JP2013203271A - Camber angle adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a camber angle adjusting device in which capacity of a rotational driving means can be reduced while restraining a crank member from being rotated backwards by reverse input which is input from a wheel side during an operation for adjusting a camber angle of wheels.SOLUTION: A clutch device 91 is interposed in a power transmission path from a motor 90 to a crank member 93 and when reverse input (external force) is input from a wheel side to the crank member 93 during an operation for adjusting a camber angle of wheels, a clutch side output shaft of the clutch device 91 is mechanically locked. As a result, even if the reverse input is pulse-like input, the crank member 93 can be surely restrained from being rotated backwards. Furthermore, transmission of a rotational driving force to the motor 90 is cut off by mechanically locking the clutch side output shaft of the clutch device 91, so that the motor 90 is not needed to resist the reverse input by means of the rotational driving force thereof, consequently the motor 90 can be made compact.

Description

  The present invention relates to a camber angle adjusting device that adjusts a camber angle of a wheel, and in particular, while suppressing reverse rotation of a crank member by reverse input input from the wheel side during an operation of adjusting the camber angle of a wheel, An object of the present invention is to provide a camber angle adjusting device capable of reducing the capacity of the rotation driving means.

  A technique for adjusting the camber angle of a wheel with a camber angle adjusting device is known in order to improve the running stability of the vehicle. In this case, in the structure in which the camber angle of the wheel is maintained by the driving force of the rotational driving means (actuator) such as a motor, the rotational driving means is required to have a large driving force to resist external force. Incurs an increase in size.

  On the other hand, the applicant of the present application uses the dead point of the lever crank mechanism to exert a mechanical self-locking function, thereby to counter the reverse input (external force) from the wheel side and to set the camber angle of the wheel. A technology to maintain the device has been devised (Patent Document 1). Also, a technology has been devised to compensate the self-locking function at the dead center of the lever crank mechanism with the braking force of the electromagnetic brake (Patent Document 2).

JP 2010-228626 A (paragraph [0054], FIG. 9 etc.) JP 2011-230675 A (paragraph [0058], FIG. 4 etc.)

  However, in the techniques of Patent Documents 1 and 2 described above, during the operation of adjusting the camber angle of the wheel (that is, during the operation between dead points where the self-lock function is not exhibited), the capacity of the rotational drive means (actuator) is increased. When the reverse input (external force) exceeding is input from the wheel side, there is a problem that the crank member is reversed. A structure that resists this reverse input by the driving force of the rotary drive means leads to an increase in the capacity of the rotary drive means. Moreover, even if the technique of Patent Document 2 is applied during operation between dead centers, control is not in time for reverse pulse input, and the reverse rotation of the crank member cannot be reliably suppressed. .

  The present invention has been made in order to solve the above-described problems, while suppressing reverse rotation of the crank member by reverse input input from the wheel side during the operation of adjusting the camber angle of the wheel, An object of the present invention is to provide a camber angle adjusting device capable of reducing the capacity of the rotation driving means.

Means for Solving the Problems and Effects of the Invention

  According to the camber angle adjusting device according to claim 1, the clutch-side input shaft and the clutch-side output shaft are provided. When the clutch-side input shaft is rotated, the clutch-side output shaft is rotated, while the clutch-side output shaft is rotated. And a clutch device that locks the clutch-side output shaft and cuts off the transmission of the rotational driving force to the clutch-side input shaft, the clutch device having the clutch-side input shaft disposed on the rotational drive means side, Since the clutch-side output shaft is disposed on the crank member side, the rotational drive means is driven to rotate, and when the clutch-side input shaft of the clutch device is rotated by the rotational driving force, the clutch-side output shaft of the clutch device is The camber angle of the wheel is adjusted by rotating the crank member.

  In this case, if a reverse input (external force) is input from the wheel side to the crank member during the operation of adjusting the camber angle of the wheel, the clutch-side output shaft of the clutch device is mechanically locked. Even if the input is a pulse-like input, the reverse rotation of the crank member can be reliably suppressed. Further, since the transmission of the rotational driving force to the rotational driving means is interrupted by the mechanical lock of the clutch side output shaft of the clutch device, it is not necessary for the rotational driving means to resist reverse input by the rotational driving force. Therefore, it is possible to reduce the size of the rotation driving means.

  According to the camber angle adjusting device of the second aspect, in addition to the effect produced by the camber angle adjusting device of the first aspect, the speed reducer is interposed between the clutch device and the crank member, and the speed reducer Since the side input shaft is arranged on the clutch device side and the deceleration side output shaft is arranged on the crank member side, when reverse input (external force) is input from the wheel side to the crank member, the reverse The input can be accelerated by a reduction gear (that is, torque is reduced) and input to the clutch device. Thereby, the capacity of the clutch device can be reduced.

  According to the camber angle adjusting device according to claim 3, in addition to the effect of the camber angle adjusting device according to claim 1 or 2, it is possible to improve the durability of the clutch device and suppress the generation of abnormal noise. can do.

  Here, when an external force in the same direction as the adjustment direction is input to the crank member from the wheel side during the operation of adjusting the camber angle of the wheel, the following phenomenon occurs. That is, when the clutch-side input shaft and the clutch-side output shaft of the clutch device are rotated by the rotational driving force of the rotational driving means, the rotation of the crank member 93 is accelerated by the external force input from the wheel side to the crank member. Then, the rotation of the clutch side output shaft of the clutch device is made faster than the rotation of the clutch side input shaft, and the clutch side output shaft of the clutch device is mechanically locked.

  In this case, since the rotational drive force is input from the rotational drive means to the clutch device and the clutch-side input shaft is rotated, the clutch-side output shaft is then unlocked. Since the external force is input from the wheel side, the clutch device has the clutch-side output shaft rotated faster than the clutch-side input shaft by the external force input from the wheel side to the crank member, and the clutch-side output shaft is again turned on. Locked mechanically.

  Thus, during the operation of adjusting the camber angle of the wheel, when an external force in the same direction as the adjustment direction is input from the wheel side to the crank member, the clutch device has a mechanical lock of the clutch-side output shaft. And the cancellation thereof are repeated, resulting in a decrease in durability and generation of abnormal noise.

  On the other hand, according to the third aspect, the dynamic frictional force in the transmission path of the rotational driving force from the rotational driving means to the crank member is caused by the lateral force of the wheels generated by the turning of the vehicle via the link member. Since it is made larger than the reference value of the external force that is input to the crank pin and rotates the crank journal of the crank member, in the region where the magnitude of the external force input from the wheel side to the crank member does not exceed the reference value of the external force, the wheel It can be suppressed that the clutch-side output shaft of the clutch device is rotated faster than the clutch-side input shaft by the external force input to the crank member from the side. Thereby, during the operation of adjusting the camber angle of the wheel, it is possible to suppress repeated mechanical locking and releasing of the clutch-side output shaft of the clutch device, thereby improving the durability of the clutch device. And the occurrence of abnormal noise can be suppressed.

  According to the camber angle adjusting device according to claim 4, in addition to the effect exerted by the camber angle adjusting device according to claim 3, the reference value of the external force is in a state where the lateral acceleration acting on the vehicle at the time of turning reaches 1G. Since the lateral force of the wheel generated as the vehicle turns is the maximum value of the external force that is input to the crank pin of the crank member via the link member and rotates the crank journal of the crank member, Even when the vehicle turns, the clutch-side output shaft of the clutch device can be prevented from being mechanically locked, and the occurrence of a phenomenon in which the clutch-side output shaft is repeatedly locked and released can be suppressed. On the other hand, when a large external force exceeding the reference value of the external force is input to the crank member from the wheel side (for example, the wheel climbs on the curb and excessive lateral force is generated in a pulsed manner. Are to have the case), mechanically locking the clutch side output shaft of the clutch device, the camber angle of the wheel can be prevented from being changed inadvertently.

  That is, by providing the reference value of the external force based on the lateral acceleration in this way, it is possible to prevent the dynamic friction force in the transmission path of the rotational driving force from being excessively large, and the above in the normally assumed traveling state. The occurrence of the phenomenon can be effectively suppressed. As a result, the capacity of the rotation driving means can be reduced.

  According to the camber angle adjusting device of the fifth aspect, in addition to the effect achieved by the camber angle adjusting device according to the third aspect, at least a part of the transmission path of the rotational driving force transmits the rotational driving force by the rotational driving means. Since the shaft-shaped shaft member and the slide bearing that supports the shaft member on the sliding surface are provided, a predetermined dynamic friction force is applied to the transmission path of the rotational driving force by setting the tightening allowance of the slide bearing. It can be surely given.

  According to the camber angle adjusting device of the sixth aspect, in addition to the effect exhibited by the camber angle adjusting device of the fifth aspect, the shaft member is a crank journal of the crank member, and the crank journal is supported by the slide bearing. Therefore, it is possible to reduce the component cost and suppress fretting wear.

  In other words, the lever crank mechanism has a structure in which the wheel is maintained at a predetermined camber angle at a position that becomes a dead point during traveling of the vehicle, and therefore, it is necessary to support the crank journal of the crank member in a non-rotating state. Therefore, fretting wear can be suppressed by adopting a structure in which such a crank journal is supported by a slide bearing. In addition, a sliding bearing (that is, a bearing having a relatively large rotational resistance) that applies a dynamic friction force to the rotational driving force transmission path is provided with respect to the rotational driving means in the rotational driving force transmission path more than the speed reduction device. Since it can be located on the downstream side, the speed reduction effect of the speed reduction device can be used, and the capacity of the rotation drive means can be reduced accordingly.

It is the schematic diagram which showed typically the vehicle 1 by which the camber angle adjustment apparatus in 1st Embodiment of this invention is mounted. It is a perspective view of a suspension device. It is sectional drawing of a camber angle adjusting device. It is sectional drawing of a camber angle adjusting device. (A) is a front view of the clutch device viewed in the axial direction from the clutch-side output shaft side, and (b) is a cross-sectional view of the clutch device. (A) is a partial enlarged sectional view of the clutch device in a state where no rotational driving force is input to the clutch side input shaft, and (b) is a clutch immediately after the rotational driving force is input to the clutch side input shaft. It is a partial expanded sectional view of an apparatus, and (c) is a partial expanded sectional view of a clutch apparatus in the state where rotation driving force inputted into a clutch side input shaft began to be transmitted to a clutch side output shaft. (A) is the schematic diagram which illustrated typically the front view of the suspension apparatus in a 1st state, (b) is the schematic diagram which illustrated the front view of the suspension apparatus in a 2nd state typically.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a camber angle adjusting device according to a first embodiment of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body BF, a plurality (four wheels in this embodiment) of wheels 2 that support the vehicle body BF, and a part of these wheels 2 (this embodiment). In the embodiment, a wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR, suspension devices 4 and 14 that suspend each wheel 2 independently from the vehicle body BF, and a part of the plurality of wheels 2 (this embodiment) In this embodiment, the steering apparatus 5 for steering the left and right front wheels 2FL, 2FR) is mainly provided.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. Configured as a driven wheel.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR, and is constituted by the electric motor 3a in the present embodiment. As shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2FL and 2FR via a differential gear (not shown) and a pair of drive shafts 31. The wheel drive device 3 is not limited to the electric motor 3a, and other drive sources can naturally be employed. Examples of other drive sources include a hydraulic motor and an engine.

  The suspension devices 4 and 14 function as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body BF via the wheels 2 and are configured to be extendable and retractable. As shown in FIG. 4 suspends the left and right front wheels 2FL and 2FR, and the suspension device 14 suspends the left and right rear wheels 2RL and 2RR on the vehicle body BF.

  The suspension device 14 that suspends the left and right rear wheels 2RL, 2RR also has a function as a camber angle adjusting mechanism that adjusts the camber angles of the left and right rear wheels 2RL, 2RR. That is, the suspension device 14 is configured in the same manner as the suspension device 4 except that it has a function as a camber angle adjustment mechanism. The detailed configuration of the suspension device 14 will be described later.

  The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering gear. That is, the operation (rotation) of the steering 63 by the driver is transmitted to the universal joint 52 through the steering column 51, and is transmitted as a rotational motion to the pinion 53a of the steering box 53 while changing the angle by the universal joint 52. The tie rod 54 converted to the linear motion of the rack 53b and connected to both ends of the rack 53b is moved. As a result, the tie rod 54 pushes and pulls the knuckle 55 to give a predetermined steering angle to the wheel 2.

  The accelerator pedal 61 and the brake pedal 62 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the operation state (depression amount, depressing speed, etc.) of the pedals 61 and 62. The wheel drive device 3 is driven and controlled. The steering 63 is an operation member operated by the driver, and the left and right front wheels 2FL and 2FR are steered by the steering device 5 according to the operation state (steer angle, steer angular velocity, etc.).

  The vehicle control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the operation state of the pedals 61 and 62 and the steering 63 or a suspension stroke sensor device (not shown). The camber angle adjusting device 45 (see FIG. 2) is controlled to operate according to the detection result of

  Next, a detailed configuration of the suspension device 14 will be described with reference to FIG. FIG. 2 is a perspective view of the suspension device 14. Since the structure of the suspension device 14 is common to the left and right, only the suspension device 14 that suspends the right rear wheel 2RR will be described below, and the description of the suspension device 14 that suspends the left rear wheel 2RL will be omitted. .

  As shown in FIG. 2, the suspension device 14 is configured as a double wishbone suspension structure, and a carrier member 41 that rotatably holds the wheel 2 (the right rear wheel 2RR), and the carrier member 41 on the vehicle body BF. A coil spring CS and a shock absorber SA which are connected between the upper arm 42 and the lower arm 43 which are connected to be vertically movable and are vertically spaced apart from each other, and which function as a shock absorber interposed between the lower arm 43 and the upper bracket UB. And a trailing arm 44 that restricts the longitudinal displacement of the carrier member 41 while allowing the carrier member 41 to move up and down, and a camber angle adjustment device 45 that is interposed between the upper arm 42 and the vehicle body BF. Composed. Two lower arms 43 are provided (one of the two lower arms 43 is not shown).

  As described above, in the present embodiment, the wheel 2 is suspended by the double wishbone suspension structure, so that the wheel 2 moves up and down with respect to the vehicle body BF, and the suspension device 14 expands and contracts (hereinafter referred to as “suspension operation”). ), The change in camber angle can be minimized.

  In this case, since the camber angle adjusting device 45 is connected to the upper arm 42, the camber angle of the wheel 2 is adjusted using the ground contact surface side of the wheel 2 as a fulcrum as compared with the case where it is connected to the lower arm 43. Therefore, the driving force for adjusting the camber angle can be reduced. Similarly, since it can be disposed on the upper side of the vehicle body BF, it is possible to prevent the camber angle adjusting device 45 from being damaged by making it harder to collide with stones and the like that are bounced off from the road surface.

  Next, the detailed configuration of the camber angle adjusting device 45 will be described with reference to FIGS. 3 to 6. 3 and 4 are cross-sectional views of the camber angle adjusting device 45. FIG. 3 is a cross-sectional view of the camber angle adjusting device 45 taken along line III-III in FIG. 7A, and FIG. 4 is a cross-sectional view of the camber angle adjusting device 45 taken along line IV-IV in FIG. Respectively. That is, the states shown in FIGS. 3 and 4 correspond to the first state and the second state, respectively.

  As shown in FIGS. 3 and 4, the camber angle adjusting device 45 is a device for adjusting the camber angle of the wheel 2 (the right rear wheel 2RR), and is disposed on the vehicle body BF to generate a rotational driving force. A motor 90, a speed reducer 92 that decelerates and outputs rotation input from the motor 90, a clutch device 91 interposed between the motor 90 and the speed reducer 92, and a speed reducer 92 output A crank member 93 that is rotationally driven by the rotational driving force, a position sensor 94 that detects the phase of the crank member 93, and a mounting bracket 95 for mounting and fixing each of the members 90 to 94 to the vehicle body BF (see FIG. 2). And is mainly configured.

  The motor 90 is constituted by a DC motor, and the rotational driving force of the motor 90 is transmitted to the speed reduction device 92 via the clutch device 91 and then decelerated, and then transmitted to the crank member 93. The reduction gear 92 is constituted by a planetary gear mechanism.

  The clutch device 91 allows transmission of the rotational driving force from the motor 90 to the reduction device 92 in any rotational direction, while transmitting the rotational driving force from the reduction device 92 to the motor 90 in any rotational direction. An irreversible transmission mechanism that locks and shuts off is configured. The detailed configuration of the clutch device 91 will be described later with reference to FIGS. 5 and 6.

  The crank member 93 is a part configured as a crank mechanism that converts the rotational motion input from the deceleration-side output shaft 92a of the speed reducer 92 into the reciprocating motion of the upper arm 42, and is arranged coaxially with a predetermined interval therebetween. A pair of crank journals 93a, and crank pins 93b that connect the opposed surfaces of the pair of crank journals 93a and are eccentric with respect to the crank journal 93a.

  The pair of crank journals 93a is formed to have an axis O1 (see FIG. 7), and is rotated about the axis O1 by the rotational driving force transmitted from the motor 90 (decelerator 92). The crank pin 93b is formed as a shaft-shaped member having an axis O2 (see FIG. 7), and a cylindrical connecting portion 42a provided on one end side of the upper arm 42 is rotatable about the axis O2. Connected.

  Note that the reduction-side output shaft 92a of the reduction gear 92 is spline-fitted to one (right side in FIG. 3) of the pair of crank journals 93a. Thereby, the axial center O1 of the crank journal 93a and the axial center of the reduction-side output shaft 92a of the reduction gear 92 are arranged coaxially.

  The axis O2 of the crank pin 93b is located eccentrically by a predetermined distance with respect to the axis O1 of the crank journal 93a. Therefore, when the crank journal 93a is rotated about the axis O1, the crank pin 93b is moved (revolved) along a rotation locus centered on the axis O1 of the crank journal 93a. That is, when the crank member 93 is rotated by the rotational driving force of the motor 90, the upper arm 42 connected to the crank pin 93b is reciprocated in a direction approaching or separating from the vehicle body BF (see FIG. 7).

  In the present embodiment, one of the pair of crank journals 93a (right side in FIG. 3) is integrally formed with the crank pin 93b, and the tip of the crank pin 93b (left side in FIG. 3) is formed. The other end (left side in FIG. 3) is fitted into a receiving portion formed in the crank journal 93a, whereby the crank member 93 is configured. However, as exemplified in the present embodiment, the crank member 93 is not necessarily configured as a two-part split type, but the crank member 93 can naturally be configured as one part by casting or cutting.

  The crank member 93 is rotatably supported by a crank journal 93 a on a mounting bracket 95 via a journal bearing 96. The journal bearing 96 is configured as a metal bush, and supports the outer peripheral surface of the crank journal 93a with its sliding surface (inner peripheral surface). A waterproof seal S formed in a disk shape from a rubber material is fitted between the crank journal 93a and the mounting bracket 95, so that the installation space of the journal bearing 96 is watertight.

  Here, the fastening allowance of the journal bearing 96 (the gap dimension between the outer periphery of the crank journal 93a) is referred to as a dynamic friction force (hereinafter referred to as "dynamic friction force A") required to rotate the crank journal 93a of the crank member 93. ) Is set to a value larger than “reference value B of external force” (B <A). The reference value B of the external force is that when the lateral acceleration acting on the vehicle 1 during turning reaches 1G, the lateral force of the wheel 2 generated by the turning of the vehicle 1 is applied to the crank pin 93b via the upper arm 42. It is made equal to the maximum value of the external force that is inputted and rotates the crank journal 93a.

  Note that, when a constant external force is input from the wheel 2 side to the crank pin 93b via the upper arm 42, how much force component to rotate the crank journal 93a is generated from the external force is determined by the phase of the crank journal 93a. Depends on (rotational position). That is, as will be described later, when the phase of the crank journal 93a is a phase that forms the dead center (first state and second state, see FIGS. 7A and 7B) of the lever crank mechanism. Even if an external force is input from the upper arm 42 to the crank pin 93b, a force component for rotating the crank journal 93a is not generated. The force component for rotating the crank journal 93a changes in accordance with the phase of the crank journal 93a, and the phase thereof is a predetermined phase between dead points (phase shifted by approximately 90 °, hereinafter referred to as “reference phase”). When it becomes, it becomes the maximum. Here, the above-mentioned “maximum value of external force for rotating the crank journal 93a (= reference value B of external force)” refers to the external force for rotating the crank journal 93a when the phase of the crank journal 93a is in the “reference phase”. Corresponds to the value of.

  Therefore, when an external force is input from the wheel 2 side (upper arm 42) to the crank member 93, if the value of the external force is smaller than the “reference value B of the external force”, the crank member 93 is rotated. It can be blocked by the dynamic frictional force A of the journal bearing 96.

  When the value of the external force input from the wheel 2 side (upper arm 42) to the crank member 93 exceeds the “reference value B of external force”, the clutch-side output shaft 73 of the clutch device 91 is described later. Is mechanically locked, so that the crank member 93 can be prevented from rotating.

  A pin bearing 97 and a rubber bush 98 are disposed between the crank pin 93b and the connecting portion 42a of the upper arm 42. That is, the crank pin 93b is rotatably supported by the pair of pin bearings 97, so that the pin bearing 97 and the connecting portion 42a of the upper arm 42 are connected so as to be relatively rotatable. The pin bearing 97 is configured as a metal bush divided at the center in the axial direction (the center in the left-right direction in FIG. 3), and supports the outer peripheral surface of the crank pin 93b with its sliding surface (inner peripheral surface).

  The rubber bush 98 is formed of a metal material into a cylindrical shape, and an inner cylindrical member in which a pin bearing 97 is fitted on the inner peripheral side thereof, and a rubber vibration-proof base that is vulcanized and bonded to the outer peripheral surface of the inner cylindrical member And is interposed between the crank pin 93b (pin bearing 97) and the connecting portion 42a of the upper arm 42 in a state where the vibration-proof base is compressed in the radial direction.

  A waterproof cover C formed in a cylindrical shape from a rubber material is attached between the connecting portion 42a of the upper arm 42 and the crank pin 93b. The waterproof cover C has a large-diameter side opening attached to the outer peripheral surface of the connecting portion 42a of the upper arm 42, and a small-diameter side opening attached to the outer peripheral surface of the crank pin 93b. By mounting the waterproof cover C, the installation space of the pin bearing 97 is watertight.

  Next, the clutch device 91 will be described with reference to FIGS. 5 and 6. FIG. 5A is a front view of the clutch device 91 viewed from the clutch-side output shaft 73 side, and FIG. 5B is a cross-sectional view of the clutch device 91.

  6A is a partially enlarged cross-sectional view of the clutch device 91 in a state where no rotational driving force is input to the clutch-side input shaft 72. FIG. 6B is a rotational driving force applied to the clutch-side input shaft 72. FIG. 6C is a partial enlarged cross-sectional view of the clutch device 91 immediately after the signal is input. FIG. 6C shows the clutch in a state where the rotational driving force input to the clutch-side input shaft 72 starts to be transmitted to the clutch-side output shaft 73. 7 is a partially enlarged cross-sectional view of the device 91. FIG.

  As shown in FIGS. 5 and 6, the clutch device 91 includes a fixed case 71, a clutch-side input shaft 72, a clutch-side output shaft 73, bearings 74 and 75, biting rollers 76 </ b> L and 76 </ b> R, and a spring 77. And mainly. The fixed case 71 is a cylindrical member that serves as a skeleton of the clutch device 91, and is fixed to the mounting bracket 95 via the speed reducer 92 (see FIG. 3).

  The clutch-side input shaft 72 is a shaft connected to the output shaft of the motor 90 and is rotatably supported by the fixed case 71 via a bearing 74. The clutch-side output shaft 73 is a shaft connected to the deceleration-side input shaft of the reduction gear 92 and is rotatably supported by the fixed case 71 via a bearing 75. The clutch-side input shaft 72 and the clutch-side output shaft 73 are arranged coaxially and protrude from the openings on one side and the other side of the fixed case 71 in the axial direction.

  A hexagonal columnar hexagonal enlarged end portion 73a is formed at an end portion of the clutch-side output shaft 73 in the fixed case 71 (the end portion on the clutch-side input shaft 72 side, that is, the right side in FIG. 5B). That is, the hexagonal enlarged end portion 73a is formed in a hexagonal outer shape as viewed in the axial direction as shown in FIG. 6A (however, in FIG. 6A, the hexagonal enlarged end portion 73a has a hexagonal shape). Only part of the outline is shown).

  The biting rollers 76 </ b> L and 76 </ b> R are each formed in a columnar shape, and are opposed to each other between the outer peripheral flat surface forming each side of the hexagonal enlarged end portion 73 a of the clutch-side output shaft 73 and the inner peripheral surface of the fixed case 71. The axial direction of the clutch side input shaft 72 and the clutch side output shaft 73 is parallel to the axial direction of the clutch side output shaft 73.

  The spring 77 is interposed between the biting rollers 76L and 76R in an elastically compressed state, and biases the biting rollers 76L and 76R in a direction away from each other by the elastic recovery force. As a result, the biting rollers 76L and 76R are located between the opposed outer peripheral flat surface of the hexagonal enlarged end portion 73a of the clutch-side output shaft 73 and the inner peripheral surface of the fixed case 71, as shown in FIG. Then, it is caught in the gap that gradually decreases in the circumferential direction.

  Roller holding claws 72L and 72R are formed at the end portion of the clutch-side input shaft 72 in the fixed case 71 (the end portion on the clutch-side output shaft 73 side, that is, the left side in FIG. 5B). The roller holding claws 72L and 72R are members that sandwich and hold the rollers 76L and 76R from both sides in the arrangement direction. As shown in FIG. 6A, each corner of the hexagonal enlarged end portion 73a and the fixed case 71 are fixed. It is arrange | positioned in the position used as the minimum clearance between opposing inner peripheral surfaces. In the state shown in FIG. 6A, a gap α is formed between the roller holding claws 72L and 72R and the rollers 76L and 76R.

  Further, a plurality of drive pins 72a project in the axial direction toward the hexagonal enlarged end portion 73a of the clutch side output shaft 73 at the end portion in the fixed case 71 of the clutch side input shaft 72, and the clutch side output. A blind hole 73b into which the drive pin 72a of the clutch side input shaft 72 is loosely fitted is recessed in the end surface (the right side surface in FIG. 5B) of the hexagonal enlarged end portion 73a of the shaft 73. In the state shown in FIG. 6A, a gap β larger than the gap α is formed in the radial direction between the blind hole 73b and the drive pin 72a (α <β).

  The operation of the clutch device 91 configured as described above will be described with reference to FIGS. 6 (a) to 6 (c).

  As shown in FIG. 6A, in a state where no rotational driving force is input from the output shaft of the motor 90 (see FIG. 3) to the input 72 of the clutch device 91, the roller holding claws 72L, 72R is in a neutral position separated from the adjacent rollers 76L and 76R by a gap α, and the drive pin 72a of the clutch side input shaft 72 is the center of the blind hole 73b in the hexagonal enlarged end portion 73a of the clutch side output shaft 73. Placed in position.

  In this state, when there is a reverse input from the deceleration side input shaft of the reduction gear 92 (see FIG. 3) to the clutch side output shaft 73 of the clutch device 91, the rotation of the clutch side output shaft 73 is performed as follows. Is blocked. That is, when the reverse input to the clutch-side output shaft 73 (hexagonal enlarged end 73a) is rotation in the clockwise (rightward) direction in FIG. 6 (a), the hexagonal enlarged end 73a is behind in the rotational direction. The corner portion in the rotation direction delay side (left side in FIG. 6 (a)) acts to further engage the roller 76L between the opposed face of the inner peripheral surface of the fixed case 71, and the clutch side output shaft 73 (reverse input) ( The rotation of the hexagonal enlarged end 73a) is prevented.

  Further, when the reverse input to the clutch-side output shaft 73 (hexagonal enlarged end 73a) is the rotation in the counterclockwise (left-rotating) direction in FIG. 6A, the hexagonal enlarged end 73a is rearward in the rotational direction. 6 (the rotation direction delay side, the right side in FIG. 6A) acts so that the roller 76R is further engaged between the corner portion and the inner peripheral surface of the fixed case 71, and the clutch side output shaft 73 due to reverse input. The rotation of the hexagonal enlarged end 73a is prevented.

  As a result, during a state in which no rotational driving force is being input from the output shaft of the motor 90 (see FIG. 3) to the clutch-side input shaft 72 of the clutch device 91, the deceleration-side input shaft of the reduction device 92 (see FIG. 3). The clutch-side output shaft 73 of the clutch device 91 is not rotated (that is, locked) regardless of the reverse input in any direction to the clutch-side output shaft 73 (hexagonal enlarged end portion 73a) of the clutch device 91. The reverse input is prevented from being transmitted to the motor 90.

  On the other hand, the rotational driving force of the motor 90 is transmitted to the speed reducer 92 as follows (both refer to FIG. 3). The case where the input from the output shaft of the motor 90 (see FIG. 3) to the clutch side input shaft 72 of the clutch device 91 is clockwise (right rotation) in FIG. 6B will be described.

  When the clutch-side input shaft 72 of the clutch device 91 is rotated, the roller holding claw 72L on the rear side in the rotation direction of the clutch-side input shaft 72 (rotation direction delay side, left side in FIG. 6B) is rotated by the clearance α. Thus, as shown in FIG. 6B, the roller 76L comes into contact with the adjacent roller 76L, and the roller 76L approaches the roller 76R against the urging force of the spring 77 (right direction in FIG. 6B). As shown in FIG. 6C, the hexagonal enlarged end portion 73a is displaced relative to the fixed case 71, so that the roller 76R and the roller 76L are moved together with the hexagonal enlarged end portion 73a. Of the hexagonal enlarged end portion 73a (clutch side output shaft 73) with respect to the fixed case 71 (rollers 76L, 76R bites Or state) is released.

  As described above, when the engagement of the rollers 76L and 76R is released, as shown in FIG. 6C, the drive pin 72a of the clutch side input shaft 72 is rotated by the clearance β, thereby causing the clutch side output shaft to rotate. 73 (hexagonal enlarged end portion 73a) is engaged with the inner peripheral surface of the blind hole 73b, so that the rotational driving force of the clutch-side input shaft 72 is exerted through the engagement between the drive pin 72a and the blind hole 73b. , Is transmitted to the hexagonal enlarged end 73a (clutch side output shaft 73). That is, the clutch side output shaft 73 is rotated integrally with the clutch side input shaft 72.

  Next, the operation of the camber angle adjusting device 45 will be described with reference to FIG. FIG. 7A is a schematic diagram schematically illustrating the front view of the suspension device 14 in the first state, and FIG. 7B schematically illustrates the front view of the suspension device 14 in the second state. FIG.

  The upper arm 42 is rotatably connected to the crank pin 93b at a position (axial center O2) where a connecting portion 42a (see FIG. 3) provided on one end side is eccentric from the axial center O1 of the crank journal 93a. The other end side (left side in FIG. 7) is rotatably connected to the upper end side (upper side in FIG. 5) of the carrier member 41 with the axis O3 as the center of rotation.

  Therefore, when the crank journal 93a of the crank member 93 is rotated about the axis O1 by the rotational driving force applied from the motor 90 through the clutch device 91 and the speed reducer 92 (both see FIG. 3), the crankpin 93b is moved along a circular rotation locus centered on the axis O1, and the upper arm 42 is reciprocated. Thus, the camber angle of the wheel 2 held by the carrier member 41 is adjusted by the upper end side (upper side in FIG. 5) of the carrier member 41 being close to or separated from the vehicle body BF via the upper arm 42. The

  In the present embodiment, the axial centers O1, O2, and O3 are in the order of the axial center O3, the axial center O2, and the axial center O1 in the direction from the wheel 2 toward the vehicle body BF (the direction from left to right in FIG. 7). A first state (a state shown in FIG. 7A) that is aligned on a straight line and a second state that is positioned on a straight line in the order of the axis O3, the axis O1, and the axis O2 (FIG. 7B). The camber angle of the wheel 2 is adjusted so that either one of the states shown in FIG.

  In this case, in this embodiment, in the second state shown in FIG. 7B, the camber angle of the wheel 2 is in the minus direction (the center line of the wheel 2 is inclined toward the vehicle body BF with respect to the vertical line). ) In the present embodiment (-3 ° in the present embodiment, hereinafter referred to as “first camber angle”), and the wheel 2 is given a negative camber. On the other hand, in the first state shown in FIG. 7A, the provision of the camber angle to the wheel 2 is released, and the camber angle is adjusted to 0 ° (hereinafter referred to as “second camber angle”).

  In the first state and the second state, the straight line connecting the shaft center O3 and the shaft center O2 and the tangent line at the shaft center O2 of the rotation locus of the shaft center O2 can be perpendicular to each other. Even if a force is applied to 93a, a force component for rotating the crank journal 93a is not generated, and the crank journal 93a can be prevented from rotating. That is, a mechanical self-locking function can be exhibited using the dead center of the lever crank mechanism.

  Therefore, since the camber angle of the wheel 2 can be mechanically maintained at a predetermined angle (first camber angle or second camber angle), the driving force of the motor 90 is released in the first state or the second state. be able to. As a result, the driving force required to maintain the camber angle of the wheel 2 at the first camber angle or the second camber angle is unnecessary, and the energy consumption of the motor 90 can be reduced correspondingly.

  In this case, even if a force (external force) is applied from the upper arm 42 to the crank journal 93a in the first state or the second state, and the self-locking function is released, the camber angle adjusting device 45 has the rotational driving force Since the clutch device 91 is interposed between the motor 90 and the crank member 93 in the transmission path, the crank member 93 is rotated by mechanically locking the clutch-side output shaft 73 of the clutch device 91. Can be blocked.

  That is, the irreversible transmission mechanism of the clutch device 91 can supplement the self-lock function using the dead center of the lever crank mechanism. As a result, the first state and the second state can be obtained without using the driving force of the motor 90. Can be reliably maintained.

  Further, during the adjustment operation of the camber angle of the wheel 2, which is an area where the self-locking function cannot be performed (that is, from the first state shown in FIG. 7A, the crank member 93 is driven by the rotational driving force of the motor 90). In the transition state to shift to the second state shown in FIG. 7B or the reverse transition state), the reverse input (external force) is input from the wheel 2 side (upper arm 42) to the crank member 93. Even in this case, it is possible to avoid reverse rotation of the crank member 93 by mechanically locking the clutch-side output shaft 73 of the clutch device 91.

  In particular, even if the reverse input is a pulse input, such as when the wheel 2 rides on a curb, the irreversible transmission mechanism of the clutch device 91 locks a part of the power transmission path (clutch side output shaft 73). Therefore, the reverse rotation of the crank member 93 can be reliably prevented, and the transmission of the reverse input to the motor 90 is reliably blocked. As a result, the motor 90 does not need to resist reverse input due to its rotational driving force, and thus the motor 90 can be reduced in size accordingly.

  Further, according to the camber angle adjusting device 45, a speed reduction device 92 is interposed between the clutch device 91 and the crank member 93 in the transmission path of the rotational driving force, and the speed reduction device 92 has a speed reduction side input shaft. Since it is connected to the clutch side output shaft 73 of the clutch device 91 and the clutch side output shaft 92a is connected to the crank journal 93a of the crank member 93, reverse input (from the wheel 2 side (upper arm 42) to the crank member 93 ( When the external force is input, the reverse input can be increased by the speed reduction device 92 (that is, the torque is reduced) and input to the clutch device 92. Thereby, since the load resistance required for the clutch device 91 can be reduced, the capacity of the clutch capacity 91 can be reduced accordingly.

  Here, during the operation of adjusting the camber angle of the wheel 2 (during the rotation of the crank journal 93a of the crank member 93), an external force in the same direction as the adjusting operation is applied from the wheel 2 side (upper arm 42) to the crank member 93. When the input state is continued (for example, the vehicle 1 is in a turning state, and in the turning state, the first state shown in FIG. 7A is adjusted to the second state shown in FIG. 7B). When the adjustment operation (the rotation operation of the crank member 93) is performed and the wheel 2 (the right rear wheel 2RR) shown in FIGS. 7A and 7B is a turning inner wheel, the vehicle 1 The state in which the lateral force that the wheel 2 (the right rear wheel 2RR) receives from the road surface as it turns is applied to the wheel member 93 as an external force that further rotates the wheel member 93 in the same direction via the upper arm 42 continues. Next) Elephant occurs.

  That is, when the clutch-side input shaft 72 and the clutch-side output shaft 73 of the clutch device 91 are directly connected by the rotational driving force input from the motor 90 (see FIG. 6C), and the crank member 93 is rotated. When the rotation of the crank member 93 is accelerated by the external force input from the wheel 2 side, the rotation of the clutch-side output shaft 73 of the clutch device 91 is made faster than the rotation of the clutch-side input shaft 72, and the clutch device 91 The clutch side output shaft 73 is mechanically locked (see FIG. 6A).

  In this case, since the rotational driving force is input to the clutch device 91 from the motor 90 and the clutch side input shaft 73 is rotated by the rotational driving force, the lock of the clutch side output shaft 73 is released thereafter. Similarly, since the external force is input to the crank member 93 from the wheel 2 side, the clutch device 91 is connected to the clutch member 93 by the external force input to the crank member 93 from the wheel 2 side. The output shaft 73 is rotated faster than the clutch side input shaft 72, and the clutch side output shaft 73 is mechanically locked again (see FIG. 6A).

  In this way, during the operation of adjusting the camber angle of the wheel 2 (during the rotation of the crank journal 93a of the crank member 93), when an external force in the same direction as the adjustment direction is input to the crank member 93 from the wheel 2 side. While the input of the external force is continued, the clutch device 91 undergoes a phenomenon in which mechanical locking of the clutch-side output shaft 73 and release thereof are repeated, resulting in a decrease in durability and generation of abnormal noise. Invite.

  On the other hand, according to the camber angle adjusting device 45, as described above, the dynamic friction force A of the journal bearing 96 is made larger than the reference value B of the external force, so that the external force input to the crank member 93 from the wheel 2 side. In the region where the magnitude of the torque does not exceed the reference value B of the external force, the clutch-side output shaft 73 of the clutch device 91 rotates faster than the clutch-side input shaft 72 by the external force input to the crank member 93 from the wheel 2 side. Can be suppressed. That is, the clutch-side output shaft 73 can be prevented from being mechanically locked.

  Thereby, it is possible to suppress the occurrence of a phenomenon in which the mechanical lock and release of the clutch-side output shaft 73 of the clutch device 91 are repeated during the operation of adjusting the camber angle of the wheel 2, and as a result, the clutch device. The durability of 91 can be improved and the occurrence of abnormal noise can be suppressed.

  As described above, the reference value B of the external force is set based on the state in which the lateral acceleration acting on the vehicle 1 at the time of turning reaches 1G, as described above. Therefore, in the normally assumed traveling state, the vehicle 1 turns Even so, the clutch-side output shaft 73 of the clutch device 91 can be prevented from being mechanically locked, and the occurrence of a phenomenon in which the locking and releasing of the clutch-side output shaft 73 are repeated can be suppressed. When a large external force exceeding the reference value B of the external force is input from the wheel 2 side to the crank member 93 (for example, when the wheel 2 rides on the curb and an excessive lateral force is applied in a pulse manner). The clutch-side output shaft 73 of the clutch device 91 can be mechanically locked to prevent the camber angle of the wheel 2 from changing inadvertently.

  That is, by providing the reference value B of the external force based on the lateral acceleration of the vehicle 1 in this way, it is normally assumed while suppressing the magnitude of the dynamic friction force A in the transmission path of the rotational driving force from being excessive. Occurrence of the above phenomenon in the traveling state can be effectively suppressed. As a result, the capacity of the motor 90 can be reduced.

  Further, the camber angle adjusting device 45 has a structure in which the dead center of the lever crank mechanism is utilized to exert a mechanical self-locking function. Therefore, it is necessary to support the crank journal 93a of the crank member 93 in a non-rotating state because the camber angle (first camber angle or second camber angle) is maintained. Therefore, as in the present embodiment, the crank journal 93a is supported by the journal bearing 96 configured as a sliding bearing, thereby suppressing fretting wear.

  Further, the journal bearing 96 whose rotational resistance is relatively large to apply the dynamic friction force B to the rotational driving force transmission path is arranged downstream of the reduction device 92 with respect to the motor 90 in the rotational driving force transmission path. Since the speed reduction effect of the speed reduction device 92 can be used, the capacity of the motor 90 can be reduced accordingly.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  The numerical values given in the above embodiment are merely examples, and other numerical values can naturally be adopted. For example, the values of the first camber angle and the second camber angle described in the above embodiment can be set arbitrarily.

  In the above embodiment, the case where the dynamic friction force A is ensured by the dynamic friction force generated in the journal bearing 96 (that is, the case where the dynamic friction force generated in the journal bearing 96 is made larger than the reference value B of the external force) has been described. This is not necessarily limited to this, and it is naturally possible to make the dynamic friction force generated in the journal bearing 96 smaller than the reference value B of the external force. In this case, the dynamic friction force generated in the journal bearing 96 and the dynamic friction generated in “other bearings (including bearings in the transmission path of the rotational driving force from the motor 90 to the crank member 93 and including the pin bearing 97)”. It is sufficient that the total value with the force is larger than the reference value B of the external force.

  In this case, as the “other bearing”, it is preferable to use a bearing that is positioned closer to the motor 90 than the deceleration-side input shaft of the reduction gear 92 in the transmission path of the rotational driving force from the motor 90 to the crank member 93. This is because the dynamic friction force generated in the “other bearing” can be reduced by utilizing the speed increase and reverse efficiency of the reduction gear 92, and the energy consumption of the motor 90 can be reduced accordingly. That is, for example, if the reduction ratio of the reduction gear 92 is 10 and the reverse efficiency is 50%, the reduction gear 92 is not interposed between the crank member 93 and the “other bearing”. Compared to the case, the dynamic friction force generated in the “other bearing” can be reduced to 1/20 (= 1/10 × 50%).

  Although not described in the above embodiment, dynamic friction force adjusting means for adjusting the magnitude of the dynamic friction force in the transmission path of the rotational driving force from the motor 90 to the crank member 93 may be provided. For example, as the dynamic friction force adjusting means, a contact member that is in contact with a surface of a rotating member that is rotated in accordance with transmission of a rotational driving force (for example, an outer peripheral surface of a shaft-shaped rotating member), and the contact member. A thing provided with the biasing member which biases and presses against the surface of a rotation member, and the adjustment means which adjusts the biasing force of the biasing member is illustrated. As a result, the magnitude of the external force required to rotate the crank member 93 can be adjusted, so that the mechanical lock and release of the clutch device 91 (clutch side output shaft 73) described above are repeated. It is possible to adjust the balance between the occurrence frequency and the capacity required for the motor 90.

1 Vehicle 2 Wheel 2RL, 2RR Left and right rear wheels (wheels)
41 Carrier member 42 Upper arm (link member)
45 Camber angle adjusting device 90 Motor (rotation drive means)
93 Crank member 93a Crank journal 93b Crank pin 91 Clutch device 72 Clutch side input shaft 73 Clutch side output shaft 92 Deceleration device 92a Deceleration side output shaft 96 Journal bearing (sliding bearing)

Claims (6)

Rotational drive means for generating rotational drive force;
A crank journal rotated by a rotational driving force transmitted from the rotational driving means, and a crank member having a crank pin eccentric to the crank journal,
The crank pin of the crank member and the carrier member holding the wheel are connected by a link member, and the crank journal of the crank member is rotated by the rotational driving force transmitted from the rotational driving means to adjust the camber angle of the wheel. In the camber angle adjusting device,
Having a clutch side input shaft and a clutch side output shaft, rotating the clutch side input shaft rotates the clutch side output shaft, while rotating the clutch side output shaft mechanically locks the clutch side output shaft. A clutch device for interrupting transmission of the rotational driving force to the clutch-side input shaft,
The clutch device is interposed between the rotation driving means and the crank member in a transmission path of the rotation driving force from the rotation driving means to the crank member, and the clutch-side input shaft is arranged on the rotation driving means side. And a camber angle adjusting device in which the clutch-side output shaft is disposed on the crank member side. A deceleration device that has a deceleration side input shaft and a deceleration side output shaft, decelerates the rotational driving force input to the deceleration side input shaft, and outputs it to the deceleration side output shaft;
The speed reduction device is interposed between the clutch device and the crank member in a transmission path of the rotational driving force from the rotation driving means to the crank member, and the speed reduction side input shaft is arranged on the clutch device side. The camber angle adjusting device according to claim 1, wherein the reduction-side output shaft is disposed on the crank member side.   A lateral friction force of a wheel generated by a turning of a vehicle as a dynamic friction force in a transmission path of a rotational driving force from the rotational driving means to the crank member is input to a crank pin of the crank member via the link member. The camber angle adjusting device according to claim 1 or 2, wherein the camber angle adjusting device is larger than a reference value of an external force for rotating a crank journal of the member.   The reference value of the external force is that when the lateral acceleration acting on the vehicle at the time of turning has reached 1G, the lateral force of the wheel generated along with the turning of the vehicle is connected to the crank pin of the crank member via the link member. The camber angle adjusting device according to claim 3, wherein the camber angle adjusting device is a maximum value of an external force input to the crank member and rotating a crank journal of the crank member. At least a part of the transmission path of the rotational driving force is
A shaft-shaped shaft member for transmitting a rotational driving force by the rotational driving means;
The camber angle adjusting device according to claim 3 or 4, further comprising a sliding bearing that supports the shaft member with a sliding surface.   6. The camber angle adjusting device according to claim 5, wherein the shaft member is a crank journal of the crank member, and the crank journal is supported by the sliding bearing.

Images