JP2009113796A - Alignment adjusting device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an alignment adjusting device of simple structure reduced in the number of parts items and having high rigidity and capable of surely and smoothly displacing one end of a suspension arm in the axial direction. <P>SOLUTION: The alignment adjusting device for vehicle includes: a bracket 10 to be fixed to a vehicle body; a fitting shaft 30 turnably supported by the bracket 10 and turnably supporting one end of the suspension arm (TA); and a driving shaft 55 eccentrically provided relative to the fitting shaft. The driving shaft is driven by a driving means in response to switching operation by a driver. The fitting shaft is driven in a direction perpendicular to the fitting shaft by the driving means, and one end of the suspension arm is displaced in the axial direction. For example, the fitting shaft has a bearing portion 32 turnably supported by the bracket coaxially and integrally with the driving shaft, and has a shaft portion 31 eccentrically provided relative to the driving shaft. The fitting shaft is driven in response to rotation of the bearing portion by the driving means. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a vehicle alignment adjusting device, and more particularly to an alignment adjusting device that displaces one end of a suspension arm in a vehicle suspension device in an axial direction.

  For example, the following Patent Document 1 aims to “provide a wheel alignment control method capable of realizing wheel alignment that can reduce steering force (force required for steering wheel operation) during high-speed steering”. The wheel alignment control method is characterized in that when the steering parameter is detected and the high speed steering state is determined based on the detected vehicle speed and the steering parameter, the alignment parameter is controlled to a target value suitable for the high speed steering state. Proposed.

  In addition, the following Patent Document 2 aims at “providing a vehicle suspension device that can control camber and toe individually for each wheel by an actuator and that can realize such control with a simple configuration” “The wheel support member for supporting the wheel is supported by the support means at one point relative to the vehicle body, and the displacement means is used to set the two points in the vehicle longitudinal direction above or below the support point by the support means in the wheel support member. In addition to supporting, the two support points are individually displaced in the vehicle width direction, and the toe of the wheel is changed by controlling the displacement means by relatively displacing the two support points in the vehicle width direction. And / or by the control means to change the camber of the wheel by displacing the two support points in the same direction in the vehicle width direction ".

  Further, the following Patent Document 3 aims to “provide a wheel alignment adjustment device that can adjust an alignment change accompanying a vehicle height adjustment using one actuator without causing a steering neutral deviation”. Vehicle height adjusting means for adjusting the vehicle height, steering angle ratio varying means for varying the steering angle ratio, which is the ratio of the front wheel steering angle to the steering angle, and one of the left and right front wheels. An alignment variable means for changing the wheel alignment of the vehicle, an alignment adjustment control means for outputting an alignment adjustment command for adjusting an alignment change amount accompanying the vehicle height adjustment to the alignment variable means, and a steering angle ratio variable means And a steering angle ratio control means for outputting a steering angle ratio variable command for correcting a steering neutral deviation amount accompanying the alignment adjustment. Raimento adjustment devices have been proposed.

  On the other hand, the following patent document 4 relates to the related art “in order to enable wheel alignment adjustment, a plate cam made of an eccentric disk is coupled to a bolt for fastening a connecting portion of a suspension arm to a vehicle body so as not to be relatively rotatable. A suspension arm mounting structure is known in which the bolt can be displaced in the direction orthogonal to the axis by rotating the bolt. The purpose of the present invention is to provide a suspension arm mounting structure configured to reduce the work space required for wheel alignment adjustment work and improve workability. A suspension arm mounting structure that is fastened with bolts and nuts, and is capable of adjusting wheel alignment by displacing the bolts in a direction orthogonal to the axis by rotation of a pair of plate cams arranged at both ends of the bolts. A cylindrical collar is externally mounted on the shaft portion of the bolt, and one end of the pair of plate cams and an engaging portion of the rotary tool are provided on one end side of the cylindrical collar so as not to be relatively rotatable. A suspension arm mounting structure has been proposed in which an engagement portion is formed that disables relative rotation with the other plate cam.

  Note that the following Patent Document 5 aims to “prevent the drive arm from swinging indefinitely when the connection between the drive arm of the electric actuator of the active suspension device and the suspension arm is broken”. “In a vehicle active suspension device in which a suspension arm that suspends a wheel on a vehicle body and a drive arm provided on an output shaft of an electric actuator are connected by a link, the swing angle of the drive arm is restricted to a predetermined angle range. An active suspension device for a vehicle provided with a regulating means has been proposed.

Japanese Patent Laid-Open No. 6-122121 JP 2004-122932 A JP 2005-335644 A JP 2000-62425 A JP 2007-153271 A

  According to the alignment control method disclosed in Patent Document 1 described above, the steering force can be reduced during high-speed steering such as when traveling on a long large corner on a highway, but many sensors are required and control is performed. Becomes complicated and expensive. Further, as described in Patent Document 1, if a linear motion type actuator is interposed in the middle of the suspension arm, it will be located in the middle between the sprung and unsprung portions. There is a need. Furthermore, since the actuator moves relative to the vehicle body in response to the swing of the suspension arm, it is necessary to pay attention to the influence of an increase in unsprung load, contact with the wire harness, and the like. Also in the devices described in Patent Documents 2 and 3, as described above, a telescopic actuator is interposed in the middle of the suspension arm of each wheel, and the camber and toe are controlled individually for each wheel according to the vehicle state. Therefore, it is necessary to pay attention to securing the strength, and the system becomes expensive.

  On the other hand, Patent Document 4 discloses a suspension arm mounting structure in which a bolt for fastening a connecting portion of a suspension arm to a vehicle body is displaceable in a direction orthogonal to the axis, but the adjusted wheel alignment is fixed. Therefore, since this is not changed according to the running state of the vehicle, it cannot be immediately applied to the devices described in Patent Documents 1 to 3. Patent Document 5 discloses a structure in which a suspension arm and a drive arm of an electric actuator are connected by a link. This is related to an active suspension device, and when the connection with the suspension arm is cut off, In order to prevent the drive arm from swinging indefinitely, the swing angle of the drive arm is restricted to a predetermined angle range, and the purpose and the effect are different from those of the alignment adjusting device.

  SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an alignment adjustment device for a vehicle that has a high rigidity with a simple configuration with a small number of parts, and that reliably and smoothly displaces one end of a suspension arm in the axial direction. To do.

  To achieve the above object, according to the present invention, as described in claim 1, the wheel alignment is adjusted by displacing one end of a suspension arm interposed between the vehicle body and the wheel with respect to the vehicle body. In a vehicle alignment adjusting device, a bracket fixed to the vehicle body, a mounting shaft that is pivotally supported by the bracket and that pivotally supports one end of the suspension arm, and a direction orthogonal to the mounting shaft. A drive shaft for driving the mounting shaft, and driving means for driving the drive shaft in response to a driver's switch operation. The drive shaft is driven by the drive means to pivot one end of the suspension arm. It is supposed to be displaced in the direction.

  In the above alignment adjusting apparatus, as described in claim 2, the mounting shaft is coaxial with the drive shaft and is supported by the bracket so as to be rotatable integrally with the drive shaft, and the drive shaft. The suspension shaft is driven in the direction orthogonal to the shaft portion according to the rotation of the bearing portion by the driving means, and one end of the suspension arm is axially moved. It is good to comprise so that it may be displaced to. The drive means includes an electric motor, a worm gear constituting an output shaft of the electric motor, and a worm wheel meshing with the worm gear and having a central axis constituting the drive shaft. It should be.

  Alternatively, in the above alignment adjustment device, as described in claim 4, a guide mechanism that restricts the movement of the mounting shaft in the axial direction of the suspension arm is provided, and according to the rotation of the driving shaft by the driving means. By driving the mounting shaft in a direction orthogonal to the mounting shaft, the mounting shaft may be moved along the guide mechanism, and one end of the suspension arm may be displaced in the axial direction.

  Furthermore, as defined in claim 5, a cam plate having a rotation center shaft eccentric with respect to the mounting shaft and rotatably supported by the bracket, and movement of the cam plate in the axial direction of the suspension arm A restricting member for restricting the rotation of the cam plate, and the cam plate may be driven to rotate about the rotation center axis in accordance with the rotation of the drive shaft by the drive means. The guide mechanism includes a long hole formed in the bracket, and is arranged so that an end of the mounting shaft is fitted into the long hole, so that the cam plate can be driven to rotate. Accordingly, the mounting shaft may be guided and moved by the elongated hole.

  Further, in the above alignment adjusting device, as described in claim 7, the attachment shaft is rotatably supported at one end portion, and is screwed with a screw shaft orthogonal to the attachment shaft at the other end portion. An arm is provided that is movably supported along the screw shaft, and is movably supported in parallel with the screw shaft, and the bracket rotatably supports the screw shaft, Both ends are fixed, the arm is supported so as to be movable a predetermined distance along the screw shaft and the support shaft, the screw shaft is used as the drive shaft of the drive means, and the arm is moved according to the rotation of the screw shaft. By moving along the screw shaft and the support shaft, the mounting shaft may be driven in a direction orthogonal to the mounting shaft to displace one end of the suspension arm in the axial direction. In each of the alignment adjustment devices described above, as described in claim 8, the alignment adjustment device includes an elastic bushing interposed between the attachment shaft and one end of the suspension arm to absorb radial displacement. Good.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the alignment adjusting apparatus configured as described in claim 1, in accordance with a driver's switch operation, one end of the suspension arm is displaced in the axial direction surely and smoothly, and according to a preset mode. Suspension characteristics can be easily and reliably set. In addition, it is possible to provide an inexpensive device that has fewer parts than conventional devices, has a high rigidity with a simple configuration, and is inexpensive. In particular, since it is supported not by the suspension arm but by a bracket that is fixed to the vehicle body, it is possible to reduce the burden on strength without causing a decrease in ride comfort due to an increase in unsprung load.

  In particular, according to the second aspect of the present invention, the mounting shaft is driven in a direction orthogonal to the shaft portion in accordance with the rotation of the bearing portion of the drive shaft by the driving means, and one end of the suspension arm is smoothly and reliably attached. It can be displaced in the axial direction. If the drive means is configured as described in claim 3, a worm gear and a worm wheel can constitute a reduction gear with zero reverse efficiency, which can reliably resist reverse input from the suspension arm side.

  Alternatively, the guide mechanism according to claim 4 is provided, and the mounting shaft is moved along the guide mechanism by driving the mounting shaft in a direction orthogonal to the mounting shaft according to the rotation of the driving shaft. One end of the suspension arm can be displaced in the axial direction smoothly and reliably according to the linear motion of the mounting shaft relative to the bracket. Furthermore, as described in claim 5, if the cam plate and the regulating member are provided, the cam plate is driven to rotate about the rotation center axis according to the rotation of the drive shaft by the driving means, One end of the suspension arm can be reliably displaced in the axial direction. Further, if the guide mechanism is configured such that the mounting shaft is guided by the long hole and moves in accordance with the rotational drive of the cam plate as described in claim 6, the one end of the suspension arm is smoothly and reliably moved in the axial direction. A device for displacement can be provided at low cost.

  Furthermore, the arm according to claim 7 is provided, and the mounting shaft is driven in a direction orthogonal to the mounting shaft by moving the arm along the screw shaft and the support shaft according to the rotation of the screw shaft. Since one end of the suspension arm can be displaced in the axial direction smoothly and surely, and the load on the screw shaft can be reduced by the support shaft, the drive means can be made small and inexpensive. it can. Further, in each of the alignment adjusting devices described above, if an elastic bush is provided as described in claim 8, it is possible to easily absorb the displacement in the radial direction and ensure a smooth operation.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an overall configuration of a vehicle provided with an alignment adjusting apparatus according to an embodiment of the present invention. For example, a multilink suspension MS is interposed between a vehicle body VB and wheels WL. This is constituted by a plurality of suspension arms, and in the embodiment of FIG. 1, the lower wheels LA1 and LA2, the upper arms UA, and the toe control arms TA are constituted by the suspension arms of the rear wheels WL. One end of the toe control arm TA is supported by the vehicle body VB via an actuator ACT, and the wheel alignment can be adjusted by displacing one end of the toe control arm TA with respect to the vehicle body VB by the actuator ACT. Yes.

  In recent vehicles, the characteristics of the engine EG are switched by the controller CT (for example, POWER mode or ECO mode) according to the operation of the travel mode switch SW (hereinafter simply referred to as switch SW) by the driver, and linked to this. The shift pattern and shift timing of the automatic transmission AT are switched so that a desired travel mode can be selected. In the present embodiment, further, wheel alignment is performed according to these travel modes. Is configured to be adjustable. For example, the rear wheel side is set to “Toe-in” in the stability improvement mode (ECO mode) during high-speed driving, and the rear wheel side is set to “Toe-out” in the turning performance improvement mode (POWER mode) during winding driving. Thus, the wheel alignment corresponding to each preset driving mode is switched. This aspect will be described later with reference to FIG.

  The actuator ACT of this embodiment is configured as shown in FIGS. 2 and 3, and the bracket 10 is fixed to the vehicle body (VB in FIG. 1) on the lower side of FIG. The bracket 10 has parallel wall portions 11 and 12, and is configured such that the support member 20 and the housing 50 of the driving means DM are fastened by bolts 13 and 14 in holes passing through both wall portions. Recesses 21 and 51 are formed in the support member 20 and the housing 50 at positions facing each other. A bearing member 22 is rotatably supported by the concave portion 21, and a bearing portion 32 formed integrally with the shaft portion 31 of the mounting shaft 30 is rotatably supported by the concave portion 51.

  The attachment shaft 30 is configured to rotatably support one end of a toe control arm TA (suspension arm) via an elastic bush 40. The elastic bushing 40 is filled with rubber 43 between the inner cylinder 41 and the outer cylinder 42, absorbs the radial displacement between the toe control arm TA and the mounting shaft 30, and functions as a buffer member. The shaft portion 31 of the mounting shaft 30 has a central axis that is offset (eccentric) by a distance d with respect to the central axis of the bearing portion 32. On the other hand, a support recess 23 having a center axis is formed on the inner surface of the bearing member 22 at a position d offset (eccentric) from the center axis, and the distal end side of the shaft portion 31 of the mounting shaft 30 is formed in the support recess 23. It is rotatably supported. The bearing portion 32 is formed with a joint recess 33 that is integrally joined to the distal end side of the drive shaft 55 by spline coupling around the center axis thereof. Thus, the drive shaft 55 is supported by the housing 50 at a position that is relatively eccentric with respect to the mounting shaft 30 (the shaft portion 31 thereof).

  The drive means DM of the present embodiment includes an electric motor 60, a worm gear 61 that constitutes an output shaft thereof, and a worm wheel 62 that meshes with the worm gear 61 and is rotatably supported in the housing 50 via a bearing B. These constitute a speed reducer with zero reverse efficiency. The drive shaft 55 is fitted in the central hole of the worm wheel 62 and is configured to rotate integrally with the key 63. Accordingly, the central axis of the worm wheel 62 constitutes the drive shaft 55, and when the worm wheel 62, that is, the drive shaft 55 is driven to rotate, the attachment shaft 30 rotates around the central axis of the bearing portion 32 together with the shaft portion 31. In other words, it is driven in a direction orthogonal to the mounting shaft 30. The lid member 52 is screwed into the housing 50 after the worm wheel 62 is accommodated in the housing 50.

  Thus, in the alignment adjusting apparatus of the present embodiment, as described above, a desired travel mode is selected by the controller CT in accordance with the operation of the switch SW by the driver, and for example, the normal adjustment mode shown in FIG. When the ECO mode is selected from the neutral position of the state (normal mode), the worm gear 61 is rotationally driven by the electric motor 60 to enter the state (b). That is, the toe control arm TA moves in the axial direction to the right in FIG. 4 (arm extension) and moves at the above-mentioned eccentric distance d at the longest, and the multilink suspension MS in FIG. Is done. On the other hand, when the POWER mode is selected, the worm gear 61 is rotationally driven in the reverse direction to the above (C). That is, the toe control arm TA moves in the axial direction to the left in FIG. 4 (arm shortening) and moves at the above-mentioned eccentric distance d at the longest, and the multilink suspension MS in FIG. 1 is set to a predetermined amount of toe out. Is done.

  Next, FIGS. 5 to 7 show an actuator according to another embodiment of the present invention. Like the embodiment shown in FIGS. 2 and 3, the bracket 10 has parallel walls 11 and 12. However, as shown in FIGS. 5 and 6, the holes penetrating both wall portions are formed with long holes 15 and 16 whose longitudinal axis is located on the same axis as the axis of the toe control arm TA. . 2 and 3, the attachment shaft 75 is configured to rotatably support one end of the toe control arm TA (suspension arm) via the elastic bush 40. The elastic bushing 40 has the same configuration as that in FIG. 2, and substantially the same members are denoted by the same reference numerals and description thereof is omitted.

  In this embodiment, as shown in FIGS. 5 and 6, cam plates 71 and 72 having the same shape are rotatably held by the walls 11 and 12, respectively, and the shaft portion of the cam plate 72 is a long hole. 15 and 16 are inserted to constitute a mounting shaft 75, and a nut 76 is screwed to the tip thereof. As shown in FIGS. 5 and 6, the mounting shaft 75 is arranged at a position eccentric with respect to the rotation center axis C of the cam plates 71 and 72. In other words, the cam plates 71 and 72 have a rotation center axis C that is eccentric with respect to the mounting shaft 75, and this rotation center axis C is the aforementioned drive shaft. S is a scale for indicating the rotation angle of the cam plates 71 and 72.

  Further, restricting members 81 and 82 for restricting movement of the toe control arms TA of the cam plates 71 and 72 in the axial direction are fixed to the bracket 10, and the cam plates 71 and 72 rotate around the rotation center axis C. Accordingly, the mounting shaft 75 moves while being guided by the long holes 15 and 16. Thus, the cam plates 71 and 72 and the long holes 15 and 16 constitute a guide mechanism for restricting the movement of the attachment shaft 75 in the axial direction of the toe control arm TA. Therefore, in the present embodiment, the rotation center axis C of the cam plates 71 and 72 constitutes a drive shaft, and when the cam plates 71 and 72 (that is, the drive shaft) are rotationally driven, the mounting shaft 75 is the rotation center axis. Since it rotates about C, it is driven in a direction orthogonal to the mounting shaft 75, but the movement of the cam plates 71 and 72 in the axial direction of the toe control arm TA is restricted by the restriction members 81 and 82. Therefore, the attachment shaft 75 is linearly moved while being guided by the long holes 15 and 16. Although not shown in the drawings, the electric motor 60 or the like described above is used as the driving means of the present embodiment, and the cam plates 71 and 72 are rotationally driven around the rotation center axis C by the worm wheel 62. it can.

  Thus, in the alignment adjustment apparatus of the present embodiment, as described above, a desired travel mode is selected by the controller CT in accordance with the operation of the switch SW by the driver, and, for example, the normal mode of FIG. When the ECO mode is selected from the modes, the cam plates 71 and 72 are rotationally driven and become (b). That is, the toe control arm TA moves in the axial direction to the right in FIG. 7 (arm extension) and moves at the above-mentioned eccentric distance e at the longest, and the multilink suspension MS in FIG. 1 is set to a predetermined amount of toe-in. Is done. On the other hand, when the POWER mode is selected, the cam plates 71 and 72 are rotationally driven in the reverse direction to the above (C). That is, the toe control arm TA moves in the axial direction to the left in FIG. 7 (arm shortening) and moves at the maximum eccentric distance e as described above, and the multilink suspension MS in FIG. 1 is set to a predetermined amount of toe out. Is done.

  According to the alignment adjusting apparatus having the above-described configuration, as shown in FIG. 8, the mode switching of the characteristics of the engine EG and the shift timing of the automatic transmission AT is performed according to the operation of the switch SW by the driver. At the same time, the wheel alignment of the rear wheels is adjusted by the actuator ACT. That is, in the ECO mode, the engine EG and the automatic transmission AT are set to the respective ECO modes, and if the wheel alignment of the rear wheels is toe-in, the actuator ACT is inactivated, and a predetermined amount of toe-in is achieved. If the rear wheel alignment is not toe-in, the actuator ACT is driven and fixed to a predetermined amount of toe-in. Similarly, in the POWER mode, the engine EG and the automatic transmission AT are set to the respective POWER modes, and if the rear wheel alignment is toe-out, the actuator ACT is deactivated and a predetermined amount of toe-out is achieved. However, when the rear wheel alignment is not toe-out, the actuator ACT is driven and fixed to a predetermined amount of toe-out.

  Next, as another embodiment, an embodiment provided with an actuator that supports an arm so as to be movable a predetermined distance along a screw shaft and a support shaft will be described with reference to FIGS. 9 to 13. This embodiment shows an alignment adjustment device that adjusts the wheel alignment of the rear wheel by vertically displacing the vehicle body mounting side end portion of the rear wheel toe control arm TA. By this alignment adjustment device, the toe control arm Displacement of the TA attachment side end increases the amount of toe-in when the vehicle body bounces, and displacement downward causes the amount of toe-in to decrease when the vehicle body bounces and further displaces downward. Toe out.

  The actuator according to the present embodiment is configured as shown in FIGS. 9 and 10, is connected to one end side of the toe control arm TA, the bracket 100 is fixed to the vehicle body (VB in FIG. 1), and the toe control arm TA. The other end side is supported by the rear wheel WL as shown in FIGS. FIG. 13 is a perspective view of the rear wheels WL as seen from the oblique rear side in order to clarify these connection relationships. As shown in FIG. 9, the bracket 100 has parallel wall portions 110 and 120, and the screw shaft 200 is supported between the wall portions via a pair of bearings 210 and 220, and both ends of the support shaft 700. Is fixed. The screw shaft 200 is a trapezoidal screw shaft, and is arranged so that the shaft portion of the arm 500 is screwed thereto. One end of the screw shaft 200 extends outward from the wall 110 and is configured to be rotationally driven by the electric motor 600. The arm 500 advances and retreats along the shaft according to the rotation of the screw shaft 200. Move (move up and down in FIG. 9). The support shaft 700 is disposed in parallel with the screw shaft 200 and is fixed between the wall portions 110 and 120 via a sliding bearing member 710.

  On the other hand, the toe control arm TA of the present embodiment has a U-shaped end TAx formed at the tip thereof, and is held in a state in which the tip of the arm 500 is accommodated in the U-shaped end TAx. The bolt 310 provided on the mounting shaft 300 orthogonal to the shaft 200 and the support shaft 700 and the nut 320 screwed to the bolt 310 allow the U-shaped end portion TAx of the toe control arm TA to be connected to the arm 500 via the elastic bush 400. It is rotatably supported. Accordingly, the screw shaft 200 corresponds to a drive shaft of the electric motor 600, and the arm 500 is moved along the screw shaft 200 and the support shaft 700 according to the rotation of the screw shaft 200, thereby being orthogonal to the mounting shaft 300. The mounting shaft 300 is driven in the direction. The elastic bushing 400 has substantially the same configuration as the elastic bushing 40 in FIG. Thus, when the screw shaft 200 is driven to rotate by the electric motor 600, the arm 500 moves in the vertical direction in FIG. 9, so that the U-shaped end TAx of the toe control arm TA rotates around the mounting shaft 300. Then, the tip of the toe control arm TA swings about the attachment shaft 300 with respect to the arm 500. As a result, the toe control arm TA is displaced in the axial direction.

  In this case, when the arm 500 moves in the vertical direction of FIG. 9, that is, in the axial direction of the screw shaft 200, the arm 500 is guided and moved by the support shaft 700 at the same time. It functions as a member that bears the axial force of TA. Accordingly, the axial force of the toe control arm TA applied to the screw shaft 200 can be borne on the support shaft 700, and the arm 500 can easily move in the axial direction of the screw shaft 200. The thrust of can be reduced.

  That is, the vertical displacement of the toe control arm TA with respect to the vehicle body mounting side end is a displacement in a direction substantially orthogonal to the axis of the toe control arm TA, and the force applied to the toe control arm TA is the force when expanding and contracting. Since it can be displaced by several percent, the thrust of the actuator can be greatly reduced. Furthermore, by providing the support shaft 700 as a member that bears the axial force of the toe control arm TA separately from the member that drives the toe control arm TA, the strength of the actuator itself can be reduced.

  FIG. 14 shows the relationship between the bouncing stroke of the vehicle body and the toe-in amount when the arm 500 is swung and the attachment side end of the toe control arm TA is displaced by the alignment adjusting device shown in FIGS. 9 to 13. In the present embodiment indicated by the solid line, it is apparent that the toe-in position is displaced when the attachment side end of the toe control arm TA is displaced upward, as is clear from the comparison with the characteristics of the normal attachment state indicated by the broken line. It can be seen that the amount of toe-in decreases as the amount increases and is displaced downward. As described above, the toe-in amount when the vehicle body bounces can be adjusted. As described above, the wheel alignment is adjusted according to the driver's operation of the switch SW, and the rolling characteristics of the vehicle are easily adjusted. can do.

  In the above embodiments, the toe adjustment is performed. However, the wheel alignment may be adjusted by adjusting the camber. In this case, the actuator having the same configuration as described above is connected to the upper arm UA. What is necessary is just to provide in the attachment side to a vehicle body.

  FIG. 15 shows a configuration of an application example to a system that enables alignment adjustment corresponding to a change in vehicle height in a vehicle equipped with the above-described alignment adjustment device. In this configuration, each wheel (vehicle in FIG. The suspension MS and the actuator ACT shown in FIGS. 1 to 4 are provided for the left and right wheels FL and FR in front and the left and right wheels RL and RR in the rear of the vehicle. SH4 is provided, and alignment adjustment is performed based on these detected vehicle height values. Further, a vehicle speed sensor SV is provided, and a front wheel steering angle sensor SSf is provided, and detection signals of a vehicle height value (Hfl, Hfr, Hrl, Hrr) for each wheel, a vehicle speed Vs, and a steering angle Af of the front wheels are controlled by a controller. Input to CT. Furthermore, the vehicle height change speed is obtained based on (differentiated from) the vehicle height values detected by the vehicle height sensors SH1 to SH4 of the respective wheels, and the steering angular speed is obtained based on the steering angle Af of the front wheels. It is good also as performing alignment adjustment using a speed and a rudder angular velocity.

  In addition to the stability improvement mode (ECO mode) and the turnability improvement mode (POWER mode) that are switched in accordance with the operation of the travel mode changeover switch SW described above, an automatic adjustment mode (AUTO mode) described below is set. It is configured to be set independently of the former two modes or superimposed on the former two modes. As the automatic adjustment mode, for example, when the wheels on the inside of the turn are maintained in a so-called bound state and the wheels on the outside of the turn are maintained in a so-called rebound state during continuous cornering travel, the actuator ACT described above is used. There is a cornering traveling mode for adjusting to the alignment during normal traveling, and a loading mode for adjusting to the same alignment as in the empty state even in the loaded state. Furthermore, for vehicles equipped with a vehicle height adjustment device (not shown) such as an air suspension, this vehicle height adjustment device can be used to adjust to normal alignment before the vehicle height changes even when the vehicle height changes. It is good also as setting a mode.

  First, in the cornering travel mode, for example, in a vehicle that is continuously turning left, when the vehicle height sensor SH1 on the rebound side in front of the vehicle indicates 15 mm and the vehicle height sensor SH2 on the bounce side indicates 10 mm, Although the initial position (adjustment amount is zero), when the vehicle height sensor SH3 on the rebound side behind the vehicle indicates 20 mm and the vehicle height sensor SH4 on the bounce side indicates 10 mm, the actuator ACT is driven by the controller CT. The rebound side is set to the initial position (adjustment amount is zero), and the bounce side is adjusted to the toe-in side or the toe-out side according to the vehicle state. In other words, when turning the vehicle, the wheel located outside the turn is adjusted to an appropriate toe-in amount (increasing turning stability) according to the amount of change in vehicle height value on the left and right sides, change in vehicle speed, rudder angular speed, etc. The toe-out amount is adjusted (improving turning ability). Thus, it is possible to adjust the toe-in amount or the toe-out amount to be appropriate for the suspension of the turning outer wheel during continuous cornering traveling, and the cornering performance can be improved.

  Next, in the loading mode, when the vehicle is traveling straight while judging the loading state based on the vehicle height values detected by the vehicle height sensors SH1 to SH4, for example, the vehicle height sensors SH1 and SH2 are respectively used. When 10 mm and 15 mm are indicated and the vehicle height sensors SH3 and SH4 indicate 10 mm and 20 mm, respectively, the actuator ACT is driven by the controller CT, and the toe values of the front and rear wheels are adjusted to zero. That is, the toe value of the front and rear wheels during straight traveling is zero at the vehicle height position in the loaded state, and is maintained in the same alignment as when the vehicle is empty before loading. Note that, in the above-described cornering traveling support mode, the optimum alignment adjustment reflecting the loaded state is performed.

  Further, in the air suspension compatible mode, when the vehicle height is changed by a vehicle height adjusting device such as an air suspension, the actuator ACT is driven by the controller CT, and the front and rear wheels are maintained in the same alignment as before the vehicle height is changed. Therefore, the driver can drive with a stable driving feeling without being affected by the change in alignment accompanying the change in vehicle height. As described above, even when the above-described alignment adjustment device is applied to a vehicle on which a vehicle height adjustment device such as an air suspension is mounted, appropriate alignment adjustment corresponding to the vehicle height change or the like can be performed.

1 is a plan view showing an overall configuration of a vehicle including an alignment adjustment device according to an embodiment of the present invention. It is a longitudinal cross-sectional view of the actuator in one Embodiment of this invention. It is a cross-sectional view of an actuator in one embodiment of the present invention. It is a partial cross section figure which shows the action | operation of the alignment adjustment apparatus which concerns on one Embodiment of this invention. It is a longitudinal cross-sectional view of the actuator in other embodiment of this invention. It is a front view of the actuator in other embodiments of the present invention. It is a partial cross section figure which shows the action | operation of the alignment adjustment apparatus by the actuator in other embodiment of this invention. It is a flowchart which shows the action | operation of the alignment adjustment apparatus of this invention. It is a top view of the actuator in other embodiment of this invention. It is a front view of the actuator in other embodiment of this invention. It is a front view of a suspension including an alignment adjustment device according to still another embodiment of the present invention. It is a top view of the suspension containing the alignment adjustment apparatus which concerns on further another embodiment of this invention. FIG. 10 is a perspective view of a suspension including an alignment adjustment device according to still another embodiment of the present invention. It is a graph which shows the relationship between the bouncing stroke of a vehicle body, and a toe-in amount when the attachment side edge part of a toe control arm is displaced by the alignment adjustment apparatus which concerns on other embodiment of this invention. It is a top view which shows the structure of the example of application to the system which enables the alignment adjustment corresponding to a vehicle height change etc. in the vehicle provided with the alignment adjustment apparatus which concerns on one Embodiment of this invention.

Explanation of symbols

VB Car body WL Wheel MS Multi-link suspension TA Toe control arm ACT Actuator CT Controller SW Traveling mode changeover switch DM Driving means 10 Bracket 15, 16 Long hole 20 Support member 30, 300 Mounting shaft 40, 400 Elastic bush 50 Housing 55, 75 Drive shaft 60, 600 Electric motor 71, 72 Cam plate 81, 82 Restriction member

Claims (8)

  In a vehicle alignment adjustment device for adjusting wheel alignment by displacing one end of a suspension arm interposed between a vehicle body and a wheel with respect to the vehicle body, a bracket fixed to the vehicle body, and a rotation with respect to the bracket A mounting shaft that supports the end of the suspension arm so as to be rotatable, and a drive shaft that drives the mounting shaft in a direction orthogonal to the mounting shaft. And a driving means for driving in accordance with the driving means, and driving the mounting shaft by the driving means to displace one end of the suspension arm in the axial direction.   The mounting shaft includes a bearing portion that is coaxial with the drive shaft and is supported by the bracket so as to be rotatable integrally with the drive shaft, and a shaft portion that is relatively eccentric with respect to the drive shaft. 2. The vehicle alignment according to claim 1, wherein one end of the suspension arm is displaced in the axial direction by driving the mounting shaft in a direction orthogonal to the shaft portion according to rotation of the bearing portion by means. Adjustment device.   3. The drive means comprises an electric motor, a worm gear constituting an output shaft of the electric motor, and a worm wheel meshing with the worm gear and having a central axis constituting the drive shaft. Vehicle alignment adjustment device.   A guide mechanism for restricting the movement of the mounting shaft in the axial direction of the suspension arm, and driving the mounting shaft in a direction perpendicular to the mounting shaft according to the rotation of the driving shaft by the driving means; 2. The vehicle alignment adjusting device according to claim 1, wherein the mounting shaft is moved along the guide mechanism to displace one end of the suspension arm in the axial direction.   A cam plate having a rotation center shaft eccentric with respect to the mounting shaft and rotatably supported by the bracket; and a regulating member for restricting movement of the cam plate in the axial direction of the suspension arm. 5. The vehicle alignment adjusting apparatus according to claim 4, wherein the cam plate is driven to rotate about the rotation center axis in accordance with rotation of the drive shaft by means.   The guide mechanism has a long hole formed in the bracket, and is arranged so that an end of the mounting shaft is fitted into the long hole, and the mounting shaft is moved to the long hole according to the rotational drive of the cam plate. The vehicle alignment adjusting device according to claim 5, wherein the vehicle alignment adjusting device moves while being guided by the vehicle.   The mounting shaft is rotatably supported at one end, and is screwed to a screw shaft orthogonal to the mounting shaft at the other end so as to be movable along the screw shaft, and in parallel with the screw shaft. An arm that movably supports a support shaft; and the bracket rotatably supports the screw shaft, and fixes both ends of the support shaft, and the arm extends along the screw shaft and the support shaft. The mounting shaft is supported so as to be movable by a predetermined distance, and the screw shaft is used as the drive shaft of the drive means, and the arm is moved along the screw shaft and the support shaft according to the rotation of the screw shaft. The vehicle alignment adjusting apparatus according to claim 1, wherein the mounting shaft is driven in a direction perpendicular to the axis to displace one end of the suspension arm in the axial direction.   The vehicle alignment according to any one of claims 1 to 7, further comprising an elastic bushing interposed between the attachment shaft and one end of the suspension arm to absorb a radial displacement. Adjustment device.

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