JPS6233988B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle steering system that steers front wheels and rear wheels.

The present applicant has previously provided a vehicle steering system in which front wheels and rear wheels are steered by steering operation of a steering wheel. According to this steering device, the rear wheels are steered in addition to the front wheels, so it is possible to eliminate the mismatch between the vehicle direction and the tangential direction of the turning trajectory in a vehicle that steers only the front wheels, and it is possible to eliminate mismatches between the front wheels and the rear wheels. This has advantages such as being able to eliminate the difference in the generation time of lateral force.

As an example of such a steering system, the present applicant has proposed a rear wheel steering mechanism in Japanese Patent Application No. 55-71778 (Japanese Unexamined Patent Publication No. 56-167563) in which left and right rear wheel steering tie rods are movable in the width direction of the vehicle body. Constructed by connecting with connecting rods,
A crank pin is connected eccentrically in the radial direction of the input shaft to the input shaft that rotates in conjunction with the steering wheel, and the crank pin and the connecting rod are connected by a connecting rod, so that the input shaft, the crank pin proposed a structure in which the connecting rod for steering the rear wheels is moved in the width direction of the vehicle body by the crank motion of a crank mechanism consisting of the connecting rod.

Incidentally, a vehicle in which the rear wheels can be steered in addition to the front wheels when the steered wheels are steered as described above requires a rear wheel steering mechanism. In the case where the connecting rods are configured so that the rear wheels are steered by movement of the connecting rods in the width direction of the vehicle body, it is necessary to slidably support the connecting rods by bearings. The bearing is used to support the connecting rod, but if a simple bearing such as a bearing bush is used, when the connecting rod moves at an angle with respect to the width direction of the vehicle body or the vertical direction, the space between the bearing and the connecting rod will be damaged. Sliding resistance is generated, and the connecting rod cannot move smoothly.

The present invention has been made in view of the above points, and an object of the present invention is to configure a rear wheel steering mechanism so that a connecting rod connecting the left and right rear wheel steering tie rods can be slid in the width direction of the vehicle body using a bearing. In addition, by using a spherical bearing or the like with a self-aligning action, even if the connecting rod moves at an inclination angle, the movement is smooth without sliding resistance such as prying. An object of the present invention is to provide a vehicle steering device that can perform the following operations.

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

Fig. 1 is a plan view showing the main members and structure of a four-wheeled vehicle equipped with the device according to the present invention in solid lines, and other parts shown in chain lines, and Fig. 2 is a plan view showing the structure of the rear part of the vehicle.
It is a partially enlarged view of the figure.

The left and right front wheels 10, 10 are respectively supported by knuckle arms 11, 11 that are rotatable left and right, and the knuckle arms 11 include a shock absorber whose upper end is connected to the vehicle body;
The inner end portion 12a is supported by the vehicle body by a lower arm 12 etc. which is pivotally connected to the vehicle body so as to be vertically swingable, and the front wheel 10 is moved up and down by following the road surface undulations by these shock absorbers, lower arm 12 etc. A front wheel suspension mechanism is configured. On the other hand, the rear wheel suspension mechanism is also configured in the same manner as the front wheel suspension mechanism, with rotatable left and right knuckle arms 14 supporting the rear wheels 13,
14 is a shock absorber whose upper end is connected to the vehicle body; inner end 1;
5a is supported by the vehicle body via a lower arm 15 etc. which is pivotally mounted to the vehicle body so as to be vertically swingable. Tie rods 16, 1 are attached to the front wheel knuckle arms 11, 11.
The outer ends of the tie rods 16, 16 are connected to each other.
The inner ends of the gearbox 17 are connected to both ends of a connecting rod 17a that is movable in the left-right direction, that is, in the width direction of the vehicle body.When the connecting rod 17a moves left and right, the left and right front wheel steering tie rods 16 are connected. , 16, the front wheels 10 are steered along with the rotation of the knuckle arm 11 in the left-right direction. This front wheel steering operation principle is also applied to steer the rear wheels 13, and left and right rear wheel steering tie rods 18, whose outer ends are connected to rear wheel knuckle arms 14, 14,
The inner end of 18 is connected to both ends of the connecting rod 19,
When the connecting rod 19 moves left and right, the tie rod 1
Due to the tensile force and compressive force acting on the shafts 8 and 18, the knuckle arm 14 is rotated in the left-right direction, and the rear wheel 13 is steered.

The steering wheel 20 operated by the driver is a universal joint 2
1a is connected to the internal mechanism of the gearbox 17, and the internal mechanism converts the rotation of the steering wheel 20 into a linear movement of a connecting rod 17a installed in the gearbox 17 in the width direction of the vehicle body. The internal mechanism has a conversion function, for example, a steering shaft 21 inserted into the gearbox 17.
A pinion is integrally provided at the tip of the connecting rod 17a, and the connecting rod 17a is a lock rod that meshes with the pinion. With this structure, the front wheels 10 are steered by steering the steered wheels 20.

A case 22 is coupled to a position of the gearbox 17 that is offset in the width direction of the vehicle from the connection portion with the steering shaft 21, and a connecting shaft 22a connected to the internal mechanism of the gearbox 17 is inserted into the interior of the case 22. The connecting shaft 22a is a shaft that rotates when the connecting rod 17a performs a linear movement in the width direction of the vehicle body. A pinion that meshes with the rack rod may be integrally provided on the connecting shaft 22a. The front end of an operating shaft 23 whose axial direction is in the longitudinal direction of the vehicle body is connected to the rear end of a connecting shaft 22a extending from the gearbox 17 to the rear of the vehicle body. The front end of a shaft 25 inserted into the case 24 is connected to the rear end. The shaft 25 is a rotating shaft rotatably supported by bearings 26, 26 of the case 24, as shown in FIG. When the steering wheel 20 is rotationally steered, the shaft 25 rotates in conjunction with the steering wheel 20 via the connecting rod 17a, the connecting shaft 22a, and the operating shaft 23, and the shaft 25 rotates in conjunction with the steering wheel 20 through the connecting rod 17a, the connecting shaft 22a, and the operating shaft 23. The shaft 2 extends
The turning force 5 becomes a steering force for steering the rear wheels 13.

A crank pin 27 is provided at the rear end of the shaft 25 and projects toward the rear of the vehicle body.
5, but is eccentric by ε from the axis of the shaft 25 in the shaft radial direction. One end of a connecting rod 28 is connected to the rear end of the crank pin 27, as shown in FIG.
A connecting pin 29 is connected to the other end of the connecting rod 28 through the connecting pin 29 extending toward the rear of the vehicle body.
and the left and right tie rods 18, 1 for steering the rear wheels.
8 is connected to the connecting rod 19. The connection between the crank pin 27 and the connecting rod 28 is achieved by the rear end ball portion 27a of the crank pin 27 being slidably supported by a ball receiving member 30 built into one end of the connecting rod 28.
Further, the connection between the connecting pin 29 and the connecting rod 19 is achieved by the rear end ball portion 29a of the connecting pin 29 being slidably supported by a ball receiving member 31 incorporated in the connecting rod 19.

The above shaft 25, crank pin 27, connecting rod 28, and connecting pin 29 constitute a crank mechanism A. When the shaft 25 rotates, the crank pin 27 rotates in an arcuate trajectory around the axis of the shaft 25. To do this, the connecting rod 19 moves linearly in the width direction of the vehicle body due to the tensile and compressive forces of the connecting rod 28, thereby steering the rear wheels 13.

As is clear from the above explanation, the front wheel knuckle arm 11, the left and right front wheel steering tie rods 16,
16, and a connecting rod 17a interposed between both tie rods 16, 16 constitute a front wheel steering mechanism B, and a rear wheel knuckle arm 14, left and right rear wheel steering tie rods 18, 18, A rear wheel steering mechanism C is constituted by a connecting rod 19 interposed between both tie rods 18,18. These front wheel steering mechanism B and rear wheel steering mechanism C are connected to the connecting shaft 2.
2a, an operating shaft 23, and a shaft 25 which is also a component of the crank mechanism A. When the steering shaft 20 is rotated, the connecting rod 17a moves linearly in the vehicle width direction. The front wheel steering operation of the front wheel steering mechanism B is connected to the rear wheel steering mechanism C via the connecting path D and the crank mechanism A via the rod 19.
Since this is transmitted as a rear wheel steering operation that moves linearly in the vehicle width direction, the rear wheels 13 are steered together with the front wheels 10 by the steering operation of the steered wheels 20. The rear wheel steering operation of the rear wheel steering mechanism C is carried out by the connecting shaft 22a and the operating shaft 2.
3, the shaft 25 serves as an input shaft in the connection path D for transmitting the rear wheel steering force to the rear wheel steering mechanism C.

The linear movement distance of the connecting rod 19 with respect to the rotation angle of the input shaft 25 is a sine value, so when the rotation angle of the input shaft 25 is within 180 degrees, the front wheels 10 and the rear wheels 13
are steered in the same direction, and when the rotation angle exceeds 180 degrees, the rear wheels 13 are steered in the opposite direction to the front wheels 10. Input shaft 25 for operating rotation angle of steering wheel 20
The rotation angle can be determined as appropriate by intervening a speed change means having an arbitrary speed change rate such as a gear mechanism between the front wheel steering mechanism B and the connection path D, and further in the connection path D. Therefore, the steering wheel 20
In the small steering angle operation, the front wheels 10 and the rear wheels 13 are steered in the same direction, and in the large steering angle operation, the rear wheels 13 are steered in the opposite direction to the front wheels 10.
With a small steering angle operation of 0, the front wheels 10 and rear wheels 13 can be steered in the same direction, and with a large steering angle operation, the steering angle of the rear wheels 13 can be returned to zero or near zero.

The vehicle is equipped with a power steering device for assisting the driver in steering the steering wheel 20.
The apparatus includes a power cylinder 32 shown in FIGS. 1, 2, and 6. The power cylinder 32 is a power auxiliary means, and as shown in FIG. 6, a main body case 34 of the cylinder 32 into which a piston rod 33 slidable in the width direction of the vehicle body is inserted is assembled and integrated with the case 24 of the input shaft 25. Therefore, the structure is made more compact. The piston rod 33 is a rack rod, and a pinion 25a formed integrally with the input shaft 25 meshes with the teeth 33a of the rack rod. By selectively supplying hydraulic oil to either the internal left or right chamber S ₁ or S ₂ , the piston rod 3
3 exhibits an extension behavior or a contraction behavior, and rotational assisting power is applied to the input shaft 25 from the power cylinder 32.

The input shaft 25 is a member that constitutes the connection path D, and in addition to the rear wheel steering mechanism C, the input shaft 25 is a member that constitutes the connection path D.
2a to the front wheel steering mechanism B side, the auxiliary power of the power cylinder 32 is transmitted to both the front wheel steering mechanism B and the rear wheel steering mechanism C, and the auxiliary power of the power cylinder 32 is transmitted to both the front wheel steering mechanism B and the rear wheel steering mechanism C. Steering wheel 2 for steering the
The steering operation of 0 can be assisted by one power assisting means that serves both the front and rear wheels, and the steered wheels 20 can be easily operated even though the front wheels 10 and the rear wheels 13 are steered.

Such assistance to the steered wheels 20 can be achieved by arranging the power cylinder 32 at the front of the vehicle body and connecting the power cylinder 32 to the connecting shaft 22a or the operating shaft 23, but as shown in the figure, the power cylinder 32 is located at the rear of the vehicle body. It is located. This power cylinder arrangement position was chosen because there is more space left in the rear of the vehicle compared to the front where the engine 35 and other components are located, where space is limited, and the rear wheel steering mechanism C is It is located further from the steered wheels 20 than the front wheel steering mechanism B, and the power cylinder 32
If the power cylinder is placed at the front of the vehicle body, the mechanical rigidity of the connection path D for transmitting auxiliary power to the rear wheel steering mechanism C must be increased, which increases the vehicle weight. If 32 is placed at the rear of the vehicle, this problem will not occur.
This is due to the fact that it can reduce the weight of the vehicle. As shown in FIG.
2. The tie rods 18, 18 for steering the left and right rear wheels, and the connecting rod 19 are located at the position where there is the most space at the rear of the vehicle, so space can be used effectively. can be done.

The internal left and right chambers S ₁ and S ₂ of the power cylinder 32 are connected to an oil tank (not shown) via a hydraulic circuit, and the hydraulic circuit selectively supplies hydraulic oil to the left and right chambers S ₁ and S ₂ to operate the power cylinder 32. A control valve for controlled activation is involved. The control valve is the power cylinder 3
2 constitutes the power steering device, and the control valve also serves as a detection means for detecting the steering torque applied to the steered wheels 20. In this embodiment, the control valve is attached to the tip of the steering shaft 21 shown in FIG. 1 and is slidably housed in the valve housing 36. Therefore, the power cylinder 32
and the control valve are mounted on the vehicle body separately. The switching operation principle of the control valve for selectively supplying hydraulic oil to the left and right chambers S ₁ and S ₂ is the same as that known in the power steering system of a vehicle that steers only the front wheels. That is, by forming the pinion of the steering shaft 21 and the teeth of the connecting rod 17a, which is a easy rod with which the pinion meshes, into helical teeth oblique to the axial direction, when the steering wheel 20 is rotated, the helical teeth are formed. The axial thrust generated by the actuator causes the control valve to switch and slide within the valve housing 36. The control valve slides according to the magnitude of the steering torque applied to the steered wheels 20, and the control valve slides from the power cylinder 32 to the front wheel steering mechanism B,
The magnitude of the auxiliary power transmitted to the rear wheel steering mechanism D depends on the steering torque.

The steered wheels 20 and the front wheels 10 are connected by a front wheel steering system consisting of a steering shaft 21, a connecting rod 17a, a front wheel steering tie rod 16, and a knuckle arm 11.
Further, the steering wheel 20 and the rear wheel 13 are connected to a steering shaft and a connecting rod 1.
7a, connection path D, crank mechanism A, connection rod 1
9. When the front wheels 10 and the rear wheels 13 are connected by a rear wheel steering system consisting of the rear wheel steering tie rod 18 and the knuckle arm 14 and are steered, the external force from the road surface acting on the front wheels 10 is transferred to the front wheel steering system. After
Furthermore, external forces from the road surface acting on the rear wheels 13 are transmitted to the respective steered wheels 20 via the rear wheel steering system, and the magnitude of the steering torque required to be applied to the steered wheels 20 is determined by the resultant force of these external forces. It will be compatible. However, since the control valve as the steering torque detection means is provided on the steering shaft 21 that constitutes the overlap path E, which is the confluence of the front wheel steering system and the rear wheel steering system, the external force acting on the front wheels and the rear wheel The control valve detects the resultant force with the external force acting on the power cylinder 32, and the magnitude of the auxiliary power generated in the power cylinder 32 can be set for both the front wheels 10 and the rear wheels 13.

As shown in FIG. 3, the connection shaft 22a constituting the connection path D is inclined backwardly downward, and the input shaft 25 is inclined backwardly upwardly.
3 through universal joints 37 and 38. In this way, there are universal joints 37, 3 at both ends of the operating shaft 23.
8 eliminates the need to arrange the operating shaft 23 at the same height level as the front wheel steering mechanism B and the rear wheel steering mechanism C. Since the connecting path D including the actuating shaft 23 is a bent path with the universal joints 37 and 38 as bending parts, the actuating shaft 23 can be extended below the floor component of the vehicle and placed outside the vehicle interior. ,
This ensures a large cabin space,
In addition, it is possible to improve the work of assembling and assembling the connecting path D. In addition, by providing universal joints 37 and 38 at both ends of the operating shaft 23, the connection route D can be used as a detour route that avoids devices and equipment installed on the vehicle body, and it is also possible to use It also has the effect of absorbing the relative misalignment between the front and rear parts of the car body caused by vibrations, etc.

When connecting the connecting shaft 22a, the input shaft 25, and the operating shaft 23 with the universal joints 37 and 38, the connecting shaft 22a
The axis F of a and the axis G of the input shaft 25 are the operating axis 23
By setting the angles θ ₁ and θ ₂ to be the same with respect to the axis H of The rotational angular velocity of the input shaft 25 to be operated can be made equal at all rotational angular positions.

As described above, when the operating shaft 23 is placed outside the vehicle interior and the connection path D is exposed to the outside of the vehicle body, the outer periphery of the operating shaft 23 is covered with a cylindrical cover member 39, and the entire length of the operating shaft 23 is covered with pebbles and dirt. Protect from external adverse environment due to etc. The cover member 39 is attached to the lower surface of the floor component via a vibration absorbing member such as rubber. Further, a plurality of bearing bushes 40 for supporting the hydraulic oil 23 are fitted into the inside of the cover member 39, and the bushes 40 prevent the operating shaft 23 from whirling around, and the axis between the operating shaft 23 and the cover member 40 is It is possible to ensure that the actuating shaft 23 rotates in a state where the centers are aligned.

When the rear wheels 13 are steered by the crank motion of the crank mechanism A, the magnitude of the steering angle of the rear wheels 13 is determined by the distance traveled by the connecting rod 19 in the vehicle width direction, in other words, as shown in FIG. It is determined by the amount of eccentricity ε of the crank pin 27 from the input shaft 25. 4 and 5 show a structure in which the eccentricity ε can be set to a desired value with a simple structure, and the crank pin 27 can be assembled to the input shaft 25 with a simple operation. A holding member 42 is coupled to the rear end of the input shaft 25 with a bolt 41. The crank pin 27 is coupled to an arm member 43, and the arm member 43 includes a base portion 43a having a length in the axial direction of the input shaft 25, and an extending portion extending in the radial direction of the input shaft 25 from the rear end of the base portion 43a. 43b, and the crank pin 27 is connected to the extending portion 43b by a pin 44. A spacer member 45 whose thickness direction is in the radial direction of the input shaft 25 is placed on the lower surface of the holding member 42, and a base 4 of the L-shaped arm member 43 is placed on the lower surface of the spacer member 45.
3a, the spacer member 45 and arm member 43 are coupled to and held by the holding member 42 using bolts 46. Thereby, the crank pin 27 can be assembled to the input shaft 25 by tightening the bolt 46, and the value of the eccentricity ε can be determined based on the thickness of the spacer member 45. By setting the thickness, the ratio of the steering angle of the rear wheels 13 to the steering angle of the front wheels 10 can be set to a value that is desirable for the vehicle to which the device according to the present invention is applied.

When the steering angle of the rear wheels 13 is zero, that is, when the vehicle is traveling straight, the crank pin 27 is located directly below the input shaft 25 as shown in FIGS. 4 and 5. A structure in which the relationship with the pin position can be achieved during the assembly work of the crank mechanism A is shown in FIG. The connecting rod 28 that connects the crank pin 27 and the connecting rod 19 is configured to be adjustable in length. Specifically, the connecting rod 28 is a threaded rod having right-handed and left-handed screw threads 47a and 47b at both ends. 47, long shaft-shaped nut members 48, 49 that are screwed into the threaded portions 47a, 47b, and a threaded rod 47.
and lock nuts 50, 51 which tighten and connect nut members 48, 49. By loosening the lock nuts 50, 51 and rotating the screw rod 47, the length of the connecting rod 28 can be changed, so that when the steering angle of the front wheels 10 is zero, the steering angle of the rear wheels 10 is set to zero, and the input shaft 25 is rotated. Crank pin 27 and connecting rod 19 located directly below
can be connected.

Next, a structure for assembling the connecting rod 19, the power cylinder 32, etc. to the vehicle body will be described. FIG. 7 is a sectional view taken along line 7-7 in FIG. 2, showing the structure. Connecting rod 1
9. Below the power cylinder 32, a beam-shaped support member 52 is provided extending in the vehicle width direction, and as shown in FIG. The support member 52 is connected to an arm portion 54, with one first arm portion 53 located approximately at the center in the length direction of the support member 52, and two second arm portions 54 located at both ends in the length direction. Cylindrical members 53a and 54a are fixed to the tops of the respective arm portions 53 and 54, and the cylinder members 53a are connected to the vehicle body. The cylindrical member 54a holds the inner end 15a of the rear wheel lower arm 15 together with a mounting boss (not shown) provided on the vehicle body, and is attached to these mounting bosses, the lower arm inner end 15a, and the cylindrical member 54a. A shaft, which is schematically indicated by a chain line 55 in FIG. Inside the cylindrical members 53a and 54a, a vibration absorbing member 5 made of rubber or the like is provided to prevent vibrations from propagating between the support member 52 and the vehicle body.
3b and 54b are fitted.

As shown in FIG. 7, a third arm portion 56 extending forward is coupled to the support member 52, and is assembled and integrated with the main body case 34 of the power cylinder 32, and the piston rod 33 of the power cylinder 32 is inserted into the arm portion 56. The power cylinder 32 is attached to the support member 52 by mounting the case 24 and connecting the fixing member 57 to the arm portion 56 with a bolt 58. Two mounting portions for the power cylinder 32 are provided as shown in FIG. 2. As shown in FIG. 7, the support member 52 has a fourth arm portion 6 extending rearward and upward and having a half-shaped receiving member 59 at the top.
0 is coupled to the upper surface of the receiving member 59, and as shown in FIG.
By connecting a half-shaped fastening member 64, which is symmetrical to the above, to the receiving member 59 with a bolt 65 as shown in Fig. 7, the connecting rod 19 is slidably supported on the bearing 62 as shown in Fig. 6. is supported by the support member 52. The supporting portions of the connecting rod 19 are also provided at two locations as shown in FIGS. 2 and 6.

As is clear from the above, the support member 52 connected to the vehicle body has the function of supporting three types of members, the rear wheel lower arm 15, the power cylinder 32, and the connecting rod 19, to the vehicle body, and makes effective use of space at the rear of the vehicle body. These members can be assembled to the vehicle body using a structure with a small number of parts.

As shown in FIG. 6, the connecting rod 19 consists of left and right rod halves 66,
The ball portions 66a, 67a, which are integrally provided at the outer ends of the rod halves 66, 67, are connected to the insides of the left and right rear wheel steering tie rods 18, 18. The connecting rod 19 and the tie rods 18, 18 are connected to each other by being slidably supported by the ball receiving members 68, 69 incorporated in the end portions, thereby preventing the movement of the connecting rod 19 in the vehicle width direction. Movement of the tie rod 18 to steer the accompanying rear wheels 13 is permitted. The bearing 62 that supports the connecting rod 19 is an inner member 62 on the inner peripheral side.
A and an outer member 62b on the outer circumferential side, the contact surface between the inner member 62a and the outer member 62b is a spherical surface curved and bulged in the outer circumferential direction, and therefore the bearing 62 has a self-aligning action. It is a spherical bearing. Therefore, when the connecting rod 19 moves in the vehicle width direction while being supported by the bearing 62, even if the movement is performed at a slight angle of inclination with respect to the vehicle width direction or the vertical direction, the connection with the bearing 62 is prevented. This can prevent sliding resistance from occurring between the connecting rods 19 and ensure smooth movement of the connecting rods 19.

The connection between the connecting pin 29 and the connecting rod 19 is as follows:
Since the ball portion 29a of the connecting pin 29 is slidably supported by the ball receiving member 31 of the connecting rod 19, the connection between the crank pin 27 and the connecting rod 28 and the connection between the connecting rod 19 and the tie rod 18 for steering the rear wheels are facilitated. Similarly, a ball joint is used, but the center I of the ball portion 29a is located on the axial center line J of the connecting rod 19. According to this structure, the conrod 2 is moved by the crank movement of the crank mechanism A.
When the connecting rod 19 is moved by the tensile force or compressive force in the width direction of the vehicle body in No. 8, there is no positional deviation, that is, offset, between the axial center line J of the connecting rod 19 and the point of application of the tensile force or compressive force. Therefore, the connecting rod 19 can be prevented from swinging, and the connecting rod 19 can be caused to perform a predetermined linear movement.

As is clear from the above description, according to the present invention, the connecting rod, which connects the left and right rear wheel steering tie rods and is a component of the rear wheel steering mechanism, is supported by a spherical bearing so as to be slidable in the width direction of the vehicle body. , even if the connecting rod for steering the rear wheels is moved in the vehicle width direction at an inclination angle, sliding resistance such as prying is prevented from occurring between the connecting rod and the bearing. This movement can be performed and smooth sliding of the connecting rod can be ensured.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention; FIG. 1 is an overall plan view of the vehicle showing the main members and structures in solid lines; FIG. 2 is a partially enlarged view of FIG. 1 showing the rear part of the vehicle body; Fig. 3 is a side view showing a connection path connecting the front wheel steering mechanism and the rear wheel steering mechanism, Fig. 4 is a partially enlarged side sectional view of Fig. 3, and Fig. 5 is 5A-5A of Fig. 4.
Figure 6 is a cross-sectional view of the power cylinder, crank mechanism, and rear wheel steering mechanism located at the rear of the vehicle, and Figure 7 is a cross-sectional view of the area around the power cylinder, crank mechanism, and rear wheel steering mechanism located at the rear of the vehicle. -7 line sectional view. In the drawing, 10 is a front wheel, 13 is a rear wheel, 18 is a tie rod for steering the rear wheels, 19 is a connecting rod, 20 is a steering wheel, 62 is a bearing, A is a crank mechanism, B is a front wheel steering mechanism, and C is a rear wheel. Wheel steering mechanism, D is a connection path.

Claims (1)

[Scope of Claims] 1. A vehicle steering device in which front and rear wheels are steered by a steering operation of a steering wheel via a front wheel steering mechanism and a rear wheel steering mechanism, comprising: connecting left and right rear wheel steering tie rods; Both left and right ends of a connecting rod constituting a part of the rear wheel steering mechanism are supported by spherical bearings, and a shaft for transmitting the steering operation of the front wheel steering mechanism to the rear wheel steering mechanism is attached to the connecting rod with a ball joint. A steering device for a vehicle, characterized in that the steering device is connected via a vehicle.