JPH11348797A - Rear axle steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a burden of a front wheel, prevent uneven wearing of a tire between rear front/rear axles, by mounting the rear front axle turnably also connecting to a front wheel steering power steering device, and individually controlling brake force of a wheel in both sides, so as to generate turning moment in the rear front axle. SOLUTION: A differential gear device is mounted with a rear front axle 18 as a drive shaft, the rear front axle 18 is mounted right/left turnably with a rear rear axle as a fixed shaft. The rear front axle 18 is connected to a front wheel steering power steering device, the rear front axle is steered with a front wheel. Brake force of right/lift wheels 17 of the rear front axle is separately controlled, the rear front axle is turned by a difference between the brake forces. The power steering device is thus rotated, so as to right/left turn the rear front axle 18 via a drag link in a rear side. This turning action is assisted by a hydraulic cylinder 45. As a result, a tire of a rear front wheel 17 causes no uneven wearing, to enlarge between the rear front axle 18 and the rear rear axle, most of a load can be received.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rear axle steering system, and more particularly to a rear axle steering system for a vehicle in which a rear side of a vehicle body is supported by a rear axle and a rear axle.

[0002]

2. Description of the Related Art In a truck having a large load,
The rear shaft of one shaft cannot support most of this load.
For this reason, the rear two-axis track has been widely used. In particular, when the rear two shafts are suspended by a trunnion type suspension device, it becomes possible to eliminate the imbalance of the load between the rear front shaft and the rear shaft, and to receive the load stably on both shafts.

[0003]

However, these two rear axles have a trunnion type suspension device and these two axles.
In the case of a truck in which a shaft is suspended, a total load of two shafts is received at an intermediate position between the rear front shaft and the rear rear shaft, that is, a mounting position of the trunnion bracket. That is, even in the case of the rear two axes, the load is received at one point in the front-rear direction of the vehicle, and a large load is supported at this position.

[0004] In such a rear two-axle truck, in order to reduce the load applied to the front wheels, particularly a single tire, the rear two axles may be moved forward as a whole. That is, by shifting the mounting position of the trunnion bracket toward the front side of the vehicle, the load on the front shaft is reduced. However, if the two rear shafts are moved forward together, the length of the overhang portion on the rear end side becomes longer than the rear shaft. Therefore, the rear end of the vehicle swings left and right when turning, which causes a problem in safety.

[0005] In order to keep the length of the overhang portion extending rearward from the rear shaft within a certain range, and to reduce the load applied to the front wheels, the rear front shaft is moved forward and the rear front shaft is connected to the rear front shaft. The later is to increase the distance between the axis. However, if the non-steerable rear front shaft is largely deviated forward with respect to the rear shaft, there is a problem that the wheels of the rear front shaft undergo uneven wear at the time of turning, which significantly shortens the life of the tire.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and reduces the load applied to the front wheels by supporting most of the load on the rear two shafts. An object of the present invention is to provide a rear axle steering device in which tires of any of the wheels are not unevenly worn.

[0007]

SUMMARY OF THE INVENTION The present invention relates to a rear axle steering system for a vehicle in which the rear side of a vehicle body is supported by a rear axle and a rear axle. In addition, the rear front shaft is connected to a power steering device for steering the front wheels, and control means for separately controlling braking forces of the wheels on both sides of the rear front shaft is provided, and the control means turns the rear front shaft. The present invention relates to a rear axle steering device characterized in that a moment to be generated is generated.

In a preferred aspect of the present invention, the distance between the front and rear shafts is 1500 mm or more, more preferably 1800 mm or more. The center distance between the rear front axis and the rear axis is 20
%, More preferably 27% or more, so that the rear front axis and the rear axis are arranged. The rear shaft is a non-rotatable fixed shaft, and the rear front shaft is rotatably mounted to the left and right. Then, the rear front shaft is connected to a power steering device for steering the front wheels, and the power steering device steers the rear front shaft together with the front wheels. In addition, the braking force of the left and right wheels of the rear front shaft is separately controlled, and the rear front shaft is steered by turning the rear front shaft by a difference in the braking force.

In particular, a preferred embodiment of the present invention is such that the rear front shaft is mounted so as to be able to turn to the left and right with respect to the vehicle body, and such a rear front shaft is connected to a power steering device for steering front wheels. A hydraulic cylinder constituting a booster operated by fluid pressure from the device is connected to the rear front shaft so that the rear front shaft is steered in conjunction with the front wheel steering.

Generally, the steering force of the rear front axle becomes smaller as the vehicle speed increases. Therefore, during high-speed running, steering is performed by the hydraulic cylinders constituting the booster, whereby the rear front shaft is properly steered.

On the other hand, when the vehicle is running at a low speed or stationary, the steering force for turning the rear front shaft becomes extremely large. Therefore, there is a possibility that the output of the booster linked to the power steering device is insufficient. Therefore, in such a case, the braking force of the left and right rear front wheels respectively mounted on both sides of the rear front shaft is controlled to brake the rear front wheel in the turning direction, and it is preferable to drive the rear front wheel on the opposite side. By applying a force, a moment for turning the rear front shaft is generated, and the rear front shaft is turned left and right using such a rotational moment. In other words, the rear front axle is turned using the rotational moment generated when a difference is provided between the left and right braking forces, thereby enabling steering at low speed and stationary stop requiring a large steering force. .

[0012]

FIG. 1 shows a rear biaxial track according to an embodiment of the present invention. A cab 11 is mounted on a front end portion of a body frame 10.
A packing box 12 is mounted on the body frame 10 behind the cab 11.

The front end portion of the body frame 10 of such a truck is supported by a front shaft 16 having front wheels 15 attached to both ends. On the other hand, the rear portion of the vehicle body frame 10 is supported by a rear front shaft 18 having left and right rear wheels 17 mounted thereon and a rear shaft 20 having left and right rear wheels 19 mounted thereon.

Here, the front shaft 16, the rear front shaft 18 and the rear shaft 20
2 is arranged as shown in FIG. 2. In particular, when the front wheel 15 is steered during turning of the vehicle, the rear front axle 18 is steered in conjunction with this, and the rear front axle 18 is steered. The extension of the axle 18 is later on the extension of the axle 20 and coincides with the turning center of the vehicle. By such a measure, the rear front shaft 18 is largely deviated forward from the conventional truck with respect to the rear shaft 20, and the tires of the rear front wheels 17 are surely prevented from being unevenly worn.

The distance A between the front shaft 16 and the rear shaft 20 shown in FIG. 3 is set to 7000 mm here, while the distance B between the rear front shaft 18 and the rear shaft 20 is 2500 mm.
Is set to Incidentally, in the conventional trunnion suspension device, when the value of A is 7000 mm, the value of B is set to a value of about 1300 mm. That is, the dimension B is set to a value that is approximately twice the distance between the rear front shaft 18 and the rear rear shaft 20 of the trunnion type suspension device.

Front shaft 16, rear front shaft 18, and rear shaft 20
3 is arranged as shown in FIG. 3, the load distribution of the three shafts 16, 18, and 20 when substantially evenly distributed loads are applied to the portion of the packing box 12 is approximately 1: 2: 2. It becomes possible. That is, it is possible to set the load applied to the front shaft 16 to half the value of the load applied to the rear front shaft 18 and the rear shaft 20 respectively.

Therefore, in the case of a truck having a loaded load of 25 tons, a load of 5 tons is applied to the front shaft 16, 10 tons is applied to the rear front shaft 18, and a 10 ton is applied to the rear shaft 20. The relationship of such load distribution is as follows.
It becomes a value proportional to the number of 19 tires. In other words, a load of 2.5 tons is applied to each tire,
Thereby, the front wheel 15, the rear front wheel 17, and the rear wheel 19 are formed.
The load applied to all tires becomes equal.

Here, the rear front shaft 18 forms a drive shaft, and the rear shaft 20 is a dead shaft or a driven shaft. That is, a differential gear device 23 is mounted on the rear front shaft 18, and the differential gear device 23 and the engine 24 below the cab 11 are connected via a transmission 25 and a propeller shaft 26. The driving force from the motor 24 is transmitted to the rear front wheel 17.
The rear front shaft 18 is suspended by air springs 29 and 30, whereas the rear shaft 20 is suspended by a leaf spring 31.

Next, a structure for turning the rear front shaft 18 suspended by the air springs 29 and 30 will be described. As shown in FIG. 4, the left and right air springs 29 and 30 are mounted on a front end portion and a rear end portion of the cradle 33, respectively. The left and right receiving stands 33 are connected to each other by a connecting rod 34.

The inside of the cradle 33, especially FIG.
A slide base 35 is provided as shown in FIG.
The slide base 35 is connected to a connection seat 36 of the rear front shaft 18 by a bolt. In addition, a roller 38 is provided on the upper surface of the slide base 35 via a pin 37.
Are mounted, and these rollers 38 are, in particular, shown in FIG.
As shown in FIG. 6, the lower surface is in contact with the inside of the cradle 33, so that the slide base 35 is slid in the front-rear direction with respect to the cradle 33.

Here, the rear front shaft 18 is connected to an upper suspension rod 57 arranged in a V-shape. That is, the connecting portion of the V-shaped suspension rod 57 and the connecting portion of the rear front shaft 18 are connected to each other by the pin 59. This pin 59 constitutes the center of rotation of the rear front shaft 18. On the other hand, the front end portion of the cradle 33 is connected to the vehicle body frame 10 by the lower suspension rod 67.

On the other hand, a slide base 35 slidably disposed in the receiving base 33 has a front end portion connected to a connecting rod 42 via a pin 41. The connecting rod 42 is connected to a boost lever 44 shown in FIG.
In the middle position. The front end portion of the booster lever 44 is connected to a piston rod of a power steering booster including a hydraulic cylinder 45. These hydraulic cylinders 45 are for forcibly setting the rear front shaft 18 to a predetermined angle.

Next, a power steering device for turning the rear front shaft 18 will be described. As shown in FIGS. 8 and 9, an upper steering shaft 78 for steering the front wheel 15 is provided.
Attached to the upper end of the The upper steering shaft 78 is connected to a lower steering shaft 80 via a joint 79. The steering shaft 80 is further connected to an input shaft of a power steering device 82 via a joint 81.

The power steering device 82 is constituted by a hydraulic booster, and its output is taken out as a rotation motion of an arm 85. The distal end of the arm 85 is connected to the intermediate link 86, and the distal end of the intermediate link 86 is connected to the link lever 87. The link lever 87 has a drag link 88.
Are connected. The drag link 88 is connected to a front wheel steering mechanism. That is, the track link 88
Is moved back and forth, so that the front wheels 15 are steered.

The link lever 87 is further connected to a link rod 89, and the front end portion of the link rod 89 is connected to a rear link lever 90.
The distal end of the link lever 90 is connected to a drag link 91. This drag link 91
Is connected to the tip of a booster lever 44 shown in FIG. Further, the link lever 90 is connected to a booster constituted by the hydraulic cylinder 45. The booster 45 is, as shown in FIG.
The left and right boost levers 44 are connected to each other.

Next, the structure of the power steering device 82 will be described with reference to FIG. This power steering device 82 is connected to a hydraulic pump 95. The hydraulic pump 95 sucks oil from the oil reservoir 96 and applies a pressurized oil pressure to the power steering device 82.

The housing of the power steering device 82 is composed of a cylinder 99, in which a piston 100 is slidably held as shown in FIG. The worm shaft 101 is inserted so as to penetrate the center of the piston 100. A sleeve 102 is fixedly attached to the upper end of the worm shaft 101. On the other hand, the sleeve 102
Spool valve 103 rotatably mounted inside
Are fixed to the stub shaft 104. A stub shaft 104 constitutes an input shaft of the power steering device, and is connected to a lower steering shaft 80 via a joint 81. A torsion bar 105 is disposed in the worm shaft 101. An upper end portion of the torsion bar 105 is connected to the stub shaft 104 by an upper parallel pin 106, and a lower portion of the torsion bar 105 is connected to a parallel pin. 107 is connected to the worm shaft 101.

A rack 110 is connected to the piston 100, and the sector shaft 1 is connected to the rack 110.
Eleven teeth 112 mesh with each other. Further, ports 113 and 114 are formed on the upper and lower sides of the cylinder 99. As shown in FIG. 9, these ports 113 and 114 are connected to the hydraulic cylinders 45 constituting left and right boosters in opposite phases.

Next, the vehicle braking system will be described with reference to FIG. A front wheel brake chamber 60 is provided corresponding to the front wheel 15. A rear front wheel brake chamber 61 is provided corresponding to the rear front wheel 17. In addition, the rear wheel brake chamber 6 corresponds to the rear wheel 19.
2 are provided. These brake chambers 60,
When air pressure is supplied to 61 and 62, the rod of the brake chamber moves to perform a braking operation.

The brake chamber 60 includes a relay valve 63
Is connected to the air tank 66 via the. The brake chamber 61 is connected to an air tank 66 via a relay valve 64.
It is connected to the. The brake chamber 62 is connected to an air tank 66 via a relay valve 65.
A brake valve 70 is provided for supplying a signal pressure to each of the relay valves 63, 64, 65. The brake valve 70 is provided with a brake pedal 69 at an upper portion thereof, and a control operating pressure is supplied from an air tank 66.

A double check valve 73 is provided between the brake chamber 61 of the rear front wheel 17 and the relay valve 64.
And the double check valve 73
Is connected to an air tank 66 via a control valve 74. The double check valve 73 and the control valve 74 are separately provided in the left and right brake chambers 61, respectively. The control valve 74 is controlled by the controller 52.

In the above configuration, when the vehicle is traveling straight, that is, when steering by the steering wheel 55 is not performed, the worm shaft 101 of the power steering apparatus shown in FIG.
And there is no relative displacement in the rotational direction between the stub shaft 104 and the spool valve 103.
02, the hydraulic oil supplied from the oil pump 95 is returned to the reservoir 96 through the gap, and the pressure inside the cylinder 99 does not increase.
00 and the worm shaft 101 do not move in the axial direction.

On the other hand, when the steering wheel 55 is steered and turned to the right, for example, the sector shaft 111 and the piston 100 do not move due to the load from the front wheel 15, and therefore penetrate into the piston 100. The worm shaft 101 does not rotate. Therefore, the torsion bar 105 is twisted by the steering of the steering wheel 55, and a relative displacement is generated between the stub shaft 104 and the worm shaft 101 in the rotation direction. This displacement causes the spool valve 103 to rotate with respect to the sleeve 102, and changes from the state shown in FIG. 10 to the state shown in FIG.

Spool valve 1 with respect to sleeve 102
When 03 rotates, the hydraulic oil pressure-fed from the oil pump 96 passes through a port in the sleeve 102 in which the spool valve 103 is incorporated, is guided into the cylinder 99, and the piston 100 is pushed upward. This causes the rack 110 to rotate the sector shaft 111.

The rotation of the sector shaft 111 is controlled by the cylinder 9
The rotation of the arm 85 attached to the outer side of the arm 9 is performed.
When the arm 85 is rotated, the drag link 88 is pulled forward via the intermediate link 86 and the link lever 87, whereby the front wheels 15 are steered.

When the force on the steering wheel 55 is released after the predetermined turning, the relative angular displacement in the rotation direction between the worm shaft 101 and the stub shaft 104 caused by the return torque of the torsion bar 105 is eliminated. Therefore, the spool valve 103 returns to the neutral position of the sleeve 102. Thus, the application of the oil pressure to the cylinder 99 is stopped, and the front wheels 15 return to the neutral position by the restoring force from the tires.

With the operation of the steering wheel 55 for steering the front wheels 15, the front wheels are steered by the power steering device 82 as described above. When the front wheels are steered, the rear front shaft 18 is simultaneously steered.

The arm 85 of the power steering device 82
Is transmitted to the rear drag link 91 via the intermediate link 86, the link lever 87, the link rod 89, and the rear link lever 90 shown in FIGS. Therefore, the slide base 35 shown in FIGS. Therefore, the rear front shaft 18 to which the slide base 35 is attached is turned left or right around the pin 59.

Further, such turning operation is assisted by the hydraulic cylinder 45 constituting the booster. When the power steering device 82 is operated by operating the steering wheel 55 as described above, the port 1 of the cylinder 99 of the power steering device is operated as shown in FIG.
The hydraulic cylinder 45 connected to 13 and 114 is activated. Here, the left and right hydraulic cylinders 45
Because the method of applying oil is opposite to each other,
The left and right hydraulic cylinders 45 move the left and right slide bases 35 in opposite directions via the booster lever 44 and the connecting rod 42. Therefore, such a hydraulic cylinder 45
As a result, the rear front shaft 18 receives a moment for turning about the pin 59, whereby the rear front shaft 18 is turned.

Generally, the steering force for turning the rear front shaft 18 is relatively small when the vehicle is running at high speed. Therefore, turning the rear front shaft 18 using the output of the power steering device 82 as described above does not cause any particular difficulty. On the other hand, when the vehicle is traveling at an extremely low speed or when the rear front shaft 18 is turned while the vehicle is stopped, turning is not performed unless a large steering force is applied to the rear front shaft 18. Therefore, in the truck of the present embodiment, the braking force of the left and right rear front wheels 17 is made different at low speed and when the vehicle is stationary, whereby an appropriate turning moment is generated.

When the brake pedal 69 shown in FIG.
4 and 65 are supplied with a signal pressure. Accordingly, air pressure is supplied from the air tank 66 to the brake chamber 60 through the relay valve 63, and the brake chamber 60 operates to brake the front wheels 15. Further, air pressure is supplied from the air tank 66 to the brake chamber 61 through the relay valve 64, and the rear front wheel 17 is braked. In addition, air pressure is supplied from the air tank 66 to the brake chamber 62 via the relay valve 65, and the wheels 19 are braked later. This is a normal braking operation.

Next, the turning operation of the rear front shaft 18 during turning will be described. The front wheel 15 is steered leftward by rotating the steering wheel 55 shown in FIGS. 3 and 12 as shown in FIG. Then, the steering angle at this time is detected by the steering angle sensor 54 shown in FIG. In response to this detection, the controller 52 opens the left control valve 74 in FIG. Note that the right control valve 74 is kept closed. Then, compressed air is supplied from the air tank 66 to the left brake chamber 61 through the left control valve 74 and the double check valve 73, whereby only the left rear front wheel 17 is braked.

Therefore, the rear front shaft 18 receives a moment such as to turn leftward, and turns around the pin 59 serving as the turning center. At this time, the left and right hydraulic cylinders 45 shown in FIGS. 4 and 9 apply a rotational moment to the rear front shaft 18 in the same direction as the rotational moment to the rear front shaft 18 due to a difference in braking force. Therefore, the hydraulic cylinder 45 assists the turning operation due to the difference in the braking force of the rear front shaft 18.

The turning angle of the rear front shaft 18 is detected by a position sensor 56. Therefore, when the turning angle according to the steering angle of the front wheels 15 has been reached, this is indicated by the controller 52.
Is calculated, and the control valve 74 is switched accordingly, whereby the braking operation of the left rear front wheel 17 by the control valve 74 is stopped. Therefore, the rear front shaft 18 is maintained at the turning angle corresponding to the steering angle of the front wheels 15.

At this time, the turning angle of the rear front shaft 18 is such that the extension of the axis of the rear front shaft 18 coincides with the turning center of the vehicle on the extension of the rear shaft 20 as shown in FIG. Accordingly, since the rear front shaft 18 is turned at such an angle, the tires of the rear front wheels 17 mounted on both sides of the rear front shaft 18 can achieve a smooth turning operation without causing uneven wear.

After the turning operation, the steering wheel 5
When the front wheel 15 is returned to the straight state by 5, the controller 52 opens the right control valve 74 in response to this, and brakes the right rear front wheel 17. That is, the vehicle is turned so as to have an angle that matches the width direction of the vehicle, whereby the vehicle shifts to normal straight running.

According to such a track, the rear front shaft 18 can be largely deviated forward as described above, and the rear rear shaft 20 can be disposed relatively rearward. 20 (see FIG. 3) can be set large. Therefore, most of the loaded load can be received by the rear front shaft 18 and the rear shaft 20.

Each of the rear front shaft 18 and the rear rear shaft 20 has a rear front wheel 17 and a rear rear wheel 19 on both sides thereof.
Therefore, it is possible to receive a large load. By receiving a large load on the rear two shafts 18 and 20 in this manner, the load applied to the front shaft 16 is reduced. Therefore, the load applied to the front wheel 15 composed of a single tire on both sides of the front shaft 16 is reduced, and as a result, the front wheel 1
5 will be protected.

Further, since the dimension between the rear shaft 20 and the rear end of the vehicle is not so long and the length of the overhang portion on the rear side is short, the rear end of the vehicle does not largely swing right and left during turning. .

Next, another embodiment will be described with reference to FIG. In this embodiment, the rear front shaft 18 is made rotatable, the rear front shaft 18 is a dead shaft or a driven shaft, and a rear shaft 20 formed of a fixed shaft is used as a drive shaft. In this case, the turning operation of the rear front shaft 18 is obtained by the difference between the output of the power steering device and the braking force of the right and left rear front wheels 17, and is the same as in the above embodiment.

The embodiment shown in FIG.
20 is a drive shaft. That is, both the rear front wheel 17 and the rear rear wheel 19 are constituted by drive wheels,
Driving force is transmitted from the engine 24. Here, the rear front shaft 18 can be turned.

[0052]

As described above, the present invention provides a rear axle steering device for a vehicle in which the rear side of a vehicle body is supported by a rear front axle and a rear rear axle, wherein the rear front axle is mounted to be able to turn left and right. , The rear front shaft is connected to a power steering device for steering the front wheels, and furthermore, control means for separately controlling the braking force of the wheels on both sides of the rear front shaft is provided, and the control means generates a moment for turning the rear front shaft. It is intended to be.

Therefore, according to such a rear axle steering device,
During normal traveling, it is possible to turn the rear front shaft left and right by using the power steering device for steering the front wheels. At low speeds and when turning off, the braking forces on the wheels on both sides of the rear front axle are separately controlled on the left and right sides, whereby a large steering force is applied to the rear front axle, and the rear front axle is turned by turning the rear front axle. Can be steered.

Therefore, uneven wear of the tires of the rear front wheels mounted on both sides of the rear front shaft can be prevented. In addition, the front and rear axles are largely deviated forward with respect to the rear axle to provide an appropriate load distribution, and the load applied to the front axle can be reduced. Can be provided.

[Brief description of the drawings]

FIG. 1 is a side view of a truck including a rear axle steering device.

FIG. 2 is a plan view showing an arrangement of wheels when the track turns.

FIG. 3 is a plan view showing the overall arrangement of tracks.

FIG. 4 is an exploded perspective view showing a mechanism of a turning operation of a rear front shaft.

FIG. 5 is a longitudinal sectional view in the front-rear direction showing attachment of a slide base.

FIG. 6 is a longitudinal sectional view in the width direction showing attachment of the slide base.

FIG. 7 is a cross-sectional view showing attachment of a slide base.

FIG. 8 is a side view showing a structure of a link of the power steering device.

FIG. 9 is a piping diagram of the power steering device.

FIG. 10 is a longitudinal sectional view showing the structure of the power steering device.

FIG. 11 is a longitudinal sectional view of the power steering device in an operating state.

FIG. 12 is a piping diagram showing a braking device for the vehicle.

FIG. 13 is a plan view showing an arrangement of wheels of a rear two-axle vehicle according to another embodiment.

FIG. 14 is a plan view showing an arrangement of wheels of a rear two-axle vehicle according to still another embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Body frame 11 Cab 12 Packing box 15 Front wheel 16 Front shaft 17 Rear front wheel 18 Rear front shaft 19 Rear wheel 20 Rear shaft 23 Differential gear device 24 Engine 25 Transmission 26 Propeller shaft 29, 30 Air spring 31 Leaf spring 33 Receiving stand 34 Connecting rod 35 Slide base 36 Connecting seat 37 Pin 38 Roller 41 Pin 42 Connecting rod 43 Pin 44 Boost lever 45 Hydraulic cylinder 46 Switching valve 52 Controller 53 Vehicle speed sensor 54 Steering angle sensor 55 Steering wheel 56 Position sensor 57 Suspension rod (upper) 58 Connecting part 59 Pin 60 Brake chamber (for front wheel) 61 Brake chamber (for rear front wheel) 62 Brake chamber (for rear wheel) 63-65 Relay valve 66 Air tank 67 Spence rod (lower) 69 Brake pedal 70 Brake valve 73 Double check valve 74 Control valve 78 Steering shaft (upper) 79 Joint 80 Steering shaft (lower) 81 Joint 82 Power steering device 85 Arm 86 Intermediate link 87 Link lever (front) 88 Drag link 89 Link rod 90 Link lever (rear) 91 Drag link 95 Hydraulic pump 96 Oil reservoir 99 Cylinder 100 Piston 101 Worm shaft 102 Sleeve 103 Spool valve 104 Stub shaft 105 Torsion bar 106 Parallel pin (upper) 107 Parallel pin (lower) ) 110 rack 111 sector shaft 112 teeth 113, 114 port

Claims (1)

[Claims] 1. A rear axle steering device for a vehicle, wherein a rear side of a vehicle body is supported by a rear axle and a rear axle, wherein the rear axle is mounted so as to be able to turn left and right, and the rear axle is a front wheel. A control means is provided which is connected to a power steering device for steering, and separately controls braking force of wheels on both sides of the rear front shaft, and generates a moment for turning the rear front shaft by the control means. A rear axle steering device, characterized in that: