JP2005289091A - Wheel with built-in suspension - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure favorable ride comfort and prescribed durability while exhibiting a function as a suspension device. <P>SOLUTION: A suspension mechanism 4 connected to an intermediate part 2 side with a rotation support means 5 interposed therebetween and connected to a vehicle body side with a support means 6 interposed therebetween while being additionally provided on a rotation force transmitting means 3 for transmitting wheel rotation force from a driving part 1 to the intermediate part 2, is formed to be a damper structure wherein a suspension spring intervenes and is formed to be a two suspension mechanism specification, and one of the suspension mechanisms is vertically arranged and the other suspension mechanism is obliquely arranged, or two of the suspension mechanisms are arranged obliquely. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an improvement of a suspension built-in wheel.

  Conventionally, in a suspension device for a vehicle, a suspension mechanism that absorbs vibration energy due to road surface vibration or the like is formed, for example, in a cylindrical shape including a spring element and is disposed between a wheel shaft and a vehicle body. .

  However, in recent years, in order to avoid the suspension mechanism from reducing the internal volume of the vehicle, a suspension built-in wheel has been proposed in which the suspension mechanism is built in a wheel that includes a tire.

  Among them, for example, in the proposal disclosed in Patent Document 1, a hub-side drive portion and a tire-side intervention portion that are separately formed so as to enable relative movement in the radial direction and in the rotational direction. The suspension mechanism has a plurality of suspension mechanisms, and each suspension mechanism expands and contracts between the drive part side and the interposition part side that move relative to each other when the wheel rotates, and performs a predetermined damping action. It is said.

  Incidentally, as disclosed in the above-mentioned Patent Document 1, six suspension mechanisms are arranged on each side of the front and back of the wheel, that is, 12 suspension mechanisms are arranged on both sides as a whole.

Therefore, according to the proposal disclosed in Patent Document 1, when the wheel rotates, one of the suspension mechanisms always expands and contracts. That is, energy absorption is realized.
JP 2003-191702 (abstract, claims, paragraphs 0014-0018, 0020, 0043, 0044, FIG. 1, FIG. 2, FIG. 3)

  However, in the above-mentioned suspension built-in wheel, it may be pointed out that a preferable riding comfort in a vehicle cannot be realized and high durability is difficult to obtain.

  That is, in the above-described suspension built-in wheel, at the time of rotation, any one of the 12 suspension mechanisms in total expands and contracts.

  Therefore, although each suspension mechanism is sequential, it always repeats expansion and contraction. Therefore, each suspension mechanism repeatedly repeats useless energy absorption, and therefore the durability is easily deteriorated. .

  On the other hand, since the six suspension mechanisms on one side are arranged along the circumferential direction, which is the rotation direction of the wheel, a large expansion / contraction stroke in each suspension mechanism cannot be taken, and therefore the expansion / contraction stroke tends to be set small. Therefore, there is a concern that the ride comfort in the vehicle is generally hard.

  The present invention has been developed in view of the above-described circumstances, and the object of the present invention is to ensure a favorable ride comfort and a predetermined durability, and to be expected to improve its versatility. Is to provide a suspension built-in wheel.

  In order to achieve the above object, the configuration of the suspension built-in wheel according to the present invention is basically formed in a substantially cylindrical shape and is positioned on the outside of the drive unit for inputting the wheel rotational force. An interposition part for interposing a tire, a rotational force transmission means coupled to the outer periphery of the drive part while being coupled to the inner periphery of the interposition part, and transmitting a wheel rotational force from the drive part to the interposition part, and one end A suspension built-in wheel having a suspension mechanism coupled to the intervening portion side through the rotation support means and having the other end coupled to the vehicle body side through the support means. It is a two-part specification while being formed in a damper structure that interposes, while the other suspension mechanism is diagonally arranged while one suspension mechanism is upright. It is two pieces of the suspension mechanism is being Zaisa distribution diagonally.

  More specifically, it is preferable that the two suspension mechanisms tend to converge on the upper end side or the lower end side, and make the lower end side or upper end side, which is the opposite side, tend to expand.

  Therefore, in the present invention, since the suspension mechanism is formed in a damper structure with a suspension spring interposed therebetween, a predetermined damping is applied to vibrations input to the suspension mechanism while carrying the vehicle body load in the vehicle. You will be able to practice the action.

  At this time, since the suspension mechanism is connected to the intervening portion side with the rotation support means interposed, when the wheel rotates, i.e., when the interposing portion that interposes the tire, the so-called accompanying movement occurs in the interposing portion. In other words, it does not rotate, and therefore basically expands and contracts only when the input to the wheel is in the vertical direction, and so-called unnecessary expansion and contraction is not performed.

  In addition, while the suspension mechanism arranged in an upright state copes with the vertical vibration input to the wheel, the suspension mechanism arranged obliquely can cope with the input from the front-rear direction of the wheel. Therefore, a damping action for vibrations in the vertical direction and the horizontal direction is practiced.

  As a result, according to the present invention, preferable riding comfort and predetermined durability can be ensured, and for example, it is optimal for use in a vehicle having a wider interior space.

  Hereinafter, the present invention will be described based on the illustrated embodiment. The suspension built-in wheel according to the present invention is formed in a substantially cylindrical shape and has a wheel rotational force as shown in FIGS. 1, 2, and 3. The driving unit 1 is input, and the intervening unit 2 is positioned outside the driving unit 1 to interpose a tire (not shown).

  At this time, the suspension built-in wheel according to the present invention is well known in the disclosure by the above-mentioned Patent Document 1, but only the conventional wheel, that is, the interposition part 2 conventionally referred to as a rim. Unlike the wheel having the above, in principle, the drive unit 1 is formed separately from the interposition unit 2.

  In the suspension built-in wheel according to the present invention, the rotational force transmitting means 3 (see FIG. 1) is arranged between the drive part 1 and the interposition part 2 formed separately to connect the two. However, the wheel rotational force input to the drive unit 1 is transmitted to the intervention unit 2.

  At this time, the rotational force transmitting means 3 is approximately the wheel rotational force, that is, although not shown, the driving unit 1 that receives the driving force from, for example, an electric motor, which is a driving source of the vehicle, uses the driving force. As long as it can be transmitted to, it may be arbitrarily configured.

  However, in the present invention, as described later, the suspension mechanism 4 (see FIGS. 2 and 3) is disposed between the vehicle body side corresponding to the drive unit 1 side and the interposition unit 2 side. The suspension mechanism 4 extends and contracts in a so-called vertical direction that is a predetermined direction.

  Therefore, in order to ensure the expansion and contraction operation of the suspension mechanism 4, and in the illustrated case, the suspension mechanism 4 has a thrust bearing B (see FIG. 3) between the drive portion 1 side and the interposition portion 2 side. Since the smooth expansion / contraction operation of the mechanism 4 is ensured, the rotational force transmitting means 3 is mainly intended to allow circumferential and radial relative movement between the drive unit 1 and the interposition unit 2. It is good to be configured as

  Therefore, in the drawing, the rotational force transmitting means 3 is composed of a plurality of compression coil springs, and each of the compression coil springs is in a slightly compressed state, that is, with its return force, the drive unit 1 side and the intermediate portion are interposed. One end is connected to the bracket 1a on the drive unit 1 side (see FIG. 1) and the other end is connected to the bracket 2a on the intervention unit 2 side (see FIG. 1) while being held between the mounting unit 2 side and the other side. Has been.

  Incidentally, for connecting the both ends of the compression coil spring to the brackets 1a and 2a, any structure may be selected, and the shape of the brackets 1a and 2a and the driving unit 1 or the intervention of the brackets 1a and 2a may be selected. A free configuration may be selected for the connection mode to the portion 2.

  In addition, as for the number of compression coil springs, in the figure, it is assumed that five sets of two sets connected in series are continuously formed so as to form a pentagon as shown by an imaginary line in FIG. However, it has been confirmed that this pentagonal arrangement is effective in maintaining the best riding comfort in the vehicle.

  Therefore, in the above-described rotational force transmitting means 3, this is not shown, but may be made of a rubber column or a thick rubber cylinder, instead of being made of a compression coil spring. The two are connected integrally to both 1 and 2 so as to fill a space that appears between the outer periphery of the drive unit 1 and the inner periphery of the interposition unit 2 and where the rotational force transmitting means 3 is disposed. The rubber body may be distributed while being distributed.

  When the rotational force transmitting means 3 is made of a rubber material, the compression coil spring is more advantageous for maintaining good riding comfort in the vehicle as compared with the case where the compression coil spring is often made of a metal material. It will be.

  Next, regarding the suspension mechanism 4, one end of the suspension mechanism 4 is connected to the interposition part 2 side with the rotation support means 5 (see FIG. 3), and the other end is supported by the support means 6 (FIG. 3) is connected to the vehicle body side.

  At this time, the suspension mechanism 4 is formed in a damper structure with the suspension spring S interposed in the present invention, and the upper end side of the suspension mechanism 4 is maintained in a convergent tendency while being shown as two specifications in the drawing. However, the lower end side is arranged in a state of being maintained in an expanding tendency, that is, arranged in an eight-shaped form in an elevational view (see FIG. 2).

  Accordingly, the damper structure constituting the suspension mechanism 4 will be described. The damper structure is configured such that the rod body R is inserted into the cylinder body C so as to be able to protrude and retract, and a suspension spring is interposed between the cylinder body C and the rod body R. S is interposed (see FIG. 3).

  Incidentally, in this damper structure, although not shown, when the rod body R is projected and retracted with respect to the cylinder body C, a predetermined damping action is practiced in the cylinder body C.

  Therefore, in this damper structure, a predetermined damping force is generated when the rod body R protrudes and retracts with respect to the cylinder body C, and this damper is caused by the spring force of the suspension spring S interposed on the outer periphery. Will be urged in the extending direction.

  In view of this, the suspension mechanism 4 first has the suspension spring S, so that it carries the vehicle body load in the vehicle via the support means 6 described later. Therefore, the suspension built-in wheel according to the present invention. In this case, by selecting the magnitude of the spring force of the suspension spring S in the suspension mechanism 4, it is possible to select an appropriate vehicle height according to the application, that is, according to the vehicle type.

  In particular, as shown in FIG. 2, when there are two suspension mechanisms 4, it is possible to select the spring force in the two suspension springs S, so that there is an advantage that the most preferable spring force can be set.

  Next, the suspension mechanism 4 absorbs vibration energy input to the suspension mechanism 4, that is, the wheel, with a predetermined damping action.

  From this, it can be said that the suspension mechanism 4 as the damper structure is preferably arranged in an upright state so that the expansion and contraction direction thereof is the vertical direction. However, in the traveling vehicle, the tire is mounted on the road surface. When riding on the protrusion, the tire, that is, the interposition part 2 moves in the front-rear direction, which is the axial direction of the vehicle. Therefore, the suspension mechanism 4 also absorbs the movement energy in the front-rear direction. It can be said that it is preferable.

  If this is the case, it can be said that the suspension mechanism 4 in the present invention is preferably arranged in an oblique state that is substantially upright rather than in a completely upright state.

  However, even when the suspension mechanism 4 is arranged in an upright state, the intended purpose can be achieved by separately arranging dampers that absorb vibration energy in the lateral direction. Considering the situation, it will be said that there is no so-called narrow and sufficient distribution space. Taking this into account, the suspension mechanism 4 is arranged in an upright state and dampers are separately arranged in the lateral direction. Any suggestion to do will be less feasible.

  In view of the above, the suspension mechanism 4 has two specifications, and is arranged in an eight shape as shown in FIG. 2, or in a V shape as shown in FIG. It can be said that it is the most preferable aspect.

  Of course, even when the suspension mechanism 4 is of a two-spec specification, as shown in FIG. 4 (B) or 4 (C), one suspension mechanism 4 is disposed upright and the other The suspension mechanism 4 may be arranged obliquely. In this case, the upright suspension mechanism 4 copes with so-called vertical vibrations, and the diagonal suspension mechanism 4 is oblique and lateral directions other than the vertical direction. Will be able to deal with.

  By the way, in the suspension built-in wheel according to the present invention, it is the rotation support means 5 and the support means 6 that maintain the suspension mechanism 4 in an upright state or an oblique state that is substantially upright.

  Therefore, in the following, the rotation support means 5 and the support means 6 will be described briefly. First, the rotation support means 5 has one end at the bottom end side of the cylinder body C in the suspension mechanism 4 as shown in FIG. And the other end is connected to the disk 7 integrally connected to the interposition part 1 with the bearing 5a interposed therebetween.

  At this time, the bearing 5a is disposed so as to surround the circular opening 7a opened in the shaft core portion of the disk 7, and the annular arm portion 5b in the rotation support means 5 is connected to the bearing 5a.

  Therefore, in this rotation support means 5, the rotation of the interposition part 2 is insulated by the bearing 5a and is not transmitted to the annular arm part 5b. Therefore, the bottom end of the cylinder body C in the suspension mechanism 4 is It is positioned at the lowest position and does not rise any further, that is, the bottom end of the cylinder body C is not circularly moved along the interposition part 2.

  In view of the above, as a result, the above-described rotation support means 5 is sufficient if the bottom end of the cylinder body C in the suspension mechanism 4 does not move along with the rotation of the interposition part 2. The bottom end of the cylinder body C in the suspension mechanism 4 will intervene bearings in particular, considering that it has the support means 6 described later, but directly on the interposition part 2 It may be connected to.

  However, as shown in the figure, when the disk 7 is used, since this disk 7 can be used as a so-called lid, there is an advantage that the suspension mechanism 4 can be protected from damage such as flying stones (see FIG. 2). .

  Next, the support means 6 is basically formed in a so-called arm structure, which can be said to be formed in a fixed support structure as compared with the above-described rotation support means 5. .

  Therefore, in the illustrated case, the support means 6 connects the upper end of the rod member R in the suspension mechanism 4 to the upper end of the arm member 6b formed in a fan shape as a whole, and the base end of the arm member 6b. In addition, the load input shaft 6a described above is connected in a fixed state.

  At this time, the load input shaft 6a only receives a vehicle body load and is not a so-called power input shaft, so it does not rotate around its axis, and therefore the rod body constituting the suspension mechanism 4 There is no need to worry about the inconvenience that the upper end of R swings around the load input shaft 6a.

  Therefore, in this support means 6, when the suspension mechanism 4 described above is in an upright state or in an oblique state, each of them can be maintained in that state. Sometimes the suspension mechanism 4 can be expanded and contracted.

  In the suspension built-in wheel according to the present invention formed as described above, the rotational force transmitting means 3 enables the rotation of the interposition part 2, that is, the rotation of the wheel. Since the existing suspension mechanism 4 does not move with the rotation of the interposition part 2, it is possible to avoid the occurrence of a problem that the suspension mechanism 4 always expands and contracts.

  Since the suspension spring S in the suspension mechanism 4 carries the vehicle body load, the vehicle height of the vehicle can be maintained in an optimum state by appropriately selecting the magnitude of the spring force in the suspension spring S. .

  Although the thrust bearing B is not illustrated in the above description, for example, the thrust bearing B may be formed in a form having a large number of hard balls in an annular race formed in a divided form. Of course, other free configurations may be selected as long as they allow radial and rotational relative movement between them.

It is a back side elevation view which shows the distribution state of the rotational force transmission means which comprises the wheel with a built-in suspension by this invention. It is a front side elevation view showing the distribution state of the suspension mechanism constituting the suspension built-in wheel according to the present invention. It is a longitudinal cross-sectional view which shows a wheel with a built-in suspension according to the present invention partially in a front view. It is a figure which shows in principle the other arrangement | positioning state of a suspension mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive part 2 Interposition part 3 Rotational force transmission means 4 Suspension mechanism 5 Rotation support means 6 Support means C Cylinder body which comprises damper structure R Rod body which comprises damper structure S Suspension spring

Claims (2)

A drive part that is formed in a substantially cylindrical shape and inputs wheel rotational force, an interposition part that is positioned outside the drive part and interposes a tire, and is connected to the inner periphery of the interposition part while being connected to the inner periphery of the drive part Rotational force transmission means connected to the outer periphery to transmit the wheel rotational force from the drive part to the interposition part, and one end is connected to the interposition part side under the rotation support means and the other end is interposition of the support means In the suspension built-in wheel having a suspension mechanism connected to the vehicle body side under the suspension mechanism, the suspension mechanism is formed in a damper structure in which a suspension spring is interposed, and one suspension mechanism is upright. The suspension built-in wheel is characterized in that the other suspension mechanism is arranged obliquely or two suspension mechanisms are arranged obliquely. The suspension built-in wheel according to claim 1, wherein the two suspension mechanisms tend to converge on the upper end side or the lower end side and tend to expand on the lower end side or the upper end side which is the opposite side.

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