JP2010228653A - Camber angle variable mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact and light-weight camber angle variable mechanism capable of reducing a load to a motor by simple structure, robust against an external force, and excellent in resistance against vibration. <P>SOLUTION: The camber angle variable mechanism includes a base member 20 and a motor 2 connected to a vehicle body side, a power transmission mechanism 3 for transmitting the power of the motor 2, and a movable member, the power transmission mechanism 3 has a first pulley connected to an output shaft of the motor 2 and rotated integrally, a belt laid on the first pulley at one side, a second pulley laid with the belt at the other side, a worm gear connected to the second pulley to be rotated integrally, and a worm wheel meshed with the worm gear, and a first face including an output shaft of the motor 2 and a rotary shaft of the worm gear is made horizontal or inclined within a prescribed angle range with respect to a horizon. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, as shown in FIG. 20, 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 general, a mechanism using an actuator requires a complicated and large space, and in order to maintain a predetermined camber angle, power is always required, resulting in poor efficiency and fuel consumption. Further, when positioning the camber at a predetermined position, the operation speed for changing the camber differs depending on the load applied to the tire, and it is difficult to accurately control the camber angle positioning. Furthermore, when vibration due to disturbance was input, there was a portion with low vibration resistance depending on the direction of the actuator.

  The present invention solves the above-mentioned problems, and has a simple structure, reduces the load on the motor, is strong against external forces, is small and lightweight, and has a camber angle with excellent vibration resistance. An object is to provide a variable mechanism.

  Therefore, the camber angle variable mechanism of the present invention is a camber angle variable mechanism that changes a camber angle of a wheel with respect to a vehicle body, a base member connected to the vehicle body side, a motor that is provided on the base member and generates rotational power. A power transmission mechanism for transmitting the power of the motor; and the wheel is rotatably supported, connected to the power transmission mechanism, and rotated with respect to the base member to change the camber angle of the wheel. A movable member, and the power transmission mechanism is connected to an output shaft of the motor and rotates integrally with the first pulley, a belt wound around the first pulley, and the belt wound around the other. A second pulley to be engaged, a worm gear connected to the second pulley and rotating integrally, and a worm wheel meshing with the worm gear. And wherein the inclined within a predetermined angle range a first plane including a rotation axis of the the shaft worm gear with respect to the horizontal or horizontal.

  The predetermined angle is set based on vertical vibrations applied to the vehicle.

  Further, the predetermined angle is an angle set so that an input vibration to the motor is equivalent to a vibration input to the vehicle body with respect to the vibration input from the wheel. .

  Further, the first surface is inclined within ± 14.5 ° with the horizontal direction being 0 °.

  In addition, the power transmission mechanism and a case for housing the motor are included, and the motor is supported to the case via a vibration control member.

  According to the first aspect of the present invention, in the camber angle variable mechanism for changing the camber angle of the wheel with respect to the vehicle body, a base member connected to the vehicle body side, a motor provided on the base member and generating rotational power, A power transmission mechanism for transmitting the power of the motor; and a movable support for rotating the camber angle of the wheel by rotatably supporting the wheel and being connected to the power transmission mechanism and rotating with respect to the base member. A first pulley that is coupled to an output shaft of the motor and rotates integrally, a belt that is wound around the first pulley, and a belt that is wound around the first pulley. A second pulley, a worm gear connected to the second pulley and rotating integrally; and a worm wheel meshing with the worm gear; and an output shaft of the motor and the wedge Since the first surface including the rotation shaft of the motor gear is inclined within a predetermined angle range with respect to the horizontal or horizontal, the load on the motor is reduced with a simple structure, and it is strong and compact against external forces. Provided is a camber angle variable mechanism that is lightweight and excellent in vibration resistance.

  According to the second aspect of the present invention, since the predetermined angle is set based on vertical vibration applied to the vehicle, vibration resistance can be further improved.

  According to a third aspect of the present invention, the predetermined angle is set so that the input vibration to the motor is equivalent to the vibration input to the vehicle body with respect to the vibration input from the wheel. Therefore, the vibration input to the motor itself can be reduced.

  According to the invention of claim 4, since the first surface is inclined within ± 14.5 ° with the horizontal direction being 0 °, the vibration resistance can be further improved.

  According to the invention described in claim 5, since the power transmission mechanism and the motor are accommodated in the case, and the motor is supported by the case via the vibration control member, the vibration of the motor Can be reduced.

It is the perspective view which looked at the camber angle variable mechanism of 1st Embodiment from back upper direction. It is the figure which looked at the camber angle variable mechanism of 1st Embodiment from back. It is a perspective view of a motor and a power transmission mechanism. It is sectional drawing of a motor and a power transmission mechanism. It is a top view of a motor and a power transmission mechanism. It is the operation | movement schematic seen from the vehicle body at the time of changing a camber angle | corner. It is a schematic diagram of the camber angle variable mechanism in a state where the camber angle is not changed. It is an enlarged view of the periphery of the worm wheel in a state where the camber angle is not changed. It is a schematic diagram of the camber angle variable mechanism in the middle of changing a camber angle. It is an enlarged view around the worm wheel in the middle of changing the camber angle. It is a schematic diagram of the camber angle variable mechanism in a state where the camber angle is changed. It is an enlarged view of the worm wheel periphery of the state which changed the camber angle. It is a figure which shows the relationship between the crank angle of a crankshaft, and a camber angle. It is a side view of the motor and power transmission mechanism of Example 1. It is a side view of the motor and power transmission mechanism of Example 2. It is a side view of the motor and power transmission mechanism of Example 3. It is sectional drawing of the motor of Example 1, and a power transmission mechanism. It is a schematic diagram which shows the vibration resistance of a motor. It is a figure which shows other embodiment. It is a figure which shows the prior art. It is a figure which shows the prior art.

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

  FIG. 1 is a perspective view of the camber angle varying mechanism 1 according to the first embodiment as seen from above and FIG. 2 is a diagram of the camber angle varying mechanism 1 according to the first embodiment as seen from the rear. However, in the figure, there are portions where a case, a knuckle, etc. are omitted in order to make the camber angle variable mechanism 1 easy to see.

  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 variable mechanism, 2 is a motor, 3 is a power transmission mechanism, 4 is an arm as a transmission member included in the power transmission mechanism, 5 is a movable plate as a movable member, and 20 is a base. A knuckle as a member, 21 is a strut, 22 is a lower arm, 30 is a wheel, and 40 is a drive shaft.

  The camber angle changing mechanism 1 of the first embodiment is a device for changing the camber angle of the wheel 30 provided at a portion connecting a vehicle body (not shown) and the wheel 30.

  The camber angle variable mechanism 1 includes a knuckle 20 connected to a support member such as a vehicle body or a strut 21 and a lower arm 22, a motor 2 that generates power, a worm wheel 3 and an arm 4 that transmit power of the motor 2, a worm The movable plate 5 is movable with respect to the knuckle 20 by the power of the motor 2 transmitted from the wheel 3 and the arm 4.

  The knuckle 20 is fixed to a strut 21 that swings with respect to the vehicle body, and is rotatably supported by a lower arm 22. Further, the knuckle 20 has a support portion that supports the motor 2 and the power transmission mechanism 3, and is connected to the movable plate 5 via a rubber bush or the like.

  The motor 2 is a DC motor and rotates forward and backward by a relay or the like. The motor main body 2a is supported on the vehicle body side such as a knuckle via a case 51 as a base member via a damping member, and the output shaft 2b is connected to the arm 4 via the power transmission mechanism 3.

  The arm 4 is included in the power transmission mechanism 3 and is connected to the first connecting portion 34 on the one hand and to the movable plate 5 on the other hand via the second connecting portion 45, and transmits the power of the motor 2 to the movable plate 5. To do.

  The movable plate 5 rotatably supports the wheel 30 via the hub 31 and the like, and when the motor 2 is operated, power is transmitted by the worm wheel 3 and the arm 4 and rotates with respect to the knuckle 20.

  3 is a perspective view of the motor and the power transmission mechanism, FIG. 4 is a sectional view of the motor and the power transmission mechanism, and FIG. 5 is a conceptual diagram of the motor and the power transmission mechanism.

  The power transmission mechanism 3 transmits the power of the motor 2 to the arm 4. The power transmission mechanism 3 is connected to the output shaft 2b of the motor 2, and a small pulley 3a as a first pulley that rotates integrally, a belt 3b wound around the small pulley 3a, and a belt 3b wound around the other. The second pulley has a large pulley 3c, a worm gear tooth portion 3d1, is connected to the large pulley 3c, has a worm gear 3d that rotates integrally, and a worm wheel tooth portion 3e1 that meshes with the worm gear tooth portion 3d1, and the worm gear 3d Has a worm wheel 3e that rotates by rotating, and a crankshaft 3f that is connected to the worm wheel 3e and rotates integrally therewith. The crankshaft 3f is a crankshaft 3f2 having a crankshaft 3f1 coaxial with the rotation shaft 3e2 of the worm wheel 3e and a first connecting portion 34 that is eccentric to the crankshaft 3f1 and connected to one of the arms 4. And having.

  The small pulley 3a has a small pulley tooth portion 3a1, the belt 3b has a belt tooth portion 3b1, and the large pulley 3c has a large pulley tooth portion 3c1. The small pulley tooth portion 3a1 and the large pulley tooth portion 3c1 mesh with the belt tooth portion 3b1, respectively.

  Further, the worm wheel 3e is formed in a sector shape with a predetermined angle, and has a first worm wheel contact portion 3e3 and a second worm wheel contact portion 3e4 on the inner peripheral side of the worm wheel tooth portion 3e1 at the end thereof. The rotation of the worm wheel 3e is restricted by the first worm wheel contact portion 3e3 or the second worm wheel contact portion 3e4 contacting the stopper 52.

  The stopper 52 is provided so as to straddle the worm wheel 3e in the axial direction with the stopper support portion 52a supported by the case 51, and comes into contact with the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4. And a stopper contact portion 52b for restricting the rotation of the worm wheel 3e.

  The power of the motor 2 is transmitted to the first pulley 3a via the output shaft 2a. The power transmitted to the first pulley 3a is transmitted to the second pulley 3b via the belt 3b. The power transmitted to the second pulley 3b is transmitted to the worm gear 3c, from the worm gear 3c to the worm wheel 3e, and from the worm wheel 3e to the crankshaft 3f.

  The motor 2 is set in advance to stop rotating at the same time as when the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4 contact the stopper contact portion 52b and rotate in the opposite direction. Has been.

  FIG. 6 is an operation schematic diagram seen from the rear of the vehicle body when the camber angle is changed.

  As shown in FIG. 6, when the motor 2 is operated, the power transmission mechanism 3 is operated and one of the arms 4 is swung. Then, the movable member 4 pulled by the arm 4 and connected to the other of the arms 4 rotates with respect to the knuckle 20 (not shown) to give the wheel 30 a camber angle.

  FIG. 7 is a schematic diagram of the camber angle changing mechanism in a state where the camber angle is not changed, and FIG. 8 is an enlarged view of the periphery of the worm wheel in a state where the camber angle is not changed.

  As shown in FIG. 7, in the state where the camber angle is not changed, the crankshaft 3f1 of the crankshaft 3f, the first connecting portion 34 in which the crankpin 3f2 of the crankshaft 3f and the arm 4 are connected from the vehicle body side, The movable plate 5 and the second connecting portion 45 to which the arm 4 is connected are configured to be in a first state in which they are aligned on a straight line A.

  At this time, as shown in FIG. 8, the stopper contact portion 52b of the stopper 52 is in contact with the first worm wheel contact portion 3e3 of the worm wheel 3e. .

  FIG. 9 is a schematic diagram of the camber angle changing mechanism in the middle of changing the camber angle, and FIG. 10 is an enlarged view around the worm wheel in the middle of changing the camber angle.

  As shown in FIG. 9, in the state where the camber angle is being changed, from the vehicle body side, the crankshaft 3f1 of the crankshaft 3f, the first connecting portion 34 where the crankpin 3f2 of the crankshaft 3f and the arm 4 are connected, The second connecting portion 45 where the movable plate 5 and the arm 4 are connected is configured to be in a midway state that is not aligned.

  At this time, as shown in FIG. 10, the stopper contact portion 52b of the stopper 52 is not in contact with the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4 of the worm wheel 3e.

  FIG. 11 is a schematic diagram of the camber angle changing mechanism with the camber angle changed, and FIG. 12 is an enlarged view of the periphery of the worm wheel with the camber angle changed.

  As shown in FIG. 11, in a state where the camber angle is changed, the first connecting portion 34 in which the crank pin 3f2 of the crankshaft 3f of the power transmission mechanism 3 and the arm 4 are connected from the vehicle body side, and the crankshaft 3f The crankshaft 3f1 and the second connecting portion 45 to which the movable plate 5 and the arm 4 are connected are configured to be in a second state in which they are aligned on a straight line B.

  At this time, as shown in FIG. 12, the stopper contact portion 52b of the stopper 52 contacts the second worm wheel contact portion 3e4 of the worm wheel 3e. .

FIG. 13 is a diagram showing the relationship between the crank angle of the crankshaft 3f and the camber angle.
When the camber angle varying mechanism 1 is in the first state and the second state, the tangent line in the first connecting portion 34 with respect to the trajectory of the first connecting portion 34 is perpendicular to the straight line A and the straight line B. If there is no power, a tangential force component that rotates the arm 4 is not generated, and the camber angle varying mechanism 1 is locked.

  Next, Examples 1 to 3 of the motor and the power transmission mechanism will be described. 14 is a diagram illustrating the first embodiment, FIG. 15 is a diagram illustrating the second embodiment, and FIG. 16 is a diagram illustrating the third embodiment. In the first to third embodiments, the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d is arranged horizontally or substantially horizontally.

  As shown in FIG. 14, the positional relationship between the rotating shaft 3d2 of the worm gear 3d and the output shaft 2b of the motor 2 is most advantageous in terms of vibration resistance when it coincides with the horizontal direction. This is because, as shown in FIG. 17, in the present embodiment, the belt 2b is used to connect the motor 2 side and the worm gear 3d side. The worm gear 3d is fixed to the case 51 via a bearing 51a and the like. However, the motor 2 is supported on the output shaft 2b side by the inter-shaft distance fixing plate 23 that maintains a constant inter-shaft distance with the rotation shaft 3d2 of the worm gear 3d, and the opposite side of the output shaft 2b serves as a vibration damping member. The case 51 is supported by a restraining rubber 51b or the like. Therefore, the motor 2 has low vibration resistance.

  Since the distance between the two axes is kept constant in terms of mechanism, as shown in FIG. 21, the closer the positional relationship between the two axes is to the vertical direction, the more likely the motor 2 is held by the vibration suppression rubber 51b. This is because the front and rear G are received directly. Therefore, as shown in FIG. 18, the positional relationship between the two axes is preferably set with the first surface S1 close to the horizontal direction, which is excellent in vibration resistance.

  Note that it is difficult to accurately level the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d, so that the first surface S1 may be tilted within a predetermined angle range with respect to the horizontal. .

  The predetermined angle is preferably set based on vertical vibration applied to the vehicle.

  Further, the predetermined angle is preferably an angle set so that the input vibration to the motor 2 is equivalent to the vibration input to the vehicle body with respect to the vibration input from the wheel 30.

  For example, the allowable setting angle is generally that the vibration G under the vehicle spring is about four times that on the spring. Therefore, in this embodiment, it is desired to suppress the input vibration to the motor 2 to ¼ or less. Then, as shown in FIGS. 15 and 16, the positional relationship between the two axes is preferably ± 14.5 ° (= asin (0.25)) at the maximum with respect to the horizontal angle.

  FIG. 14 is a side view of the motor 2 and the power transmission mechanism 3 according to the first embodiment. In the first embodiment, the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d is in the horizontal direction. By arranging in this way, the vibration resistance can be improved.

  FIG. 15 is a side view of the motor 2 and the power transmission mechanism 3 according to the second embodiment. In the second embodiment, the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d is inclined within + 14.5 ° with respect to the horizontal direction. By arranging in this way, the vibration resistance can be improved.

  FIG. 16 is a side view of the motor 2 and the power transmission mechanism 3 according to the third embodiment. In the first embodiment, the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d is inclined within -14.5 ° with respect to the horizontal direction. By arranging in this way, the vibration resistance can be improved.

  FIG. 19 shows an example in which the camber angle varying mechanism 1 is provided on the rear wheel. In this case, the motor 2 and the power transmission mechanism 3 are supported by the trailing arm 25.

  In this embodiment, the camber angle is not changed in the first state, and the camber angle is changed in the second state. However, the camber angle is changed in the first state. In the second state, the camber angle may not be changed in the changed state.

  Thus, according to the present embodiment, in the camber angle variable mechanism that changes the camber angle of the wheel 30 with respect to the vehicle body, the base member 20 connected to the vehicle body side and the base member 20 are provided to generate rotational power. The motor 2, the power transmission mechanism 3 that transmits the power of the motor 2, and the wheel 30 are rotatably supported, connected to the power transmission mechanism 3, and rotated with respect to the base member 20, thereby the camber angle of the wheel 30. The power transmission mechanism 3 is connected to the output shaft 2b of the motor 2 and rotates integrally therewith, and on the other hand, a belt 3b wound around the first pulley 3a. A second pulley 3c for winding the belt 3b on the other side, a worm gear 3d connected to the second pulley 3c and rotating integrally therewith, and a worm wheel 3e meshing with the worm gear 3d. Since the first surface S1 including the output shaft 2b of the motor 2 and the rotation shaft 3d2 of the worm gear 3d is inclined within a predetermined angle range with respect to the horizontal or horizontal, the vibration resistance can be improved. .

  Further, since the predetermined angle is set based on vertical vibration applied to the vehicle, vibration resistance can be further improved.

  In addition, the predetermined angle is an angle that is set so that the input vibration to the motor is equivalent to the vibration input to the vehicle body with respect to the vibration input from the wheel. It is possible to reduce the vibration input.

  Moreover, since the first surface is inclined within ± 14.5 ° with the horizontal direction being 0 °, the vibration resistance can be further improved.

  Moreover, since it has a case which accommodates the said power transmission mechanism and the said motor, and since the said motor is supported via the damping member with respect to this case, the vibration of a motor can be reduced.

  DESCRIPTION OF SYMBOLS 1 ... Camber angle variable mechanism, 2 ... Motor, 3 ... Power transmission mechanism, 3d ... Worm gear, 3e ... Worm wheel, 3f ... Crankshaft, 34 ... 1st connection part, 4 ... Arm (transmission member, power transmission mechanism), 45 ... second connecting portion, 5 ... movable plate (movable member), 20 ... base member, 21 ... strut (support member), 22 ... lower arm, 30 ... wheel, 31 ... hub (wheel support member), 51 ... case ( Base member), 52, 152 ... Stopper (regulating member)

Claims (5)

In the camber angle variable mechanism that changes the camber angle of the wheel with respect to the vehicle body,
A base member coupled to the vehicle body side;
A motor provided on the base member for generating rotational power;
A power transmission mechanism for transmitting the power of the motor;
A movable member that rotatably supports the wheel, is connected to the power transmission mechanism, and changes a camber angle of the wheel by rotating with respect to the base member;
With
The power transmission mechanism is
A first pulley coupled to an output shaft of the motor and rotating integrally;
Meanwhile, a belt wound around the first pulley;
A second pulley for wrapping the belt on the other side;
A worm gear connected to the second pulley and rotating integrally;
A worm wheel meshing with the worm gear;
Have
A camber angle variable mechanism characterized in that a first surface including an output shaft of the motor and a rotation shaft of the worm gear is inclined within a predetermined angle range with respect to the horizontal or horizontal.   The camber angle variable mechanism according to claim 1, wherein the predetermined angle is set based on vertical vibration applied to the vehicle.   The predetermined angle is an angle that is set so that an input vibration to the motor is equivalent to a vibration input to the vehicle body with respect to the vibration input from the wheel. The camber angle variable mechanism according to 1 or 2.   4. The camber angle varying mechanism according to claim 1, wherein the first surface is inclined within ± 14.5 ° with respect to a horizontal direction of 0 °. 5. While having a case for housing the power transmission mechanism and the motor,
The camber angle variable mechanism according to any one of claims 1 to 4, wherein the motor is supported on the case via a vibration control member.

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