JP2009132280A - Camber angle adjusting mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a camber angle adjusting mechanism of simple structure reduced in a load to be applied to an actuator and securing strength. <P>SOLUTION: This camber angle adjusting mechanism 1 for changing a camber angle of a wheel 30 relative to a vehicle body comprises a support member 21 connected to the vehicle body, a base member 20 provided in the support member 21, an actuator 2 provided in the base member 20 so as to generate rotary driving force, arms 3 and a transmitting member 4 for transmitting driving force from the actuator 2, and a turning member 5 for changing a camber angle of the wheel 30 by turning relative to the base member 20 with driving force from the actuator 2 transmitted through the arms 3 and the transmitting member 4. The actuator 2 has a main body 2a and a rotary actuator shaft 2b passing through the main body 2a. The arms 3 are respectively connected to the actuator shaft 2b passing through the main body 2a on both sides of the main body 2a of the actuator 2. The transmitting member 4 is connected to the arms 3 in one end thereof, and connected to the turning member 5 on the other end thereof. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a camber angle adjusting mechanism that can change a camber angle of a wheel with a simple structure.

  Conventionally, as shown in FIG. 5, in order to be able to control cambers and tows individually for each wheel by an actuator, a ball joint 533 that supports an axle 532 that supports the wheel at one point with respect to the vehicle body, First and second actuators that support two points in the longitudinal direction of the vehicle that are above or below the support point of the ball joint 533 in the axle 532 and that individually displace these two support points in the vehicle width direction. 534, 535 and the two support points are relatively displaced in the vehicle width direction to change the wheel toe and / or the two support points are displaced in the same direction in the vehicle width direction. And a control means for controlling the first and second actuators 534 and 535 so as to change the camber of the wheel (Patent Document 1).

JP 2004-122932 A

  However, in the invention described in Patent Document 1, when a load is generated in the vehicle front-rear direction, a large load is applied to the first and second actuators 534, 535 on the kingpin shaft in all the vehicle front-rear and left-right directions. Since the fulcrums of the first and second actuators 534 and 535 need to be connected by ball joints or the like to provide freedom in the front-rear and left-right directions, the first and second actuators 534 and 535 take up much of the load. It was difficult to ensure the strength.

  An object of the present invention is to solve the above-described problems, and to provide a camber angle adjusting mechanism that has a simple structure, reduces a load on an actuator, and ensures strength.

  To this end, the present invention provides a camber angle adjustment mechanism for changing a camber angle of a wheel with respect to a vehicle body, a support member coupled to the vehicle body, a base member provided on the support member, and a rotation driving force provided on the base member. And an arm and a transmission member for transmitting the driving force of the actuator, and by rotating with respect to the base member by the driving force of the actuator transmitted from the arm and the transmission member, A rotating member that changes a camber angle, the actuator having a main body and an actuator shaft that rotates through the main body, and the arm penetrates the main body on both sides of the main body of the actuator. Each of the actuator shafts is rotatably connected, and the transmission member is connected to the arm on the one hand. , Characterized in that it is connected to the rotating member on the other hand.

  The base member has a protective cover that rotatably supports the actuator shaft on both sides of the actuator body and covers the actuator body.

  The camber angle adjusting mechanism according to claim 1, wherein the base member is provided with a stopper that regulates a rotation angle of the arm.

  According to the first aspect of the present invention, in the camber angle adjusting mechanism for changing the camber angle of the wheel with respect to the vehicle body, the support member coupled to the vehicle body, the base member provided on the support member, and the base member are provided. An actuator that generates a rotational driving force, an arm and a transmission member that transmit the driving force of the actuator, and a rotation of the actuator with respect to the base member by the driving force of the actuator that is transmitted from the arm and the transmission member. A rotating member that changes the camber angle of the wheel, and the actuator has a main body and an actuator shaft that passes through the main body and rotates, and the arms are on both sides of the main body of the actuator. Each of the actuator shafts penetrating the main body is rotatably connected to each other, and the transmission member is, on the other hand, the arm. Since it is connected and connected to the rotating member on the other side, it is possible to receive input in various directions from the wheels by the base member, and to reduce the input of thrust load or radial load directly to the actuator. it can. Further, in the vicinity where the camber angle adjusting mechanism is installed, the base member is supported by a support member having high rigidity, so that it is possible to secure strength with light weight without using an extra member.

  According to a second aspect of the present invention, the base member rotatably supports the actuator shaft on both sides of the main body of the actuator and has a protective cover that covers the actuator main body. Intrusion such as heat can be reduced.

 According to a third aspect of the present invention, since the base member is provided with a stopper for restricting the rotation angle of the arm, even if the actuator malfunctions due to a failure or the like, a predetermined camber angle is obtained. The running stability can be maintained.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view of the camber angle adjusting mechanism 1 according to the first embodiment as viewed from the upper rear side, and FIG. 2 is a perspective view of the camber angle adjusting mechanism 1 of the first embodiment as viewed from the upper front side.

  Note that front and rear correspond to the front and rear direction of the vehicle, and an arrow F in the figure is the front. Further, the vehicle width direction is a direction orthogonal to the vehicle front-rear direction (the same applies hereinafter).

  1 and 2, 1 is a camber angle adjusting mechanism, 2 is an actuator, 3 is an arm, 4 is a transmission member, 5 is a rotating member, 6 is a negative stopper, 7 is a positive stopper, 8 is a protective cover, and 20 is A base member, 21 is a torsion beam, 30 is a wheel, 34 is a first connecting portion, and 45 is a second connecting portion.

  The camber angle adjusting mechanism 1 of the first embodiment is an apparatus for changing the camber angle of the wheel 30 provided at a portion connecting a vehicle body (not shown) and the wheel 30. Here, the wheel 30 includes a tire, a wheel, a hub 31 and the like.

  The camber angle adjusting mechanism 1 includes a base member 20 connected to the vehicle body or the support member, an actuator 2 for generating a driving force, and driving of the actuator 2 by a strut suspension or a torsion beam 21 as a support member connected to the vehicle body. The arm 3 and the transmission member 4 that transmit force, and the rotation member that changes the camber angle of the wheel 30 by rotating with respect to the base member 20 by the driving force of the actuator 2 transmitted from the arm 3 and the transmission member 4. And 5.

  The base member 20 is fixed to a torsion beam 21 that swings with respect to the vehicle body, and an actuator support portion 20a that rotatably supports the actuator shaft 2b protruding on both sides of the main body 2a of the actuator 2, and the main body 2a of the actuator 2. The support bar 20b which couple | bonds the actuator support part 20a provided in both sides of this, and the rotation member support part 20c corresponding to the camber axis | shaft C and supporting the rotation member 5 so that it may rotate.

  The actuator 2 has a main body 2a and an actuator shaft 2b that passes through the main body 2a, protrudes on both sides of the main body 2a, and rotates. The actuator shaft 2b is disposed in parallel with the camber shaft C and is rotatably supported by the actuator support portion 20a of the base member 20.

  The arm 3 is rotated integrally with each of the actuator shafts 2b projecting on both sides of the main body 2a or rotated at a reduced speed with respect to the rotation of the actuator shaft 2b. The transmission member 4 is connected so as to rotate.

  The transmission member 4 is connected to the arm 3 via the first connection portion 34 so as to rotate, and is connected to the rotation member 5 via the second connection portion 45 so as to rotate. 2 is transmitted to the rotating member 5. In addition, it is preferable that the 1st connection part 34 and the 2nd connection part 45 use a ball bearing etc.

The rotating member 5 supports the wheel 30 in a rotatable manner via the hub 31 and the like, and is rotatable with respect to the base member 20 around the camber shaft C.
The negative stopper 6 and the positive stopper 7 limit movement when the wheel 30 is adjusted to the negative camber and the positive camber, respectively.

  The protective cover 8 is provided on the base member 20 so as to cover the actuator 2, and has a role of heat insulation and the like while preventing entry of water, dust and the like.

  As shown in FIGS. 1 and 2, it is preferable that the camber shaft C, the actuator shaft A, the first connecting portion 34, and the second connecting member 4 are in a substantially parallel relationship.

  FIG. 3 is a schematic diagram of operation as seen from the rear of the vehicle body when the camber angle is changed. 3 (a) shows a state where the actuator 2 is not operated, FIG. 3 (b) shows a state where the actuator 2 is operated to be a negative camber, and FIG. 3 (c) shows a state where the actuator 2 is operated, It shows the state of positive camber.

  As shown in FIG. 3A, in the state where the actuator 2 is not operated, the alignment initial setting state is set. In the present embodiment, for example, the camber angle is set to 0 °.

  As shown in FIG. 3B, when the actuator shaft 2b of the actuator 2 is rotated clockwise as indicated by the arrow An, the arm 3 is rotated in the direction indicated by the arrow An similarly to the actuator shaft 2b. Then, the transmission member 4 is pulled by the arm 3 and moves in the direction of the arrow n1 (the right side of the drawing, the vehicle body side) while rotating relative to the arm 3 around the first connecting portion 34.

  The rotation member 5 is pulled by the transmission member 4 and rotates relative to the transmission member 4 around the second connecting portion 45 and rotates in the direction of the arrow n2 toward the vehicle body around the camber shaft C. Move. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the rotation of the actuator 2 continues from this state, as shown in FIG. 4A, the negative stopper portion 6 provided on the actuator support portion 20a of the base member 20 comes into contact with the arm 3, and the movement of the arm 3, that is, The camber angle is regulated.

  Further, as shown in FIG. 3C, when the actuator shaft 2b of the actuator 2 is rotated counterclockwise as indicated by the arrow Ap, the arm 3 is rotated in the direction indicated by the arrow Ap similarly to the actuator shaft 2b. . Then, the transmission member 4 is pulled by the arm 3 and moves in the direction of the arrow p1 (the left side of the paper, the wheel side) while rotating relative to the arm 3 around the first connecting portion 34.

  The rotating member 5 is pushed by the transmission member 4 and rotates in the direction of arrow p2 toward the wheel side around the camber shaft C while rotating relative to the transmission member 4 around the second connecting portion 45. Move. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 2 continues from this state, as shown in FIG. 4B, the positive stopper portion 7 provided on the actuator support portion 20a of the base member 20 comes into contact with the arm 3, and the movement of the arm 3, that is, The camber angle is regulated.

  Thus, in the camber angle adjusting mechanism 1 that changes the camber angle of the wheel 30 with respect to the vehicle body, the support member 21 connected to the vehicle body, the base member 20 provided on the support member 21, and the base member 20 are provided for rotational driving. The actuator 2 that generates force, the arm 3 and the transmission member 4 that transmit the driving force of the actuator 2, and the base 2 is rotated by the driving force of the actuator 2 transmitted from the arm 3 and the transmission member 4. And the rotating member 5 that changes the camber angle of the wheel 30, the actuator 2 has a main body 2 a, an actuator shaft 2 b that passes through the main body 2 a and rotates, and the arm 3 has both sides of the main body 2 a of the actuator 2. Thus, each of the actuator shafts 2b penetrating the main body 2a is rotatably connected, and the transmission member 4 is connected to the arm 3 on the other hand. On the other hand, since it is connected to the rotating member 5, input in various directions from the wheel 30 can be received by the base member 20, and it is possible to reduce the input of thrust load or radial load to the actuator 2 directly. Can do.

  Further, since the base member 20 rotatably supports the actuator shaft 2b on both sides of the body 2a of the actuator 2 and has a protective cover 8 that covers the actuator 2 body 2a, it can reduce intrusion of water, dust, heat, and the like. Can do.

  Further, since the base member 20 is provided with stoppers 6 and 7 for restricting the rotation angle of the arm 3, even if the actuator 2 malfunctions due to a failure or the like, the base member 20 is maintained within a predetermined camber angle and travels. Stability can be maintained.

It is the perspective view which looked at the camber angle adjustment mechanism of 1st Embodiment from back upper direction. It is the perspective view which looked at the camber angle adjustment mechanism of 1st Embodiment from the front upper direction. It is the operation | movement schematic when the camber angle of 1st Embodiment is changed. It is an enlarged view of the stopper part of 1st Embodiment. It is a figure which shows the prior art.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Camber angle adjustment mechanism, 2 ... Actuator, 2a ... Main body, 2b ... Actuator shaft, 3 ... Arm, 34 ... 1st connection part, 4 ... Transmission member, 45 ... 2nd connection part, 5 ... Turning member, 6 DESCRIPTION OF SYMBOLS ... Negative stopper part, 7 ... Positive stopper part, 8 ... Protective cover, 20 ... Base member, 20a ... Turning part, 21 ... Torsion beam (support member), 30 ... Wheel, 31 ... Hub (wheel support member), C ... Camber shaft

Claims (3)

In the camber angle adjustment mechanism that changes the camber angle of the wheel relative to the vehicle body,
A support member coupled to the vehicle body;
A base member provided on the support member;
An actuator provided on the base member for generating a rotational driving force;
An arm and a transmission member for transmitting the driving force of the actuator;
A rotation member that changes the camber angle of the wheel by rotating with respect to the base member by the driving force of the actuator transmitted from the arm and the transmission member;
The actuator has a main body and an actuator shaft that passes through the main body and rotates,
The arm is rotatably connected to each of the actuator shafts penetrating the main body on both sides of the main body of the actuator,
The transmission member is connected to the arm on the one hand and to the rotating member on the other hand.   The camber angle adjusting mechanism according to claim 1, wherein the base member includes a protective cover that rotatably supports the actuator shaft on both sides of the body of the actuator and covers the actuator body.   The camber angle adjusting mechanism according to claim 1, wherein the base member is provided with a stopper that regulates a rotation angle of the arm.

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