with a buffer mechanism 134 as shown in FIGS. This buffer mechanism 13
4 has a shock absorber-135. A well-known shock absorber 135 is used. 136 is an apparatus main body, 137 is a piston rod, 138 is one side mounting end, 139 is another side mounting end, 140 is a return spring, 141 and 142. Is a spring receiving member. The one-side mounting end 138 is connected via a swing support shaft 143 to a machine frame fixed to a vehicle body (not shown). The other end 139 is swingably connected to a rocker arm described later. A frame 1 for supporting the rocker arm on the vehicle body
44 is fixedly provided. The support wall 14 of the machine frame 144
A rotation shaft 146 is bridged between 5, 5 and 145. A heel-shaped rocker arm 147 is rotatably supported on the rotating shaft 146 as shown in FIG. One end of this rocker arm 147 and the other end are forked 14
8, 149. Rotation support shafts 150 and 151 are provided in the forked portions 148 and 149. The other mounting end 139 of the shock absorber 135 is swingably connected to the pivot 151. One end 153 of the connecting rod 152 is connected to the pivot 150. The connecting rod 152 extends obliquely upward from below as shown in FIG. Other end 15
Numeral 4 is rotatably connected to the free end 56 of the auxiliary upper arm 33 '. A mounting bracket 155 is provided below the free end 56 as shown in FIG. This mounting bracket 155 has a pair of support walls, but in FIG.
6. A rotation support shaft 15 is provided on the pair of support walls.
7 has been bridged. The other end 154 is rotatably connected to the pivot 157.

For example, if there is a step on the road and the wheels 104
When the vehicle rides on the step, a rising impact force is applied to the wheel 104. Then, as shown in FIG. 7, the cylindrical housing main body 30 and the arc-shaped arm 28 rotate around the axis 53 (the cylindrical housing main body 30 and the arc-shaped arm 28 are rotated).
As shown in FIG. 8, it rises while rotating around the support shaft 39). As a result, a force in the direction indicated by reference sign A in FIGS. 7 and 8 is applied to the connecting rod 152. With this power,
When the connecting rod 152 is displaced in the direction of the force, the rocker arm 147 moves the arrow B around the pivot shaft 156 as a fulcrum.
Pivoted in the direction. Arrow B of this rocker arm 147
By rotating in the direction, the apparatus main body 136 is pushed in the direction of arrow C, and the return spring 140 is compressed. Oil is stored inside the apparatus main body 136, and the impact applied to the vehicle body by the operation of the hydraulic mechanism is reduced. The apparatus main body 136 returns to the original state by the return force of the return spring 140.

The suspension mechanism for the rear wheels is substantially the same as the suspension mechanism for the front wheels. However, since the steering of the rear wheels is performed only by the electric actuator based on the steering information from the control box, the tie rod 11 and the wing-like lever 16 for connecting to the steering rack 8 are unnecessary. Other configurations are the same as those of the front wheels, and include a wheel steering speed increasing mechanism 62 and a buffer mechanism 134.

The wheel suspension mechanism 3 is mounted on, for example, an electric vehicle, and is capable of 2WS traveling and 4WS traveling. The wheel steering is performed in cooperation with a controller (not shown). The controller does not cause the driver to feel uncomfortable with a general car (conventional gasoline engine passenger car) during normal running. Is programmed. The characteristic values of the wheel steering are as follows.

1. 1. Standing operation force: 1 kgf · m Lock-to-lock rotation speed (total rotation speed of handle when turning handle from one limit to the other) ...
5.0 rotations 3. Wheel turning angle (1) During normal running (2WS): front wheel; 60 degrees outward, 42.4 degrees inside (2) 4WS (front wheel): 117.4 degrees outside, 9 inside
0 degrees (3) 4WS (rear wheel): 90 degrees on the outside, 117.
Fourth degree Next, the operation of the wheel steering will be described.

(1) 2WS As shown in FIG. 1, when the vehicle is traveling straight, both the front wheel 104 and the rear wheel face the vehicle front-rear direction. When the steering wheel 4 is rotated in this state, the assist motor 6 is rotated.
As a result, the steering force is transmitted to the steering gear box 7 and the steering rack 8 is driven. When the steering rack 8 is driven, the tie rods 11, 11 are displaced in the direction of arrow D as shown in FIG.
Rotated in the direction. The rotation of the wing lever 16 is transmitted to the tie rods 12 and 12 and transmitted to the rotation transmission lever 79, so that the large annular gear 63 is rotated in the direction of arrow F. The rotation of the annular large-diameter gear 63 is transmitted to the small-diameter gear 64, and the front wheel 104 is steered in a range of 60 degrees outward and 42.4 degrees inward. At this time, the rear wheels are not steered, and the minimum turning radius at this time is, for example, 4.0 m.

(2) At the time of 4WS At the time of 4WS, the controller operates the electric actuator 10
Drive. The state shifts to 4WS in a state where the steering wheel 4 is fully rotated, that is, in a state shown in FIG. When the electric actuator 10 is driven in the state shown in FIG. 2, the rotating lever 14 rotates about the output shaft 13 in the direction of arrow G as shown in FIG. Displaced. The displacement of the tie rod 12 is performed by calculating and controlling the operating angle of the electric actuator 10 using the traveling mode and the steering angle sensor 9. The front wheel 104 is 117.4 degrees on the outside, 90 degrees on the inside,
The rear wheels are steered at a range of 90 degrees outward and 117.4 degrees inside.

When both the front and rear wheels are at 90 degrees, the side running mode is set.
At this time, the rear wheels are in phase with the front wheels 104, and the rear wheels are controlled by an electric actuator (not shown).

FIG. 4 shows a state in which the front wheels 104 are steered outward by 117.4 degrees. The state shown in FIG.
3 and the rotary lever 14 of the electric actuator 10 farther from the steering handle 4 is rotated in the direction of arrow J. Is realized by: That is, the large-diameter gear 63 closer to the steering handle is turned in the direction of arrow K, and the large-diameter gear 63 farther from the steering handle is turned in the direction of arrow M. In this state,
The vehicle turns on the spot as shown in FIG. 12, and its minimum turning radius is, for example, 1.52 m. Note that the symbol N is the turning center of the vehicle.

According to this embodiment, even if the electric actuator 10 fails, the steering system 1
Is mechanically linked to the wheel steering speed-up mechanism 62 via the wing-shaped lever 16, so that normal steering can be performed, and it is possible to avoid being unable to steer when the electric actuator 10 fails.

Further, according to this embodiment, since the actuator 10 is attached to the vehicle body, it is possible to avoid an increase in the inertial weight of the steering system 1. Further, if the electric actuator 10 is directly attached to the steering rack 8, wiring, piping, etc., must be arranged in consideration of the movement of the electric actuator 10,
Although considerable consideration must be given to the wiring, piping, etc., in this embodiment, the electric actuator 1
Since 0 is fixed, wiring, piping, and the like can be easily performed.

[0027]

According to the present invention, as described above, the kingpin for supporting the wheel is rotatably supported by the suspension member.
It is possible to provide a wheel suspension / steering mechanism that can turn the wheels by 90 degrees or more, and is suitable for free running. Further, since the wheels are steered via the wheel steering speed increasing mechanism, even when the wheels are turned by 90 degrees or more, the steering operation can be performed lightly. Further
Even if the actuator fails,
The ring system is connected to the wheel steering speed increase mechanism via the wing lever.
Normal steering can be performed.
Avoid loss of control due to tutor failure
Can be .

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a cooperative relationship between a wheel suspension mechanism and a steering system according to the present invention, and is a diagram showing a straight traveling state of the wheels.

FIG. 2 is a conceptual diagram showing a cooperative relationship between a wheel suspension mechanism and a steering system according to the present invention, and is a diagram showing a maximum displacement state of front wheels at 2WS.

FIG. 3 is a conceptual diagram showing a linking relationship between a wheel suspension mechanism and a steering system according to the present invention, and is a diagram showing a 90-degree displacement state of front wheels at the time of 4WS.

FIG. 4 is a conceptual diagram showing an interlocking relationship between a wheel suspension mechanism and a steering system according to the present invention, showing a state in which the front wheels are displaced by 117.4 degrees at 4WS.

FIG. 5 is a plan view showing an example of a tie rod used in the present invention.

FIG. 6 is a side view of a vehicle suspension mechanism according to the present invention.

FIG. 7 is a plan view of a vehicle suspension mechanism according to the present invention.

FIG. 8 is a schematic view of the vehicle suspension mechanism according to the present invention viewed from the direction of arrow R in FIG.

9 is a partially enlarged view showing a state where the lower end of the arcuate arm and the free end of the suspension arm shown in FIG. 7 are attached.

FIG. 10 is a partially enlarged view showing an attached state of the cylindrical housing main body and the auxiliary upper arm shown in FIG. 7;

FIG. 11 is a sectional view of a main part showing a detailed configuration of a wheel steering speed increasing mechanism according to the present invention.

FIG. 12 is a diagram conceptually illustrating turning characteristics of a vehicle equipped with a suspension mechanism according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Steering system 2 ... Link system 3 ... Wheel suspension mechanism 10 ... Electric actuator 28 ... Arc-shaped arm (suspension member) 62 ... Wheel steering speed-up mechanism 65 ... King pin 104 ... Wheel

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hidetoshi Nasu Mure 67-6, Murie-cho, Kida-gun, Kagawa Prefecture (72) Inventor Takuya Nakamura 542, Kuzegamikuze-cho, Minami-ku, Kyoto, Kyoto, Japan (56) References JP Akira 50-78036 (JP, A) JP-A-4-103467 (JP, A) JP-A-63-57307 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B62D 7/14 B60G 3/20 B62D 5/26

Claims (1)

(57) [Claims] A kingpin rotatably supporting a wheel is rotatably supported at the center of a suspension member whose both ends are swingably suspended via a suspension arm with respect to a vehicle body. the central portion coordinated the wheel steering speed increasing mechanism is provided in the actuator that is driven based on the steering information of the steering system, the top of the kingpin is rotatably linked to the wheel steering speed increasing mechanism together The above
The steering system increases the wheel steering speed via the wing lever.
Suspension and operation of wheels characterized by being linked to a mechanism
Rudder mechanism .