阅读说明：本技术 用于产生正的后方阿克曼的车轮转向设备 (Wheel steering apparatus for generating positive rear ackermann ) 是由 乔·L·布赫维茨 詹姆斯·亚当·德罗兹多夫斯基 杰弗里·劳伦斯·戈登 约翰·韦斯利·史坦利 于 2019-06-05 设计创作，主要内容包括：本公开提供了“用于产生正的后方阿克曼的车轮转向设备”。本文描述了车辆悬架系统。示例性车轮转向设备包括：转向致动器,所述转向致动器联接到后桥；拉杆；以及传递连杆,所述传递连杆联接所述转向致动器和所述拉杆。所述转向致动器定位在所述后桥的第一纵轴线的第一侧上,并且所述拉杆定位在所述后桥的所述第一纵轴线的与所述第一侧相对的第二侧上。(the present disclosure provides a "wheel steering apparatus for producing a positive rear ackermann". Vehicle suspension systems are described herein. An exemplary wheel steering apparatus includes: a steering actuator coupled to a rear axle; a pull rod; and a transfer link coupling the steering actuator and the tie rod. The steering actuator is positioned on a first side of a first longitudinal axis of the rear axle and the tie rod is positioned on a second side of the first longitudinal axis of the rear axle opposite the first side.)

1. A steering apparatus, comprising:

A steering actuator coupled to a rear axle of a vehicle;

A first pull rod; and

A first transfer link coupling the steering actuator and the first tie rod, the steering actuator positioned on a first side of a first longitudinal axis of the rear axle, and the first tie rod positioned on a second side of the first longitudinal axis of the rear axle opposite the first side.

2. The steering apparatus of claim 1, wherein the rear axle has a differential positioned between a first end of the rear axle and a second end of the rear axle opposite the first end.

3. The steering apparatus of claim 1, wherein the first tie rod includes a first end and a second end opposite the first end, the first end coupled to a first end of the first transfer link and the second end coupled to a first steering knuckle of the vehicle.

4. The steering apparatus of claim 3, wherein a first tie rod-knuckle interface is positioned on the second side of the first longitudinal axis.

5. The steering apparatus of claim 3, wherein the first transfer link includes a second end opposite the first end, the second end of the first transfer link being coupled to the steering actuator.

6. The steering apparatus of claim 5, wherein the first transfer link includes a second longitudinal axis that is non-parallel to the first longitudinal axis when the first transfer link is coupled to the steering actuator and the first tie rod.

7. The steering apparatus of claim 6, wherein the second longitudinal axis is perpendicular to the first longitudinal axis.

8. The steering apparatus of claim 5, wherein the first transfer link has a curved profile between the first end and the second end.

9. The steering apparatus of claim 3, wherein the first side of the first transfer link is rearward of the rear axle and the second side of the first transfer link is forward of the rear axle.

10. The steering apparatus of claim 1, wherein the first transfer link is pivotally coupled to a housing of the rear axle.

11. The steering apparatus according to claim 1, further comprising:

A second pull rod; and

A second transfer link coupling the steering actuator and the second tie rod, the second tie rod positioned on the second side of the first longitudinal axis of the rear axle opposite the first side.

12. The steering apparatus of claim 11, wherein the second tie rod includes a first end and a second end opposite the first end, the first end of the second tie rod to be coupled to a first end of the second transfer link, and the second end of the second tie rod to be coupled to a second knuckle of the vehicle.

13. The steering apparatus of claim 12, wherein a second tie rod-knuckle interface is positioned on the second side of the first longitudinal axis.

14. The steering apparatus of claim 12, wherein the second transfer link includes a second end opposite the first end, the second end of the second transfer link being coupled to the steering actuator.

15. The steering apparatus of claim 14, wherein the second transfer link includes a second longitudinal axis that is non-parallel to the first longitudinal axis when the second transfer link is coupled to the steering actuator and the second tie rod.

Technical Field

The present disclosure relates generally to vehicle suspensions and, more particularly, to a rear wheel steering apparatus for generating a positive rear ackermann.

Background

Ackermann steering geometry enables the mechanically linked steerable wheels to move together simultaneously during turning and steering movements. However, in some cases, spatial constraints of the vehicle suspension prevent the desired ackermann geometry relationship between the steering components, thereby resulting in a failure to achieve the desired ackermann (e.g., negative ackermann) and reduced vehicle mobility, handling, and/or performance. For example, solid bridges with rear wheel steering capability often create negative rear wheel ackermann due to various components (e.g., propeller shaft kits, brake kits, etc.) that interfere with the desired mounting location of the rear wheel steering components.

Disclosure of Invention

An exemplary wheel steering apparatus includes: a steering actuator coupled to a rear axle; a pull rod; and a transfer link coupling the steering actuator and the tie rod. The steering actuator is positioned on a first side of a first longitudinal axis of a rear axle and the tie rod is positioned on a second side of the first longitudinal axis of the rear axle opposite the first side.

An example wheel steering apparatus includes a rear axle having a differential positioned between a first end of the rear axle and a second end of the rear axle opposite the first end. A first steering knuckle is coupled to the first end of the rear axle to enable a first wheel to pivot relative to the rear axle. A steering rack is positioned behind the rear axle. A first tie rod is positioned forward of the rear axle, the first tie rod being coupled to the first knuckle. A first transfer link couples the first tie rod and the steering rack, the first transfer link being pivotally coupled to the rear axle.

An exemplary method comprises: attaching a steering actuator to a trailing side of the rear axle; coupling a transfer link to the steering actuator; positioning a drawbar on a front side of the rear axle; coupling a first end of the pull rod to the transfer link; and coupling a second end of the tie rod to a knuckle of a wheel assembly supported at a first end of the rear axle, the tie rod and the knuckle defining a tie rod/knuckle interface positioned forward of the rear axle.

Drawings

FIG. 1 illustrates an exemplary vehicle that may be implemented with an exemplary wheel steering apparatus in accordance with the teachings of the present disclosure.

FIG. 2 is a perspective bottom view of an exemplary vehicle suspension of the exemplary vehicle of FIG. 1 implemented with the exemplary wheel steering apparatus disclosed herein.

Fig. 3 is an assembled perspective bottom view of an exemplary axle of an exemplary wheel steering apparatus of the exemplary vehicle suspension of fig. 2.

Fig. 4 is an exploded view of the exemplary axle and wheel apparatus assembly of fig. 3.

Fig. 5 is a partial perspective front view of the exemplary wheel steering apparatus of fig. 2-4.

Fig. 6 is a perspective view of the exemplary axle and wheel steering apparatus of fig. 2-5.

Fig. 7 is a top schematic view of the rear wheels and the exemplary wheel steering apparatus of the exemplary vehicle of fig. 1-6, showing the rear wheels in a straight position.

Fig. 8 is a top schematic view of the rear wheels of the exemplary vehicle of fig. 1-6 and an exemplary wheel steering apparatus, showing the rear wheels at a first steering angle.

Fig. 9 is a top schematic view of the rear wheels of the exemplary vehicle of fig. 1-6 and an exemplary wheel steering apparatus, showing the rear wheels at a second steering angle.

fig. 10A and 10B illustrate graphs representing rear ackermann produced by the exemplary wheel steering and/or suspension apparatus disclosed herein.

FIG. 11 is a flow chart of an example method of assembling the example steering apparatus disclosed herein to a vehicle.

The figures are not drawn to scale. Rather, the thickness of layers may be exaggerated in the figures to illustrate various layers and regions. Wherever possible, the same reference numbers will be used throughout the drawings and the accompanying written description to refer to the same or like parts. As used in this patent, describing that any portion (e.g., layer, film, region, or plate) is positioned on another portion in any manner (e.g., positioned on, located on, disposed on, or formed on the other portion) indicates that the referenced portion is in contact with or above the other portion with one or more intervening portions therebetween. Describing any portion as being in contact with another portion means that there is no intervening portion between the two portions. The description of a portion being coupled or connected to another portion indicates that the portion is directly joined or joined through one or more intervening portions. Thus, the two parts to be coupled or connected do not need to be in physical contact.

Detailed Description

the ackermann geometry inhibits the tires of the vehicle from turning around different points during a vehicle turning event. When the tires of the vehicle turn relative to different points (e.g., relative to different center points of the radius of curvature of the turning path of the vehicle), the wheels oppose each other to force the vehicle to turn about the point about which each tire turns. As a result, one or more of the tires drag in a direction slightly different from the direction in which the vehicle is being maneuvered, causing the tires to scrape and wear against the ground. Solid axle rear suspension systems typically include non-steerable wheels. For non-steerable rear wheel suspensions, the ackermann geometry is configured such that each of the front and rear wheels turns about a common turning point during a turning event.

To improve handling and/or vehicle performance, some vehicles utilize all-wheel steering functionality. Rear wheel steering enables the rear wheels of the vehicle to provide steering in addition to the front wheels, thereby improving vehicle handling, vehicle mobility, and/or performance. Implementing a four-wheel steering system (e.g., front and rear wheel steerability) requires all four wheels to accommodate ackermann to improve vehicle mobility (e.g., avoid or reduce tire scraping during cornering).

Positive ackerman prevents or reduces tire scuffing during cornering, while negative ackerman does not reduce (e.g., increase) tire scuffing. Therefore, positive ackermann is generally required. For example, positive ackermann allows the front and rear wheels of a four-wheel-steering vehicle to rotate about a common center point (e.g., located between the front and rear axles) during cornering to reduce (e.g., minimize or eliminate) tire scratching and/or tire wear and/or improve vehicle handling and/or mobility. Typically, 100 percent ackermann is not required due to tradeoffs associated with higher speed maneuvering and/or steering. However, a modest level of positive ackermann is required to reduce tire scratching and/or tire wear. For example, a positive ackermann of approximately between 40 and 60 percent significantly reduces tire scratching, tire wear, and/or significantly improves vehicle mobility, handling, and/or other characteristics.

Some vehicles employing rear wheel steering produce negative ackermann (e.g., negative ackermann percentages) due to spatial constraints that hinder the desired ackermann geometry of the steering components. In other words, the desired positive ackermann geometry cannot be achieved. For example, a driveshaft assembly (e.g., a rear differential case or housing), a brake package, a shock absorber, and/or other vehicle components associated with a solid rear axle (e.g., a hodgkins solid rear axle) may interfere with a desired mounting location of a rear wheel steering device (e.g., a steering actuator and a tie rod/knuckle interface). Thus, such rear suspension assemblies may exhibit negative ackermann. Negative ackermann may result in excessive tire wear or scuffing, degraded cornering diameter performance, undesirable noise conditions, and/or reduced vehicle mobility and/or performance characteristics. For example, negative ackermann may result in excessive tire scratch and/or tire wear during low speed cornering events, thereby leading to undesirable or undesirable steering effects that reduce comfort and performance of vehicle occupants.

For example, due to ackermann geometry constraints, the inner rear wheels may have a smaller steering angle than the outer rear wheels, thereby giving negative ackermann during a turning event. For example, a negative ackermann may cause the front and rear driver-side wheels to rotate about a first common point during a turning event (e.g., a left turn), and may cause the front and rear passenger-side wheels to rotate about a second common point that is different than the first common point.

The example wheel steering apparatus disclosed herein produces a positive (e.g., rear) ackerman of an all-wheel-steered vehicle. Specifically, the example wheel steering apparatus disclosed herein may be employed with a solid rear axle (e.g., a hodgkins solid rear axle). For example, the example wheel steering apparatus disclosed herein produces positive ackermann while achieving rear wheel steering capability. In some examples, the steering apparatus disclosed herein produces approximately a positive 40 to a positive 60 percent ackermann. In some examples, the example steering apparatus disclosed herein may be configured to produce less than a positive 40 percent ackermann (e.g., between zero and 40 percent (e.g., 30 percent)) or more than a positive 60 percent ackermann (e.g., between 60 and 100 percent (e.g., 75 percent)). Additionally, the example steering wheel apparatus disclosed herein produces a positive or enhanced ackermann for a vehicle with space constraints.

An example steering apparatus disclosed herein includes a steering actuator (e.g., a steering rack) positioned behind an axle (and/or a differential housing) and a tie rod/knuckle interface positioned in front of the axle. In other words, the longitudinal axis of the steering apparatus is positioned on a first side of the longitudinal axis of the rear axle (e.g., behind the axle) and the tie rod/knuckle interface is positioned on a second side of the longitudinal axis of the rear axle opposite the first side (e.g., in front of the axle). To this end, the rear axle is positioned between the steering actuator and the tie rod/knuckle interface. In some examples, the tie rod is positioned such that a longitudinal axis of the tie rod is substantially parallel (e.g., with a 10 percent tolerance) to a longitudinal axis of the steering actuator and/or the longitudinal axis of the rear axle. To transfer the translational movement of the steering actuator to the translational movement of the tie rod, the example steering apparatus disclosed herein employs a transfer link assembly (e.g., a dual transfer link). The linkage assembly enables the tie rod/knuckle interface to be located or positioned forward of the wheel center, while the steering actuator is positioned rearward of the wheel center, thereby creating a positive ackermann. The linkage assemblies disclosed herein employ a double link to transfer the translational movement of the steering actuator to the respective one of the rear wheels.

FIG. 1 is an exemplary vehicle 100 in which the teachings of the present disclosure may be implemented. The illustrated example vehicle 100 includes front wheels 102, 104 supported by front suspensions and rear wheels 106, 108 supported by rear suspensions. The front suspension associated with the front wheels 102, 104 provides steerability to the front wheels 102, 104. Likewise, the rear suspension associated with the rear wheels 106, 108 provides steerability to the rear wheels 106, 108. The vehicle 100 may be a body and frame separated type construction or an integrally molded construction. In some examples, the vehicle 100 may be a truck as depicted in fig. 1. The exemplary teachings of the present disclosure may be implemented with any type of suspension (e.g., steerable suspension, non-steerable suspension) and/or any other type of vehicle (e.g., passenger cars, military vehicles, etc.).

Fig. 2 is an exemplary vehicle suspension 200 of the vehicle 100 of fig. 1 implemented with an exemplary steering apparatus 202 (e.g., steering assembly) according to the teachings of the present disclosure. The illustrated example vehicle suspension 200 may implement a rear suspension (e.g., a steerable solid axle, leaf spring suspension) associated with the rear wheels 106, 108 (fig. 1) of the vehicle 100. To provide lateral stability to the vehicle 100 and to provide an anti-roll stabilizer, the illustrated example vehicle suspension 200 includes a biasing element or leaf spring system 204. By way of example, the illustrated example vehicle suspension 200 is a steerable solid axle suspension commonly referred to as a hodgkins suspension. Although vehicle suspension 200 is described in connection with a rear or rear solid axle, a leaf spring suspension (e.g., a hodgkins suspension), the teachings of the present disclosure may also be applied to a front suspension (e.g., a front suspension of vehicle 100 associated with front wheels 102, 104 (fig. 1), a steer-by-wire suspension), and/or any other type of suspension (e.g., a solid axle suspension having a coil spring, an air spring with multiple links, and/or any other biasing element, a suspension of a vehicle supporting steerable wheel assemblies and/or non-steerable wheel assemblies, etc.).

Referring to fig. 2, the illustrated example vehicle suspension 200 includes a rear axle 206 (e.g., a steerable rear axle) to couple the rear wheels 106, 108 (fig. 1) of the vehicle 100 to the chassis or frame of the vehicle 100. Specifically, the rear axle 206 of the illustrated example includes a wheel assembly 208 (e.g., a first or left side wheel assembly) for supporting the rear wheels 106 (fig. 1) and a wheel assembly 210 (e.g., a second or right side wheel assembly) for supporting the rear wheels 108 (fig. 1). The illustrated example rear axle 206 includes an axle shaft 402 (fig. 4) rotatably coupled within a solid axle housing or axle tube 404 (fig. 4). Axle shaft 402 rotates within axle tube 404 to provide rotational movement to wheel assembly 208 and wheel assembly 210. Differential 212 (e.g., a differential gear) is coupled to the driveline (e.g., via a propeller shaft), and distributes drive torque to the rear wheels 106, 108 (fig. 1) of vehicle 100 via axle shaft 402 (fig. 4) and respective wheel assemblies 208 and 210.

The steering apparatus 202 of the illustrated example provides steering capabilities to a wheel assembly 208 and a wheel assembly 210. To allow for steerability of the wheel assemblies 208, 210 and thus the rear wheels 106, 108 (fig. 1) of the vehicle 100 (fig. 2), the illustrated example vehicle suspension 200 includes left and right hand knuckles 214, 216. Specifically, the left wheel assembly 208 pivots or rotates about a pivot 218 (e.g., a pivot axis) relative to the rear axle 206 via a left steering knuckle 214, and the right wheel assembly 210 pivots or rotates about a pivot 220 (e.g., a pivot axis) relative to the rear axle 206 via a right steering knuckle 216. In this manner, the illustrated example knuckle 214 transfers steering actuation from steering apparatus 202 to mounted wheel assembly 208, and the illustrated example knuckle 216 transfers steering actuation from steering apparatus 202 to mounted wheel assembly 210.

Fig. 3 is a perspective view of the rear axle 206 of fig. 2. The steering apparatus 202 of the illustrated example includes a steering actuator 302 (e.g., a rack and pinion actuator) operated by a motor 304, outer tie rods 306, 308, transfer links 310, 312 (e.g., dual transfer links), and inner tie rods 314, 316. The outer tie rod 306, the inner tie rod 314, and the transfer link 310 are associated with and/or steer the left side wheel assembly 208, and the outer tie rod 308, the inner tie rod 316, and the transfer link 312 are associated with and/or steer the right side wheel assembly 210. The steering actuator 302 of the illustrated example is a rack and pinion actuator. In some examples, steering actuator 302 may be a linear actuator, a hydraulic actuator, and/or any other actuator for producing linear or translational motion.

The outer tie rod 306 is coupled to the knuckle 214 and the outer tie rod 308 is coupled to the knuckle 216. The transfer link 310 couples the outer tie rod 306 to the steering actuator 302 via an inner tie rod 314, and the transfer link 312 couples the outer tie rod 308 to the steering actuator 302 via an inner tie rod 316. Thus, the outer tie rod 306, transfer link 310, and inner tie rod 314 of the steering apparatus 202 move or pivot the steering knuckle 214 about the pivot 218, which turns the wheel assembly 208 and thus the rear wheels 106 during a steering event. The outer tie rod 308, transfer link 312, and inner tie rod 316 of the steering apparatus 202 move or pivot the steering knuckle 216 about the pivot 220, which turns the wheel assembly 210 and thus the rear wheels 108 during a steering event.

The steering actuator 302 of the illustrated example is coupled or mounted to the rear axle 206. Specifically, steering actuator 302 is coupled (e.g., mounted) to rear axle 206 and/or differential 212. In some examples, the steering actuator 302 is coupled or mounted to a rear surface 318 (e.g., a rear cover) of the differential 212 (e.g., a housing of the differential 212). The steering actuator 302 of the illustrated example has a longitudinal axis 320 that is substantially parallel to a longitudinal axis 322 of the rear axle 206. As used herein, the term "substantially" implies approximately, but not completely. Thus, longitudinal axis 320 may be substantially parallel to longitudinal axis 322 (e.g., within a 5% tolerance) or completely parallel to longitudinal axis 322. The steering actuator 302 of the illustrated example is positioned on a first side 324 of a longitudinal axis 322 of the rear axle 206. For example, the steering actuator 302 of the illustrated example is positioned behind the longitudinal axis 322 of the vehicle suspension 200 and/or the rear axle 206.

Each of the outer tie rods 306, 308 of the illustrated example includes a longitudinal axis 326 that is substantially parallel to the longitudinal axis 322 of the rear axle 206 and/or the longitudinal axis 320 of the steering actuator 302. Thus, each longitudinal axis 326 may be substantially parallel to longitudinal axis 322 (e.g., within a 5% tolerance) and/or longitudinal axis 320, or completely parallel to longitudinal axis 322 and/or longitudinal axis 320. The outer tie rods 306, 308 of the illustrated example are positioned on the longitudinal axis 322 and/or a second side 328 of the rear axle 206 opposite the first side 324. For example, the outer tie rods 306, 308 of the illustrated example are positioned forward of the rear axle 206 (e.g., toward the front wheels 102, 104 of the vehicle 100 of fig. 1). Thus, outer tie rod 306 is coupled to knuckle 214 at tie rod/knuckle interface 330, and outer tie rod 308 is coupled to knuckle 216 at tie rod/knuckle interface 332 positioned on longitudinal axis 322 and/or second side 328 (e.g., forward) of rear axle 206.

Transfer links 310, 312 transfer translational motion (e.g., linear movement) of steering actuator 302 (e.g., guided along longitudinal axis 320) behind rear axle 206 to rotational motion of knuckles 214, 216 via respective tie rod/knuckle interfaces 330, 332 positioned forward of rear axle 206. The transfer links 310, 312 of the illustrated example extend across the rear axle 206 between the steering actuator 302 and the outer tie rods 306, 308. In other words, the transfer links 310, 312 of the illustrated example are non-parallel or substantially perpendicular with respect to the longitudinal axis 320 of the steering actuator 302, the longitudinal axes 326 of the outer tie rods 306, 308, and/or the longitudinal axis 322 of the rear axle 206.

To transfer the translational motion of the steering actuator 302 to the translational motion of the outer tie rod 306 and thus to the rotational motion of the knuckle 214, the transfer link 310 is pivotally coupled to the rear axle 206 via a pivot 334. Similarly, to transfer the translational movement of steering actuator 302 to the translational movement of outer tie rod 308 and thus to the rotational movement of knuckle 216, transfer link 312 is pivotally coupled to rear axle 206 via pivot 336. The transfer links 310, 312 pivot or rotate about respective pivots 334, 336 to transfer the translational movement of the steering actuator 302 to the translational movement of the respective outer tie rods 306, 308. The pivot 334 and/or transfer link 312 are positioned on a first side 338 of a centerline 340 of a drive axle of the vehicle 100, and the pivot 336 and/or transfer link 312 are positioned on a second side 342 of the centerline 340 of the drive axle of the vehicle 100. As described in more detail below, steering actuator 302 positioned rearward of rear axle 206 and tie rod/knuckle interfaces 330, 332 positioned forward of rear axle 206 and coupled via respective transfer links 310, 312 produce positive ackermann. In some examples, steering actuator 302 may be located forward of rear axle 206, and tie rod/knuckle interfaces 330, 332 and/or outer tie rods 306, 308 may be located rearward of rear axle 206. In some examples, the steering actuator 302 may be located on a top or bottom side of the rear axle 206, and the tie rod/knuckle interfaces 330, 332 and/or the outer tie rods 306, 308 may be located on the other of the top or bottom side.

Fig. 4 is an exploded view of the rear axle 206 of fig. 2. The knuckle 214 of the illustrated example is coupled (e.g., mounted) to a first end 406 of the rear axle 206 to enable the rear wheels 106 to pivot relative to the rear axle 206. The knuckle 216 of the illustrated example is coupled (e.g., mounted) to the second end 408 of the rear axle 206 to enable the rear wheels 108 to pivot relative to the rear axle 206. Specifically, yoke 410 couples knuckle 214 to first end 406 of rear axle 206 (e.g., axle tube 404), and yoke 412 couples knuckle 216 to second end 408 of rear axle 206 (e.g., axle tube 404). The illustrated example knuckle 214 is attached to a knuckle receiving portion 414 of the yoke 410 and the illustrated example knuckle 216 is attached to a knuckle receiving portion 416 of the yoke 412. For example, each of the yokes 410, 412 of the illustrated example receives a ball joint 418 (e.g., a ball stud or fastener) and a ball joint 420 (e.g., a ball or fastener) to pivotally couple the knuckles 214, 216 to the respective yokes 410, 412.

The outer tie rods 306, 308 of the illustrated example couple the knuckles 214, 216 to respective transfer links 310, 312. Each of the outer tie rods 306, 308 of the illustrated example includes a first tie rod end 422 and a second tie rod end 424 opposite the first tie rod end 422. A first tie rod end 422 of the outer tie rod 306 is coupled to the transfer link 310 and a second tie rod end 424 of the outer tie rod 306 is coupled to the knuckle 214. A first tie rod end 422 of the outer tie rod 308 is coupled to the transfer link 312 and a second tie rod end 424 of the outer tie rod 308 is coupled to the knuckle 216.

The first tie rod end 422 of each of the outer tie rods 306, 308 is defined by a first tie rod portion 426 and the second tie rod end 424 of each of the outer tie rods 306, 308 is defined by a second tie rod portion 428. Specifically, the first tie rod portion 426 of the illustrated example may be moved relative to the second tie rod portion 428 to adjust (e.g., increase or decrease) the length 430 of the outer tie rods 306, 308. Thus, the illustrated outer tie rods 306, 308 are adjustable. In some examples, the outer tie rods 306, 308 may be a single piece or non-adjustable body. Each of the first and second tie rod ends 422, 424 of the illustrated example includes a tie rod end sleeve 432 and a tie rod end fastener 434 (e.g., a threaded fastener, screw, bolt, shank, etc.). Each of the steering knuckles 214, 216 includes an arm 436 having an aperture to receive a respective tie rod end fastener 434 of the second tie rod end 424 of the outer tie rods 306, 308. The fasteners 438 are coupled (e.g., threadably coupled) to the tie rod end fasteners 434 in the respective second tie rod end fasteners 434 to couple (e.g., attach) the outer tie rods 306, 308 to the respective steering knuckles 214, 216.

Each of the transfer links 310, 312 of the illustrated example includes a first end 440 and a second end 442 opposite the first end 440. The first end 440 of the transfer link 310 is coupled to the first link end 422 of the outer link 306 and the second end 442 of the transfer link 312 is coupled to the inner link 314. Similarly, the first end 440 of the transfer link 312 is coupled to the first tie rod end 422 of the outer tie rod 308, and the second end 442 of the transfer link 312 is coupled to the inner tie rod 316.

Each of the first ends 440 of the respective transfer links 310, 312 defines an opening 444 and each of the second ends 442 of the respective transfer links 310, 312 defines an opening 446. Specifically, the opening 444 of the transfer link 310 receives the pull rod end fastener 434 of the outer pull rod 306, and the opening 444 of the transfer link 312 receives the pull rod end fastener 434 of the outer pull rod 308. A fastener 438 (e.g., a nut) couples (e.g., attaches or mounts) the first tie rod end 422 to the respective first end 440 of the outer tie rods 306, 308, the first end 440 of the transfer links 310, 312. Each of the openings 446 includes or receives a bearing 448 to enable rotational or pivotal movement between the second end 442 of the transfer links 310, 312 and the respective inner tie rods 314, 316. Additionally, each of the transfer links 310, 312 of the illustrated example includes an opening 450 positioned between the first and second ends 440, 442 to receive a fastener 452. Fasteners 452 couple the respective transfer links 310, 312 to the rear axle 206 and/or the axle tube 404. To enable the transfer links 310, 312 to pivot relative to the rear axle 206 about the respective pivots 334, 336 (fig. 3), the opening 450 of the transfer links 310, 312 includes a bearing 454.

Each of the inner tie rods 314, 316 includes a rod 456 having a first end coupled to the steering actuator 302 (e.g., a rack and pinion of the steering actuator 302) and a second end coupled to a coupler 458 (e.g., a clevis yoke). The couplers 458 of the inner tie rods 314, 316 receive the respective second ends 442 of the transfer links 310, 312. Fasteners 460 (e.g., screws, pins, etc.) attach the coupler 458 to bearings 448 positioned in the openings 446 of the second ends 442 of the transfer links 310, 312.

The steering actuator of the illustrated example is coupled to a rear axle. Specifically, the steering actuator is positioned on a first side of the rear axle. The steering actuator is positioned behind the rear axle 206. For example, the steering actuator of the illustrated example is coupled (e.g., mounted or attached) to the axle tube 204a (e.g., an outer structure of the axle 206) and/or a cover or housing of the differential. The longitudinal axis of the steering actuator is offset relative to the longitudinal axis of the rear axle (e.g., located rearward of the rear axle).

Fig. 5 is an enlarged partial perspective view of the steering apparatus 202 of fig. 2-3. Fig. 5 shows components on the left side (e.g., rear driver side) of the steering apparatus 202 of fig. 2-4, but it will be appreciated that similar components configured for the right side of the steering apparatus 202 will be provided to form the entire suspension as shown, for example, in fig. 2-4. For clarity, the rear axle 206 is not shown in FIG. 5. The rod 456 of the inner tie rod 314 may move (e.g., may slidably move) relative to the housing 502 of the steering actuator 302. Thus, when the lever 456 is moved in the linear direction 504 via the steering actuator 302, the transfer link 310 pivots or rotates about the pivot 334 relative to the rear axle 206 to cause the outer tie rod 306 to move in the linear direction 504, which in turn causes the knuckle 214 to rotate about the pivot 218.

Due to space constraints under the vehicle 100 when the vehicle suspension 200 is coupled to the vehicle 100, the illustrated example transfer link 310 includes a body 506 having an arcuate or curved shape or profile. However, in some examples, the body 506 and/or the transfer links 310, 312 may have a substantially straight (e.g., non-curved) profile and/or any other geometric profile suitable for transferring motion from the steering actuator 302 to the outer tie rods 306, 308. The body 506 of the illustrated example has a first portion 508 defining a first length 510 between the opening 444 and/or the first end 440, and a second portion 512 defining a second length 514 between the opening 446 and/or the second end 442. The opening 450 of the illustrated example is positioned between openings 444 and 446. The opening 450, and thus the pivot 334 of the illustrated example, is positioned at or at a midpoint between the first end 440 and the second end 442. In some examples, the opening 450 and/or pivot 334 may be positioned closer to the opening 444 and/or first end 440, or closer to the opening 446 and/or second end 442. The body 506 of the illustrated example has an arcuate geometry.

In some examples, the curvature of body 506 and/or the location of pivot 334 between first end 440 and second end 442 may amplify or increase the translation distance of outer rod 306 relative to the translation distance of inner rod 314. For example, when the steering actuator 302 causes the inner tie rod 314 to move a first distance (e.g., one inch) in the first linear direction 504a, the transfer link 310 may cause the outer tie rod 306 to move a second distance (e.g., one and a half inches) greater than the first distance in the second linear direction 504b, and vice versa. Such a configuration of the transfer link 310 enables the inner tie rod 314 to be smaller (e.g., shorter in length in the longitudinal direction), which would otherwise be required to move the outer tie rod 306 to pivot or rotate the knuckle 214 to a desired rotational position.

Fig. 6 is a bottom perspective view of the exemplary vehicle suspension 200 of fig. 2-5. Referring to fig. 6, the illustrated example steering apparatus 202 produces positive ackermann. Specifically, the steering apparatus 202 forms an approximate parallelogram 602 illustrated by dashed lines that bows to one side when the rear wheels 106, 108 (fig. 1) are turned during a turning event. Accordingly, the inboard wheels (e.g., rear wheels 106 and/or wheel assemblies 208) may be positioned at a greater steering angle (e.g., toe angle about pivot 218) than the steering angle (e.g., toe angle about pivot 220) of the outboard wheels (e.g., rear wheels 108 and/or wheel assemblies 210) during a turning event, allowing the inboard wheels to turn at a tighter radius. The positive rear ackermann created by the steering apparatus 202 may be altered (e.g., increased or decreased) by adjusting (e.g., increasing or decreasing) the dimensional characteristics (e.g., length, profile, shape, etc.) of the outer tie rods 306, 308, the inner tie rods 314, 316, the transfer links 310, 312, the arms 436 of the knuckles 214, 216, and/or any other dimensional envelope of the steering apparatus 202. In some examples, the dimensional characteristics (e.g., shape, curvature, length, etc.) of the transfer links 310, 312 may be varied to achieve different amounts of positive rear ackermann. For example, the transfer links 310, 312 can have a substantially straight (e.g., non-curved) profile. For example, a tie rod having a length greater than the length of the outer tie rod 306 may be employed to alter (e.g., increase or decrease) the rear ackermann. For example, inner tie rods and/or transfer links having a length greater than the length of the respective inner tie rods 314 and/or transfer links 312 can be employed to alter (e.g., increase or decrease) the aft ackermann. In other words, adjusting or modifying the dimensional characteristics of parallelogram 602 may change (e.g., increase or decrease) the amount of positive rear ackermann performance provided by steering device 202 and/or vehicle 100.

As described above, the steering apparatus 202 of the illustrated example produces a positive rear ackermann by placing the steering actuator 302 on a first side (e.g., rearward) of the rear axle 206 and the tie rod/knuckle interfaces 330, 332 on a second side (e.g., forward) of the rear axle 206. In particular, the transfer links 310, 312 enable such a configuration. Unlike known rear wheel steering apparatuses, the steering apparatus 202 of the illustrated example enables an inboard wheel (e.g., the rear wheel 106) to move (e.g., cut more) at a more toe angle than a toe angle of an outboard wheel (e.g., the rear wheel 108) during a turning event (e.g., a left turn event), thereby producing a positive rear ackermann (e.g., a 40 percent rear ackermann).

Fig. 7 to 9 are top schematic illustrations of the rear wheel 106 of the vehicle suspension 200 of fig. 2 to 6. Fig. 7 illustrates the rear wheel 106 positioned in a straight position 700. To position the rear wheels 106 in the straight position 700, the steering actuator 302 is in a first position 702 (e.g., an initial position).

Fig. 8 illustrates the rear wheel 106 having a first steering angle 802 (e.g., toe-in or toe-out configuration) positioned at an outboard wheel cutting location 800. To position the rear wheels 106 at the first steering angle 802, the steering actuator 302 causes the inner tie rod 314 (e.g., rod 456) to move in a first linear direction 804 along the longitudinal axis 320. In turn, the transfer link 310 pivots about the pivot 334 in a first rotational direction 806 (e.g., counterclockwise in the orientation of fig. 8) and causes the outer tie rod 306 to move in a second linear direction 808 that is opposite the first linear direction 804. In turn, the outer tie rod 306 causes the wheel assembly 208, and thus the rear wheel 106, to rotate about the pivot 218 in a first rotational direction 806 in the orientation of fig. 8 to a first steering angle 802.

Fig. 9 illustrates the rear wheel 106 having a second steering angle 902 (e.g., toe angle or toe configuration) positioned at the inboard wheel cutting location 900. To position the rear wheels 106 at the second steering angle 902, the steering actuator 302 causes the inner linkage 314 (e.g., the rod 456) to move along the longitudinal axis 320 in a second linear direction 808. In turn, the transfer link 310 pivots about the pivot 334 in a second rotational direction 904 (e.g., clockwise in the orientation of fig. 9) and causes the outer tie rod 306 to move in a first linear direction 804 opposite the second linear direction 808. In turn, the outer tie rod 306 causes the wheel assembly 208, and thus the rear wheel 106, to rotate about the pivot 218 to a second steering angle 902 in a second rotational direction 904 in the orientation of fig. 9.

The front wheel ackermann is often tracked at a front wheel cut angle of 20 degrees (e.g., a toe angle of 20 degrees). In some examples, the steering apparatus 202 of the illustrated example may produce a positive rear ackermann when the rear wheel steering angle (e.g., the first steering angle 802 and/or the second steering angle 902) is substantially greater than 2 to 5 degrees with a front ackermann tracking at a front wheel cut angle of 20 degrees. Additionally, in some such examples, the positive rear ackermann produced by the steering apparatus 202 increases (e.g., linearly, non-linearly, etc.) as the rear wheel steering angle increases (e.g., the steering angles 802 and/or 902 increase). For example, at a front wheel cut angle of 20 degrees, the steering apparatus 202 of the illustrated example may produce a positive rear ackermann of between about 20 percent and 50 percent when the rear wheel steering angle (e.g., the first steering angle 802 and/or the second steering angle 902) is increased by about 5 to 9 degrees. Thus, in this example, positive rear ackermann increases as the rear wheel steering angle increases. In some examples, the steering apparatus 202 may produce or generate a positive rear ackermann of between about 35 percent and 60 percent when the rear wheel steering angle (e.g., the first steering angle 802 or the second steering angle 902) is between about 9 degrees and 12 degrees when the front wheels 102, 104 are in a full wheel-out position (e.g., the front wheels 102, 104 are in a full wheel-cut angle or a full-lock position).

A steering apparatus positioned on a solid axle on one side of the rear axle (e.g., behind) produces about 40 percent negative rear ackermann for the front wheels ackermann tracked at 20 degrees, as compared to known steering assemblies (e.g., outer tie rods, inner tie rods, steering actuators, etc.) for the rear wheels. In addition, such known systems produce a reduced rear ackermann with an increased wheel cut angle. For example, for a front wheel ackermann tracked at a front wheel cut angle of 20 degrees, a rear ackermann generated by known steering assemblies positioned on a solid axle generates about negative 40 to negative 60 percent for a rear wheel steering angle between about 5 and 9 degrees. Similarly, known rear steering assemblies positioned on solid axles produce a negative rear ackermann of between about negative 20 percent and negative 40 percent for rear wheel steering angles between about 3 degrees and 12 degrees with the front wheels in full lock. Such negative rear ackermann results when rear wheel steering devices (e.g., steering actuators and tie rod/knuckle interfaces) on a solid axle are positioned behind the rear axle. In contrast, the steering apparatus 202 of the illustrated example significantly improves vehicle handling and performance.

Fig. 10A and 10B illustrate graphs 1000 and 1001 representing the rear ackermann produced by the example steering apparatus 202 and/or suspension apparatus 200 disclosed herein. Fig. 10A illustrates a graph 1000 based on a rear ackermann percentage of a first front wheel ackermann (e.g., a front wheel ackermann tracked at a front wheel cut angle of 20 degrees, a front wheel ackermann tracked at a front wheel cut angle of 40 degrees, etc.). Specifically, graph 1000 includes a first line 1002 representing the rear ackermann provided by dual transfer links 310, 312 as disclosed herein, and a second line 1004 representing the rear ackermann provided by a conventional rear steering assembly (e.g., which does not employ dual transfer links 310, 312). The percentage of aft ackermann 1006 is represented by the y-axis and the degree of rear wheel steering 1008 (e.g., the cut angle) is represented by the x-axis. As shown in fig. 10A, the percentage 1006 of rear ackermann provided by the steering device 202 represented by the first line 1002 increases (e.g., non-linearly) as the rear wheel steering degree 1008 increases. Conversely, the percentage 1006 of rear ackermann provided by the conventional steering system and/or suspension system, represented by the second line 1004, decreases as the degree 1008 of rear wheel steering increases.

fig. 10B illustrates a graph 1001 based on the rear ackermann percentage of the second front wheel ackermann (e.g., the front wheel at full lock, etc.). Specifically, the graph 1001 includes a first line 1003 representing rear ackermann provided by the dual transfer links 310, 312 disclosed herein, and a second line 1005 representing rear ackermann provided by a conventional rear steering assembly (e.g., which does not employ the dual transfer links 310, 312). The percentage of aft ackermann 1007 is represented by the y-axis and the degree of rear wheel steering 1009 (e.g., the cut angle) is represented by the x-axis. As shown in fig. 10B, the percentage 1007 of rear ackermann provided by the steering apparatus 202 represented by the first line 1003 increases (e.g., non-linearly) with increasing rear wheel steering degree 1009. Conversely, the percentage 1007 of rear ackermann provided by conventional steering systems and/or suspension systems, represented by the second line 1005, decreases as the degree 1009 of rear wheel steering increases.

Fig. 11 illustrates an example method 1100 that may be used to assemble the example steering apparatus disclosed herein (e.g., the steering apparatus 202 of fig. 1-9) to a vehicle (e.g., the vehicle 100 of fig. 1). While an exemplary manner of assembling steering apparatus 202 has been illustrated in fig. 11, one or more of the steps and/or processes illustrated in fig. 11 may be combined, divided, rearranged, omitted, eliminated, modified, and/or implemented in any other way. Moreover, the example method of fig. 11 may include one or more processes and/or steps in addition to or in place of those illustrated in fig. 11, and/or may include more than one or all of any of the illustrated processes and/or steps. Further, although the exemplary method is described with reference to the flowchart illustrated in fig. 11, many other methods of assembling steering apparatus 202 may alternatively be used.

Referring to fig. 11, an example method 1100 disclosed herein may begin by attaching a steering actuator 302 to a trailing side of a rear axle 206 (block 1102). For example, the steering actuator 302 may be coupled to the rear surface 318 of the differential 212 and/or the axle tube 404 via fasteners (e.g., bolts, screws, etc.). In some examples, steering actuator 302 may be welded to the axle tube 404 and/or the rear surface 318.

The transfer link 310 is coupled to the steering actuator 302 (block 1104). For example, the second end 442 of the transfer link 310 is coupled to the inner tie rod 314, which is attached to the steering actuator 302. The second end 442 of the transfer link 310 may be attached to the coupler 458 of the inner tension rod 314 via a fastener 460. The coupler 458 is attached (e.g., welded) to the steering actuator 302 via a rod 456.

The outer tie rod 306 is then positioned on the front side of the rear axle 206 (block 1006). The outer tie rod 306 is coupled to the transfer link 310 (block 1108). For example, the first tie rod end 422 of the outer tie rod 306 is coupled to the first end 440 of the transfer link 310 via the tie rod end fastener 434 and a nut tightened (e.g., screwed) to the tie rod end fastener 434. The outer tie rod 306 is coupled to the knuckle 214 of the wheel assembly 208 (block 1110). For example, the second tie rod end 424 of the outer tie rod 306 is positioned in the aperture of the arm 436 of the knuckle 214, and the fastener 438 is fixed (e.g., threaded) to the tie rod end fastener 434 at the second tie rod end 424 of the outer tie rod 306. The method 1100 shown in blocks 1102-1110 may be applied to couple the inner tie rod 316, the transfer link 312, the outer tie rod 308, and the knuckle 216.

The following paragraphs provide various examples of the examples disclosed herein.

Example 1 may be a steering actuator coupled to a rear axle, a tie rod, and a transfer link coupling the steering actuator and the tie rod. The steering actuator is positioned on a first side of a first longitudinal axis of a rear axle and the tie rod is positioned on a second side of the first longitudinal axis of the rear axle opposite the first side.

Example 2 includes the steering apparatus of example 1, wherein the tie rod includes a first end and a second end opposite the first end, the first end coupled to a first end of the transfer link and the second end coupled to a knuckle of the vehicle.

Example 3 includes the steering apparatus of any one of examples 1 to 2, wherein the tie rod-knuckle interface is positioned on a second side of the first longitudinal axis.

Example 4 includes the steering apparatus of any one of examples 1 to 3, wherein the transfer link includes a second end opposite the first end, the second end of the transfer link being coupled to the steering actuator.

Example 5 includes the steering apparatus of any one of examples 1 to 4, wherein the transfer link includes a second longitudinal axis that is not parallel to the first longitudinal axis when the transfer link is coupled to the steering actuator and the tie rod.

Example 6 includes the steering apparatus of any one of examples 1 to 5, wherein the second longitudinal axis is perpendicular to the first longitudinal axis.

Example 7 includes the steering apparatus of any one of examples 1 to 6, wherein the transfer link has a curved profile between the first end and the second end.

Example 8 includes the steering apparatus of any one of examples 1 to 7, wherein the first side is rearward of the rear axle and the second side is forward of the rear axle.

Example 9 includes the steering apparatus of any one of examples 1 to 8, wherein the transfer link is pivotally coupled to a housing of the rear axle.

Example 10 may be a steering apparatus including a rear axle having a differential positioned between a first end of the rear axle and a second end of the rear axle opposite the first end. A first steering knuckle is coupled to the first end of the rear axle to enable a first wheel to pivot relative to the rear axle. A steering rack is positioned behind the rear axle. A first tie rod is positioned forward of the rear axle, the first tie rod being coupled to the first knuckle. A first transfer link couples the first tie rod and the steering rack, the first transfer link being pivotally coupled to the rear axle.

Example 11 includes the steering apparatus of example 10, wherein the first tie rod includes a first end coupled to the first knuckle, and a second end opposite the first end, the second end coupled to a first end of the first transfer link.

Example 12 includes the steering apparatus of any one of examples 10 to 11, wherein the first transfer link includes a second end opposite the first end, the second end of the first transfer link being coupled to a first end of the steering rack.

Example 13 includes the steering apparatus of any one of examples 10 to 12, wherein the first end of the first transfer link is positioned forward of the rear axle and the second end of the first transfer link is positioned rearward of the rear axle.

Example 14 includes the steering apparatus of any one of examples 10 to 13, further comprising a second steering knuckle coupled to the second end of the rear axle to enable a second wheel to pivot relative to the rear axle. A second tie rod is positioned forward of the rear axle, the second tie rod being coupled to the second steering knuckle. A second transfer link couples the second tie rod and the steering rack, the second transfer link pivotally coupled to the rear axle.

Example 15 includes the steering apparatus of any one of examples 10 to 14, wherein the second tie rod includes a first end coupled to the second knuckle and a second end opposite the first end, the second end coupled to a first end of the second transfer link.

Example 16 includes the steering apparatus of any one of examples 10 to 15, wherein the second transfer link includes a second end opposite the first end, the second end of the second transfer link being coupled to a second end of the steering rack opposite the first end of the steering rack.

Example 17 includes the steering apparatus of any one of examples 10 to 16, wherein the first end of the second transfer link is positioned forward of the rear axle and the second end of the second transfer link is positioned rearward of the rear axle.

Example 18 may be a method, the method comprising: attaching a steering actuator to a trailing side of the rear axle; coupling a transfer link to the steering actuator; positioning a drawbar on a front side of the rear axle; coupling a first end of the pull rod to the transfer link; and coupling a second end of the tie rod to a knuckle of a wheel assembly supported at a first end of the rear axle, the tie rod and the knuckle defining a tie rod/knuckle interface positioned forward of the rear axle.

Example 19 includes the method of example 18, further comprising pivotally attaching the transfer link to the rear axle such that the transfer link is pivotable relative to the rear axle about a pivot point.

Example 20 includes the method of any one of examples 18 to 19, further comprising attaching a first end of the transfer link to the first end of the tie rod and attaching a second end of the transfer link opposite the first end to the steering actuator, wherein the pivot point is positioned between the first end of the transfer link and the second end of the transfer link.

Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture fairly falling within the scope of the claims of this patent.

According to the present invention, there is provided a steering apparatus having: a steering actuator coupled to a rear axle of a vehicle; a pull rod; and a transfer link coupling the steering actuator and the tie rod, the steering actuator being positioned on a first side of a first longitudinal axis of the rear axle and the tie rod being positioned on a second side of the first longitudinal axis of the rear axle opposite the first side.

According to an embodiment, the tie rod includes a first end and a second end opposite the first end, the first end coupled to a first end of the transfer link and the second end coupled to a steering knuckle of a vehicle.

According to an embodiment, a tie rod-knuckle interface is positioned on the second side of the first longitudinal axis.

According to an embodiment, the transfer link includes a second end opposite the first end, the second end of the transfer link being coupled to the steering actuator.

According to an embodiment, the transfer link includes a second longitudinal axis that is not parallel to the first longitudinal axis when the transfer link is coupled to the steering actuator and the tie rod.

According to an embodiment, the second longitudinal axis is perpendicular to the first longitudinal axis.

According to an embodiment, the transfer link has a curved profile between the first end and the second end.

according to an embodiment, the first side is behind the rear axle and the second side is in front of the rear axle.

According to an embodiment, the transfer link is pivotally coupled to the housing of the rear axle.

According to the present invention, there is provided a steering apparatus having: a rear axle having a differential positioned between a first end of the rear axle and a second end of the rear axle opposite the first end; a first steering knuckle coupled to the first end of the rear axle to enable a first wheel to pivot relative to the rear axle; a steering rack positioned rearward of the rear axle; a first tie rod positioned forward of the rear axle, the first tie rod coupled to the first steering knuckle; and a first transfer link coupling the first tie rod and the steering rack, the first transfer link pivotally coupled to the rear axle.

According to an embodiment, the first tie rod includes a first end coupled to the first steering knuckle and a second end opposite the first end, the second end coupled to a first end of the first transfer link.

According to an embodiment, the first transfer link includes a second end opposite the first end, the second end of the first transfer link being coupled to a first end of the steering rack.

According to an embodiment, the first end of the first transfer link is positioned forward of the rear axle and the second end of the first transfer link is positioned rearward of the rear axle.

According to an embodiment, the invention is further characterized in that: a second steering knuckle coupled to the second end of the rear axle to enable a second wheel to pivot relative to the rear axle; a second tie rod positioned forward of the rear axle, the second tie rod coupled to the second steering knuckle; and a second transfer link coupling the second tie rod and the steering rack, the second transfer link pivotally coupled to the rear axle.

According to an embodiment, the second tie rod includes a first end coupled to the second knuckle and a second end opposite the first end, the second end coupled to a first end of the second transfer link.

According to an embodiment, the second transfer link includes a second end opposite the first end, the second end of the second transfer link being coupled to a second end of the steering rack opposite the first end of the steering rack.

According to an embodiment, the first end of the second transfer link is positioned forward of the rear axle and the second end of the second transfer link is positioned rearward of the rear axle.

According to the invention, a method comprises: attaching a steering actuator to a trailing side of the rear axle; coupling a transfer link to the steering actuator; positioning a drawbar on a front side of the rear axle; coupling a first end of the pull rod to the transfer link; and coupling a second end of the tie rod to a knuckle of a wheel assembly supported at a first end of the rear axle, the tie rod and the knuckle defining a tie rod/knuckle interface positioned forward of the rear axle.

According to an embodiment, the invention is further characterized by pivotally attaching the transfer link to the rear axle such that the transfer link is pivotable relative to the rear axle about a pivot point.

According to an embodiment, the invention also features attaching a first end of the transfer link to the first end of the tie rod and attaching a second end of the transfer link opposite the first end to the steering actuator, wherein the pivot point is positioned between the first end of the transfer link and the second end of the transfer link.