JP4797421B2 - Wheel support device - Google Patents

Description

  The present invention relates to a vehicle suspension device, and more particularly to a wheel support device capable of arbitrarily changing a camber angle of a wheel.

  In vehicles such as passenger cars, buses, and trucks, a larger axial load acts on the wheels on the opposite side to the turning direction than when traveling straight ahead. For this reason, when the vehicle turns, the role of the wheel on the opposite side to the turning direction becomes greater. When the vehicle turns, the suspension device on the opposite side to the turning direction moves upward of the vehicle. As a result, the camber angle with respect to the road surface changes in the wheel on the opposite side to the turning direction, and the grounded tread surface of the wheel changes compared with the straight traveling time. Patent Document 1 discloses a technique for controlling a camber angle in consideration of a side slip angle in front and rear wheels in order to increase a tire limit.

JP-A-10-264636

  However, since the technique disclosed in Patent Document 1 is provided with a variable stroke mechanism in the lower arm or upper arm of the suspension device in order to change the camber angle, the structure of the suspension device and the vehicle is greatly increased in order to secure the space. It is necessary to change to. For this reason, there is a problem that applicable vehicle types are limited. Therefore, the present invention has been made in view of the above, and provides a wheel support device that can suppress a change in the ground contact surface of the wheel when the vehicle turns without significantly changing the structure of the vehicle. Objective.

  In order to solve the above-described problems and achieve the object, a wheel support device according to the present invention includes an axle support that rotatably supports a vehicle wheel, and a road surface side of the axle support or the axle support. On one of the opposite sides of the road surface side, an axle support support member that swingably supports the axle support, and an axle support that swings around a place where the axle support is supported. And a camber angle changing means for changing a camber angle with respect to the road surface of the wheel.

  In this wheel support device, the axle support is supported by the axle support member on the road surface side of the axle support and the opposite side of the road surface. As a result, the wheel support device can be configured in a compact manner, so that the wheel support device can be arranged in the wheel. When this vehicle support device is attached to the vehicle suspension device, the dimensional change in the vehicle width direction is reduced. Can be suppressed. Moreover, this wheel support device can attach an axle support support member as it is to the arms of a suspension device provided in the vehicle. Thereby, the vehicle can be attached to the vehicle with almost no change in the structure of the suspension device and the structure of the vehicle, and the change in the ground contact surface of the wheel when the vehicle is turning can be suppressed.

  The wheel support device according to the present invention is characterized in that, in the wheel support device, the axle support member supports the axle support so as to be swingable on a road surface side of the axle support.

  The wheel support device according to the present invention is characterized in that, in the wheel support device, the camber angle changing means has a negative camber angle with respect to a road surface of a wheel outside the turning of the vehicle when the vehicle is turning. It is characterized by operating as follows.

  The wheel support device according to the present invention is characterized in that, in the wheel support device, the axle support support member supports the axle support via a rubber bearing.

  In the wheel support device according to the next invention, in the wheel support device, an air spring is used as a shock absorber interposed between the wheel and the vehicle, and the camber angle changing means is operated by a pressure change of the air spring. It is characterized by doing.

  The wheel support device according to the present invention can suppress a change in the ground tread surface of the wheel when the vehicle is turning.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited to the best mode for carrying out the invention. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same. The present invention can be preferably applied particularly to a suspension system for a vehicle traveling on a road, such as a passenger car, a truck, or the like.

  A wheel support device according to this embodiment includes an axle support body that rotatably supports a vehicle wheel, and an axle support body that swingably supports the axle support body on a road surface side of the axle support body or on the opposite side thereof. It includes a support member and camber angle changing means for swinging the axle support, and is characterized in that the camber angle of the wheel outside the turn is made negative during turning of the vehicle.

  FIG. 1 is a side view showing a wheel support device according to this embodiment. FIG. 2 is an explanatory view showing a vehicle including the wheel support device according to this embodiment. FIGS. 3A and 3B are front views showing the wheel support device according to this embodiment. The wheel support device 10 according to this embodiment constitutes a part of the suspension device of the vehicle 100, and as shown in FIG. 2, the upper arm 20 (20L, 20R) and the lower arm 21 (21L, 21R) constituting the suspension device. ) To the vehicle 100.

  As shown in FIG. 1, the wheel support device 10 includes a frame 11 that is an axle support body support member, an axle support body 7, and a camber angle changing means 12. As illustrated in FIGS. 3A and 3B, the frame 11 is provided with an opening 11H, and a drive shaft connected to the axle 6 can be penetrated, for example. The frame 11 includes a bearing portion 14 on the road surface L side of the axle support 7. A support shaft 9s is provided on the road surface L side of the axle support 7 via a connecting rod 9, and the bearing portion 14 of the frame 11 rotatably supports the support shaft 9s.

  With the above-described configuration, the frame 11 supports the axle support body 7 so as to be swingable by the swing support portion including the support shaft 9s and the bearing portion 14. Thus, in this embodiment, the frame 11 supports the axle support 7 so as to be swingable on the road surface L side of the axle support 7. Note that the frame 11 may support the axle support 7 so as to be swingable on the side opposite to the road surface L side of the axle support 7 (the side facing the road surface L).

  FIG. 3-3 is an enlarged view showing a bearing portion of the frame. The bearing portion 14 of the frame 11 is provided with a rubber bearing 16 through which the support shaft 9s of the axle support 7 is supported. The rubber bearing 16 is bonded and fixed to the bearing portion 14 of the frame 11 and the support shaft 9s, and absorbs the rotation of the support shaft 9s by the shearing of rubber. In the wheel support device 10 according to this embodiment, since the rotation angle of the support shaft 9s is about 0.2 rad, the rotation of the support shaft 9s can be sufficiently absorbed by the shear deformation of rubber.

  Since the rubber bearing 16 does not require a sliding portion or a lubricant, adhesion of dust or the like can be reduced. In addition, various forces can be transmitted and minute vibrations can be absorbed. Due to these advantages, in the axle support device 10 according to this embodiment, it is preferable to use the rubber bearing 16 as the bearing of the support shaft 9s. In addition to the rubber bearing 16, a pillow ball, an oilless metal, or the like may be used as a bearing for the support shaft 9s.

  The axle support body 7 rotatably supports the axle shaft 6 via a bearing 8. A tire / wheel assembly (hereinafter referred to as a wheel) 3 including a tire 1 and a wheel 2 is attached to the axle 6. A disc rotor 5 is attached to the axle 6, and the wheel 3 is braked by sandwiching the disc rotor 5 with the brake caliper 4.

  A camber angle changing means attaching portion 15 for attaching the camber angle changing means 12 is provided on the side of the frame 11 facing the bearing portion 14, that is, the position facing the swing support portion. The camber angle changing means 12 converts, for example, electromagnetic force means such as an electromagnet, gas pressure means such as an air cylinder, liquid pressure means such as a hydraulic cylinder, and rotational force of an electric motor or the like into a linear motion by a cam or a crank. Mechanical position adjusting means or the like can be used. Here, when the axle support 7 is supported by the swing support portion provided on the side opposite to the road surface L side of the axle support 7, the camber angle changing means 12 is the road surface L side of the axle support 7, that is, It arrange | positions in the position facing a rocking | swiveling support part.

  In this embodiment, the camber angle changing means 12 includes a first actuator 12a and a second actuator 12b. And the load transmission member 13 provided in the position facing the support shaft 9s of the axle support 7 is sandwiched between the first actuator 12a and the second actuator 12b. As a result, the load transmission member 13 provided on the axle support 7 is supported by the frame 11 via the first actuator 12a and the second actuator 12b. As described above, the axle support is reliably supported by the frame 11 by supporting the load transmitting member 13 in the camber angle changing means mounting portion 15 via the first and second actuators 12a and 12b.

The lengths of the first actuator 12a and the second actuator 12b can be changed in the direction orthogonal to the pressure receiving surface 13P of the load transmission member 13, respectively. When the length l ₁ of the first actuator 12a is increased, the length l ₂ of the second actuator 12b is decreased. With such a structure, when the lengths l ₁ and l _{2 of} the first actuator 12a and the second actuator 12b included in the camber angle changing means 12 change, the load transmission member 13 moves the support shaft 9s of the axle support body 7 to the support shaft 9s. Swings to the center. Since the load transmission member 13 is provided on the axle support 7, the axle support 7 swings around the support shaft 9 s together with the swing of the load support 13. Thereby, the camber angle of the wheel 3 with respect to the road surface L can be changed.

  For example, a hydraulic cylinder can be used as the first actuator 12a and the second actuator 12b. Here, a lateral force (cornering force) Fc acts on the wheel 3 while the vehicle 100 is turning. Considering the balance of moments around the support shaft 9s and the bearing portion 14, the force required to change the camber angle of the wheel 3 (hereinafter referred to as the camber force) Fca the closer the support shaft 9s and the bearing portion 14 are to the road surface L. It turns out that becomes small. In addition, wear of the tire 1 can be reduced. Therefore, it is preferable that the support shaft 9 s and the bearing portion 14 be as close to the road surface L as possible within a range that does not contact the wheel 2. In this way, since the camber angle of the wheel 3 can be changed even with a small camber force Fca, the camber angle of the wheel 3 can be changed even when an air spring that is relatively difficult to generate a large force with a small size is used. .

Now, let a be the distance from the road surface L to the center of rotation of the support shaft 9s, and let b be the distance from the center of the support shaft 9s to the load application position of the camber angle changing means 12. At this time, the camber force Fca can be obtained by the product of the lateral force Fc and (a / b). When the camber force is generated by hydraulic pressure, if a: b is 1: 2, the camber angle of the wheel 3 is changed against a lateral force of about 1000 kgf at a hydraulic pressure of 1 MPa if a cross-sectional area of 50 cm ² is present. Can do. Note that Fr is a drag force at the rotation center of the support shaft 9s, and Fr = Fc + Fca, so the support shaft 9s and the bearing portion 14 are designed to withstand the drag force Fr.

  A force other than the torque that drives the wheel 3 is transmitted to the vehicle 100 through the support shaft 9s and the bearing portion 14. The force other than the torque that drives the wheel 3 is, for example, the mass of the vehicle 100, the braking torque, the steering torque, the lateral force (cornering force), and the like, and the support shaft 9s and the bearing portion 14 have a structure and strength that can withstand them. Is required. In the wheel support device 10 according to this embodiment, as shown in FIGS. 3A and 3B, the frame 11 has a width with respect to the traveling direction X of the vehicle 100 and is provided with two bearing portions 14. The support shaft 9s of the axle support 7 is supported. Thereby, the strength that can withstand the mass, braking torque, etc. of the vehicle 100 can be secured.

  The wheel support device 10 is supported by the frame 11 on the road surface L side of the axle support 7 and on the opposite side of the road surface L. As a result, the wheel support device 10 can be configured in a compact manner, so that the wheel support device 10 can be arranged in the wheel 2. Therefore, when the vehicle support device 10 is attached to the suspension device, the dimensional change in the vehicle width direction can be suppressed. Moreover, this wheel support apparatus 10 can attach the flame | frame 11 as it is to the arms of the suspension apparatus with which a vehicle is equipped. As a result, the vehicle can be attached to the vehicle with almost no change in the structure of the suspension device and the structure of the vehicle. Moreover, since this wheel support device 10 can suppress the dimensional change with respect to the width direction of the vehicle, it is possible to secure a space in the vehicle interior and flatten the floor in the vehicle interior.

As shown in FIG. 2, when the vehicle 100 turns, the vehicle 100 tilts due to centrifugal force. Thereby, in a normal suspension system, the camber angle with respect to the road surface L of the wheel (wheel 3L in FIG. 2) opposite to the turning direction, that is, the outside of the turning is changed. As a result, the change in the ground tread surface of the wheel 3L is greater than when the vehicle 100 is traveling straight. That is, compared to when the vehicle 100 is traveling straight, the ground contact shape between the wheel 3L and the road surface L is changed and the ground contact area is also reduced (CP _{1 in} FIG. 2). As a result, the grip force with respect to the road surface is lowered, and the running performance is lowered.

The wheel support device 10 according to this embodiment can change the camber angle of the wheel 3 by operating the camber angle changing means 12 while the vehicle 100 is turning. In the example shown in FIG. 2, a wheel support device 10L for supporting the turning outer wheels 3L is operated to move the load transfer member 13L of the axle support 7L to pivot inwardly (arrow CA _L direction in FIG. 2). As a result, the axle support 7L is inclined to increase the camber angle of the wheel 3L outside the turn by θ _{L in the} negative direction. As a result, the contact shape and contact area between the wheel 3L and the road surface L are hardly changed compared to when the vehicle 100 is traveling straight (CP _{2 in} FIG. ₂ ). That is, since the change in the ground tread surface of the wheel 3L during turning is reduced, a decrease in grip force on the road surface can be suppressed, and stable running of the vehicle 100 during turning can be realized. Further, since the tread width is increased by changing the camber angle to the negative side, the running stability is further improved.

  When the vehicle 100 is turning, the wheel 3L) outside the turn has a larger axial load and lateral force (cornering force) than the wheel 3R) inside the turn. For this reason, the movement of the vehicle 100 is more affected by the wheel 3L outside the turn than the wheel 3R inside the turn. Therefore, in this embodiment, during the turning of the vehicle, at least the camber angle changing means 12L of the wheel support device 10L outside the turn is operated to make the camber angle of the wheel 3L outside the turn negative.

On the other hand, the camber angle of the turning inner wheel 3 </ b> R does not have to be changed from when the vehicle 100 goes straight. Further, as shown in FIG. 2, the load transmission member 13R of the axle support 7R wheel supporting device 10R of the turning inner comprises moves the turning outward direction (arrow CA _R direction in FIG. 2). Thus, the axle support 7R may be inclined to increase the camber angle of the wheel 3R on the inside of the turn by θ _{R in the} positive direction. In this way, since the ground contact shape and the ground contact area of the wheel 3R on the inside of the turn can be maintained in the same manner as when the vehicle 100 is traveling straight, stable traveling of the vehicle 100 during the turn can be realized.

  In this embodiment, the camber angle changing means 12L, 12R included in the wheel support devices 10L, 10R is operated by an ECU (Electronic Control Unit) 30 mounted on the vehicle 100 via drivers 31L, 31R. Be controlled. For example, based on the detection signal from the lateral G sensor 40, the ECU 30 determines whether or not the vehicle 100 is turning. Further, the ECU 30 determines the magnitude of the lateral G from the detection signal detected by the lateral G sensor 40, and obtains at least a camber angle change with respect to the road surface L of the wheel 3L outside the turn from the roll angle of the vehicle 100 at that time. Then, the operation amount of the camber angle changing means 12L necessary for canceling the obtained camber angle change is determined. The ECU 30 sends an operation command for the camber angle changing means 12L to the driver 31L to operate the camber angle changing means 12L.

  In this example, the lateral G of the vehicle 100 acquired by the lateral G sensor 40 is used as a control parameter, and the camber angles of the wheels 3L and 3R are changed based on this. However, the control parameter used for changing the camber angle is limited to this. It is not something that can be done. For example, parameters relating to the roll of the vehicle 100 such as an inclination angle in a direction orthogonal to the traveling direction of the vehicle 100, a stroke difference between the left and right suspension devices, a steering angle, and the like can be used as a control parameter for the camber angle. Next, an example of the camber angle changing means according to this embodiment will be described. In the following description, please refer to FIG. 1 as appropriate.

4A and 4B are explanatory diagrams illustrating an example of the camber angle changing unit according to the present embodiment. The camber angle changing means 12A shown in FIG. 4A sandwiches the load transmission member 13 between the first air spring 12AA ₁ and the second air spring 12AA ₂ that are arranged to face each other in the camber angle changing means mounting portion 15. Further, the load transmission member 13 is held by a liquid clamp constituted by the liquid chambers 12AL ₁ and 12AL ₂ disposed to face each other in the camber angle changing means mounting portion 15. Further, the load transmitting member 13 is held between bias springs 12AS ₁ and 12AS ₂ that are disposed to face each other in the camber angle changing means mounting portion 15. The bias springs 12AS ₁ and 12AS ₂ need not be provided.

The liquid chambers 12AL ₁ and 12AL ₂ arranged to face each other are connected to each other through a liquid passage 12P. The liquid passage 12P is provided with an on-off valve 12V, which allows the liquid chambers 12AL ₁ and 12AL ₂ to communicate with each other or to be shut off. The liquid chambers 12AL ₁ and 12AL ₂ and the liquid passage 12P are filled with an incompressible fluid such as oil. Now, when the on-off valve 12V is closed, the liquid does not move between the liquid chambers 12AL ₁ and 12AL ₂ , so that the load transmitting member 13 is held between the liquid chambers 12AL ₁ and 12AL ₂ , and the camber angle changing means mounting portion 15 is fixed.

When the on-off valve 12V is opened, the liquid can freely move between the liquid chambers 12AL ₁ and 12AL ₂ , so that the load transmitting member 13 can move in a direction perpendicular to the load transmitting surface (the arrow Y direction in FIG. 4A). In this state, the pressure P1 in the first air spring 12AA _1, applies pressure P2 to the second air spring 12AA _2. If P1> P2, the volume of the first air spring 12AA ₁ increases and the volume of the second air spring 12AA ₂ decreases. As a result, the load transmitting member 13 is pushed by the first air spring 12AA ₁ and moves toward the second air spring 12AA ₂ . Thereby, the camber angle with respect to the road surface L of the wheel 3 can be changed. When the load transmission member 13 is moved by a predetermined distance, the on-off valve 12V is closed. Then, since the liquid does not move between the liquid chambers 12AL ₁ and 12AL ₂ , the load transmitting member 13 is fixed in the camber angle changing means mounting portion 15 at the moved position.

In the camber angle changing means 12B shown in FIG. 4B, the first air spring 12BA ₁ and the bias spring 12BS ₂ are arranged to face each other in the camber angle changing means mounting portion 15 so as to sandwich the load transmission member 13. Further, the load transmission member 13 is held by a liquid clamp constituted by the liquid chambers 12BL ₁ and 12BL ₂ disposed to face each other in the camber angle changing means mounting portion 15. The liquid clamp is the same as the liquid clamp provided in the camber angle changing means 12A shown in FIG.

When the on-off valve 12V is opened, the liquid can freely move between the liquid chambers 12 B L ₁ and 12 B L ₂ , so that the load transmitting member 13 is perpendicular to the load transmitting surface (the arrow Y direction in FIG. 4-2). Can move to. In this state, the pressure P1 is applied to the first air spring 12 B A ₁ . The force F1 produced by the pressure P1 (P1 × A1: A1 is the pressure receiving area of the load transmission member 13) is greater than the force Fs which is biased load transmission member 13 by biasing spring 12Bs _2, the load transmission member 13 The first air spring 12 B A ₁ is pushed to move toward the bias spring 12BS ₂ . If F1 <Fs, the load transmission member 13 is pushed by the bias spring 12BS ₂ and moves toward the first air spring 12 B A ₁ . Thereby, the camber angle with respect to the road surface L of the wheel 3 can be changed. When the load transmission member 13 is moved by a predetermined distance, the on-off valve 12V is closed. Then, since the liquid does not move between the liquid chambers 12 B L ₁ and 12 B L ₂ , the load transmitting member 13 is fixed in the camber angle changing means mounting portion 15 at the moved position.

Thus, according to the camber angle changing means 12A, 12B, the camber angle with respect to the road surface L of the wheel 3 is changed by using the air spring and the liquid clamp together. For example, when using an air spring suspension system of a vehicle, in camber angle changing means 12B, to communicate the air spring of the first air spring 12BA ₁ and suspension system. And if the air spring provided in the suspension apparatus outside a turning is compressed during turning of a vehicle, since the pressure will be guide | induced to _1st air spring 12BA1, the load transmission member 13 can be moved. Thereby, the camber angle with respect to the road surface of the wheel on the outer side of the turn can be changed in conjunction with the suspension device of the vehicle. Next, a structure for interlocking with the suspension device will be described.

  FIG. 5 is an explanatory view showing a structure for interlocking the wheel support device and the vehicle suspension device according to this embodiment. The wheel support devices 10L, 10R included in the vehicle 100 interpose shock absorbing devices 40L, 40R between the wheels 3L, 3R and the vehicle 100a to alleviate the impact transmitted from the wheels 3L, 3R to the vehicle 100a. The shock absorbers 40L and 40R are provided with air springs, and the wheel support devices 10L and 10R are operated by pressure changes of the air springs provided in the shock absorbers 40L and 40R.

  The shock absorbers 40L and 40R included in the vehicle 100a are provided, and the upper arms 20L and 20R constituting the suspension device of the vehicle 100a are attached to the shock absorbers 40L and 40R, respectively. The suspension devices 40L and 40R include a pair of first air springs 41L and 41R and second air springs 44L and 44R that are arranged to face each other. The first pistons 42L and 42R are in contact with the first air springs 41L and 41R, and the second pistons 44L and 44R are in contact with the second air springs 45L and 45R. The first pistons 42L, 42R and the second pistons 44L, 44R are connected by connecting rods 43L, 43R. The connecting rods 43L and 43R are connected to the upper arms 20L and 20R constituting the suspension device of the vehicle 100a.

  The load support area A1 of the portion where the first air springs 41L, 41R are in contact with the first pistons 42L, 42R is the load support area A2 of the portion where the second air springs 45L, 45R are in contact with the second pistons 44L, 44R. (A1> A2). That is, the pressure receiving area where the first air springs 41L and 41R receive pressure from the first pistons 42L and 42R is larger than the pressure receiving area where the second air springs 45L and 45R receive pressure from the second pistons 44L and 44R. As a result, the force F1 that the first air springs 41L and 41R push the first pistons 42L and 42R becomes larger than the force F2 that the second air springs 45L and 45R push the second pistons 44L and 44R. , 40R can support a load transmitted from the upper arms 20L, 20R to the first pistons 42L, 42R and the second pistons 44L, 44R.

  The first actuators 12aL and 12aR and the second actuators 12bL and 12bR included in the camber angle changing means 12L and 12R are all air springs. Then, when the pressure in the first actuators 12aL and 12aR and the pressure in the second actuators 12bL and 12bR change, the load transmission members 13L and 13R swing around the support shaft 9s. As a result, the camber angles of the wheels 3L and 3R with respect to the road surface change.

  In the shock absorbers 40L and 40R, the air springs having different load support areas are connected by the shock absorber communication passage. In this example, as shown in FIG. 5, the first air spring 41L of the shock absorber 40L and the second air spring 45R of the shock absorber 40R are connected by a communication path 48A between the shock absorbers. Further, the first air spring 41R of the shock absorber 40R and the second air spring 45L of the shock absorber 40L are connected by the shock absorber communication passage 48B. Thereby, the roll of the vehicle 100a is reduced.

  The first air springs 41L and 41R and the first actuators 12aL and 12aR are connected by first communication passages 46L and 46R. The second air springs 45L and 45R and the second actuators 12bL and 12bR are connected by second communication passages 47L and 47R. When the vehicle 100a turns in the arrow direction in FIG. 5 with such a configuration, the upper arm 20L outside the turn moves upward in the vertical direction, and the upper arm 20R inside the turn moves downward in the vertical direction. Here, the connecting rod 43L is connected to the upper arm 20L on the turning outer side, and the connecting rod 43R is connected to the upper arm 20R on the turning inner side.

  Accordingly, the first and second pistons 42L and 44L of the shock absorber 40L outside the swing move in the direction of the arrow U in FIG. 5, and the first and second pistons 42R and 44R of the shock absorber 40R inside the swing are shown in FIG. 5 in the direction of arrow D. Accordingly, the pressure of the air in the first air spring 41L of the shock absorber 40L and the second air spring 45R of the shock absorber 40R is changed in the first air spring 41R of the shock absorber 40R and the second air spring 45L of the shock absorber 40L. It becomes larger than the pressure of air.

As a result, the pressure in the first actuators 12aL and 12aR included in the camber angle changing means 12L and 12R becomes larger than the pressure in the second actuators 12bL and 12bR. As a result, the load transmission member 13L is the arrow CA _L direction in FIG. 5 about the support shaft 9s, load transmission member 13R is swung in the arrow CA _R direction in FIG. 5 as the center around the supporting shaft 9s To do. As a result, the camber angle of the wheel 3L outside the turn changes negatively, and the camber angle of the wheel 3R outside the turn changes positively. As a result, the ground contact shape and the ground contact area of the wheels 3L and 3R on the outside and inside of the turn can be maintained in the same manner as when the vehicle 100a is traveling straight, so that stable traveling of the vehicle 100a during the turn can be realized. In addition, the camber angles of the wheels 3L and 3R can be changed in conjunction with the above operation by using the operation of the shock absorbers 40L and 40R by the roll of the vehicle 100a. As a result, the drive source for the camber angle changing means 12L, 12R and the camber angle control device are not required.

(Modification)
6-1 is explanatory drawing which shows the wheel support apparatus which concerns on the modification of this Example. FIG. 6B is an explanatory diagram of a configuration of the camber angle changing unit in FIG. The wheel support device 10A is attached to a strut-type suspension device. The wheel supporting apparatus 10A includes a frame 11A is the axle support body supporting member, an axle support 7, and a camber angle changing unit 12 C. One end of the frame 11A is fixed to the strut shell 32, and a support shaft 11As is provided at the other end. Further, the support shaft 11As of the frame 11A is supported by the bearing portion 9As provided on the road surface side of the axle support 7. With this configuration, the frame 11A thereby supports the axle support 7 so as to be swingable about the support shaft 11As. In this modification, the support shaft 11As and the bearing portion 9As constitute a swing support portion.

A camber angle changing means 12C is attached to the side of the frame 11A facing the support shaft 11As. The camber angle changing means 12C according to this modification is a hydraulic actuator. As shown in FIG. 6-2, the camber angle change means 12C is partitioned into two oil chambers 12C _1, 12C ₂ by the cylinder 12CC piston 12 cP. The oil chambers 12C ₁ and 12C ₂ are filled with oil that is an incompressible fluid, and the piston 12CP is moved by changing the amount of oil in the oil chambers 12C ₁ and 12C ₂ .

The movement of the piston 12CP is transmitted to the load transmission member 13A provided on the axle support 7 by the connecting rod 12CL, and the axle support 7 is swung around the support shaft 11As. Thereby, the camber angle with respect to the road surface of the wheel 3 can be changed. Since the working fluid of the hydraulic actuator is an incompressible fluid (oil), the piston 12CP can be fixed at the position when the oil in / out of the oil chambers 12C ₁ and 12C ₂ is stopped. Accordingly, the load transmitting member 13A can be held at a predetermined position without using the liquid clamp that is necessary for the camber angle changing means 12A, 12B. That is, the hydraulic actuator used in the camber angle changing unit 12C according to this modification has a function of swinging the axle support 7 and a function of holding the axle support 7 in a predetermined position. Thereby, the dimension of the camber angle changing means 12C can be reduced.

  As described above, in the wheel support device according to this embodiment and the modifications thereof, the axle support is supported by the axle support member on the road surface side of the axle support body and the opposite side of the road surface. Accordingly, the wheel support device can be configured in a compact manner, so that the wheel support device can be arranged in the wheel. Therefore, when this vehicle support device is attached to the suspension device, it is possible to suppress dimensional changes in the vehicle width direction. Moreover, this wheel support device can attach an axle support support member as it is to the arms of a suspension device provided in the vehicle. As a result, the vehicle can be attached to the vehicle with almost no change in the structure of the suspension device and the structure of the vehicle, and the change in the ground contact surface of the wheel when the vehicle turns can be suppressed.

  As described above, the wheel support device according to the present invention is useful for a vehicle suspension device, and is particularly suitable for suppressing a change in the ground contact surface of the wheel when the vehicle is turning.

It is a side view which shows the wheel support apparatus which concerns on this Example. It is explanatory drawing which shows a vehicle provided with the wheel support apparatus which concerns on this Example. It is a front view which shows the wheel support apparatus which concerns on this Example. It is a front view which shows the wheel support apparatus which concerns on this Example. It is an enlarged view which shows the bearing part of a flame | frame. It is explanatory drawing which shows the example of the camber angle change means based on this Example. It is explanatory drawing which shows the example of the camber angle change means based on this Example. It is explanatory drawing which shows the structure which makes the wheel support apparatus which concerns on this Example, and the suspension apparatus of a vehicle interlock | cooperate. It is explanatory drawing which shows the wheel support apparatus which concerns on the modification of this Example. It is explanatory drawing which shows the structure of the camber angle change means of FIGS.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tire 2 Wheel 3, 3L, 3R Wheel 6 Axle 7, 7L, 7R Axle support body 9s Support shaft 9As Bearing part 10, 10L, 10R, 10A Vehicle support apparatus 11, 11A Frame 11As Support shaft 11H Opening part 12a 1st actuator 12b Second actuator 12, 12L, 12R, 12A, 12B, 12C Camber angle changing means 13, 13L, 13R, 13A Load transmitting member 14 Bearing portion 15 Camber angle changing means mounting portion 16 Rubber bearing 100, 100a Vehicle

Claims (6)

An axle support for rotatably supporting the wheels of the vehicle;
An axle support support member that swingably supports the axle support on either the road surface side of the axle support or the side opposite to the road surface side of the axle support;
A camber angle changing means for changing the camber angle with respect to the road surface of the wheel by swinging the axle support around a place where the axle support is supported;
And the axle support and the camber angle changing means are arranged in a wheel constituting the wheel.   The camber angle changing means is arranged so that the camber angle changing means is located between the rim of the wheel and the axle support when the axle support supports the wheel. The axle support device according to claim 1.   3. The wheel support device according to claim 1, wherein the axle support body support member supports the axle support body in a swingable manner on a road surface side of the axle support body.   The camber angle changing means operates so that a camber angle with respect to a road surface of a wheel outside the turning of the vehicle becomes negative when the vehicle is turning. The wheel support apparatus of Claim 1.   The wheel support device according to any one of claims 1 to 4, wherein the axle support body support member supports the axle support body via a rubber bearing.   6. The camber angle changing means operates according to a change in pressure of the air spring, using an air spring as a shock absorber interposed between the wheel and the vehicle. The wheel support device described.

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