JP5088478B2 - Camber angle adjustment mechanism - Google Patents

Description

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

Conventionally, as shown in FIG. 17, in order to be able to control camber and toe individually for each wheel by an actuator, a ball joint 533 that supports an axle 532 that supports the wheel at one point with respect to the vehicle body, First and second actuators that support two points in the longitudinal direction of the vehicle that are above or below the support point of the ball joint 533 in the axle 532 and that individually displace these two support points in the vehicle width direction. 534, 535 and the two support points are relatively displaced in the vehicle width direction to change the wheel toe and / or the two support points are displaced in the same direction in the vehicle width direction. And a control means for controlling the first and second actuators 534 and 535 so as to change the camber of the wheel (Patent Document 1). .
JP 2004-122932 A

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

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

Therefore, the present invention provides a camber angle adjustment mechanism that changes a camber angle of a wheel with respect to a vehicle body, a vehicle body side support member connected to the vehicle body, a base member connected to the vehicle body side support member, and the base member. On the other hand, a rotating member that is directly connected by a rotating part as a camber shaft and is supported rotatably about the rotating part, and a driving force that rotates the rotating member with respect to the base member An actuator for generating the rotation, a connecting member that connects the rotating member and the actuator, a transmission member that transmits a driving force of the actuator to the rotating member, and a first connection that connects the rotating member and the transmitting member A second connection point that connects the actuator and the transmission member; a first transmission shaft that passes through the first connection point and is a rotation center axis of the rotation member and the transmission member; Communicating A second transmission shaft that passes through a point and is a rotation central axis of the actuator and the transmission member, the rotation shaft of the actuator, the camber shaft, the first transmission shaft, and the second transmission shaft. Are all in the vehicle longitudinal direction .

  The rotation axis of the actuator is parallel to the camber axis.

The first connection point and the second connection point are connected by a spherical bearing so as to be rotatable about an axis parallel to the camber shaft .

  Further, any one of the base member, the rotating member, and the transmission member is provided with a stopper that regulates an angle of rotation about a camber shaft.

According to the first aspect of the present invention, in the camber angle adjusting mechanism for changing the camber angle of the wheel with respect to the vehicle body, a vehicle body side support member connected to the vehicle body, a base member connected to the vehicle body side support member, A rotating member that is directly connected to the base member by a rotating portion serving as a camber shaft and is rotatably supported around the rotating portion, and the rotating member is rotated with respect to the base member An actuator that generates a driving force to be moved, the rotation member and the actuator are connected, a transmission member that transmits the driving force of the actuator to the rotation member, and the rotation member and the transmission member are connected A first connection point that connects the actuator and the transmission member, and a first transmission shaft that passes through the first connection point and is a rotation center axis of the rotation member and the transmission member. When A second transmission shaft that passes through a second connection point and is a rotation center axis of the actuator and the transmission member, the rotation shaft of the actuator, the camber shaft, the first transmission shaft, and the first transmission shaft. Since the two transmission shafts are all in the longitudinal direction of the vehicle , when changing the camber angle, the toe angle does not change and the camber angle can be set with high accuracy. Further, in the vicinity where the camber angle adjusting mechanism is installed, the base member is supported by the highly rigid vehicle body side support member, so that it is possible to secure strength with light weight without using an extra member. Furthermore, each member can be disposed within a predetermined distance close to the vehicle body side support member, and generation of moment can be suppressed. In addition, the vehicle longitudinal load is rarely input to the actuator shaft and the like, so that generation of unnecessary moments can be suppressed, the camber angle can be set with high accuracy, and durability can be improved. .

  According to the second aspect of the present invention, since the rotation shaft of the actuator is parallel to the camber shaft, when the rotation of the actuator is converted into the rotation of the rotation member, the driving force transmission The camber angle can be set with high accuracy while reducing loss.

According to a third aspect of the present invention, the first connection point and the second connection point are connected by a spherical bearing so as to be rotatable about an axis parallel to the camber shaft. Even if there are some manufacturing and assembly errors, they can be absorbed and the camber angle can be changed smoothly.

According to a fourth aspect of the present invention, any one of the base member, the rotating member, and the transmitting member is provided with a stopper that regulates the rotation angle about the camber shaft. Even if the actuator malfunctions due to a failure or the like, it can be maintained within a predetermined camber angle to maintain running stability.

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

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

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

  In FIG. 1, 1 is a camber angle adjusting mechanism, 2 is a first knuckle member as a base member, 3 is a second knuckle member as a rotating member, 4 is an actuator, and 5 is an upper arm as a transmission member.

  The camber angle adjustment mechanism 1 of the first embodiment is a device for changing the camber angle of the wheel 30 provided at a portion that connects a vehicle body (not shown) and the wheel 30, and in particular, a steering wheel of the vehicle, for example, It is preferable to arrange it on the front wheel.

  The camber angle adjusting mechanism 1 includes a first knuckle member 2 connected to a vehicle body or a vehicle body side support member, a first knuckle member 2, a strut suspension 21 as a vehicle body side support member connected to the vehicle body, a lower arm 22, and the like. A second knuckle member 3 that is connected by a rotating portion 2a such as a pin and can rotate with respect to the first knuckle member 2 with the rotating portion 2a as a camber shaft C, and a driving force that rotates the second knuckle member 3. And an upper arm 5 that couples the actuator 4 and the second knuckle member 3 and transmits the driving force of the actuator 4 to the second knuckle member 3.

  The first knuckle member 2 is connected to the vehicle body via the strut suspension 21, the lower arm 22, and the like, and is connected to the tie rod 23, and can be rotated by a steering operation (not shown). Further, the first knuckle member 2 has a first drive shaft insertion hole 2b, and a drive shaft 24 that transmits a driving force from an engine or the like of the vehicle passes through the first drive shaft insertion hole 2b to drive the wheel 30. It is like that. Further, the first knuckle member 2 has an upper arm insertion hole 2c through which the upper arm 5 is inserted.

  The second knuckle member 3 rotatably supports the wheel 30 via the hub 31 and the like, and is rotatable with respect to the first knuckle member 2 around the camber shaft C. The second knuckle member 3 has a second drive shaft insertion hole 3a, and a drive shaft 24 that transmits a driving force from a vehicle engine or the like can be inserted through the second drive shaft insertion hole 3a to drive the wheel 30. It is like that. Further, the second knuckle member 3 supports a hub 31 as a wheel support member that rotatably supports the wheel 30 and a brake 32 as a braking means that brakes the wheel 30.

  The actuator 4 is such that the main body 4a is supported by the actuator support portion 2d of the first knuckle member 2, and the actuator arm 4b is rotated about the actuator axis A substantially perpendicular to the camber axis C.

  The upper arm 5 is inserted into the upper arm insertion hole 2c of the first knuckle member 2, and the second knuckle member 3 is formed by a spherical bearing or the like so as to be rotatable around the first upper arm axis U1 at one first connection point 5a. Is connected to the actuator arm 4b of the actuator 4 so as to be rotatable around a second upper arm axis U2 by a spherical bearing or the like at the other second connection point 5b, and the driving force of the actuator 4 is supplied to the second knuckle member 3 The second knuckle member 3 and the wheel 30 are rotated around the camber shaft C.

  As shown in FIG. 2, the camber axis C and the first upper arm axis U1 are parallel, and the actuator axis A and the second upper arm axis U2 are parallel. The camber axis C and the first upper arm axis U1, the actuator axis A and the second upper arm axis U2 are preferably substantially orthogonal to each other.

  FIG. 3 is an operation schematic diagram when the camber angle is changed, and FIG. 4 is an enlarged view of the stopper portion. 3 (a) shows a state where the actuator 4 is not operated, FIG. 3 (b) shows a state where the actuator 4 is operated to be a negative camber, and FIG. 3 (c) shows a state where the actuator 4 is operated, It shows the state of positive camber.

  As shown in FIG. 3A, in a state where the actuator 4 is not operated, an alignment initial setting state is set. In this embodiment, for example, a camber angle is set to 0 °.

  Further, as shown in FIG. 3B, when the actuator 4 is rotated so that the upper arm 5 moves leftward in FIG. 3B, the second knuckle member is pulled by the upper arm 5. 3 rotates around the camber shaft C toward the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 4A, the negative stopper portion 6 provided on the second knuckle member 3 comes into contact with the first knuckle member 2 and the second knuckle member 3 Movement, that is, camber angle is regulated.

  Also, as shown in FIG. 3C, when the actuator 4 is rotated so that the upper arm 5 moves in the right direction in FIG. 3C, the upper knuckle member is pushed by the second arm knuckle member. 3 rotates around the camber shaft C to the opposite side of the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 4B, the positive stopper portion 7 provided on the upper arm 5 comes into contact with the first knuckle member 2, and the movement of the second knuckle member 3; That is, the camber angle is regulated.

  Next, the camber angle adjusting mechanism 1 of the second embodiment will be described. FIG. 5 is a perspective view of the camber angle adjusting mechanism 1 according to the second embodiment as seen from above and FIG. 6 is a perspective view of the camber angle adjusting mechanism 1 of the second embodiment as seen from above.

  In the camber angle adjusting mechanism 1 of the second embodiment, the actuator axis A of the actuator 4 of the first embodiment is arranged in parallel with the camber axis C.

  About the 1st knuckle member 2 and the 2nd knuckle member 3, it has the structure similar to 1st Embodiment.

  The actuator 4 is such that the main body 4a is supported by the actuator support portion 2c of the first knuckle member 2, and the actuator arm 4b is rotated around an actuator axis A parallel to the camber axis C.

  The upper arm 5 is inserted into the upper arm insertion hole 2c of the first knuckle member 2, and the second knuckle member 3 is formed by a spherical bearing or the like so as to be rotatable around the first upper arm axis U1 at one first connection point 5a. Is connected to the actuator arm 4b of the actuator 4 so as to be rotatable around a second upper arm axis U2 by a spherical bearing or the like at the other second connection point 5b, and the driving force of the actuator 4 is supplied to the second knuckle member 3 The second knuckle member 3 and the wheel 30 are rotated around the camber shaft C.

  As shown in FIG. 6, the camber axis C and the first upper arm axis U1 are parallel, and the actuator axis A and the second upper arm axis U2 are parallel. The camber axis C and the first upper arm axis U1, the actuator axis A and the second upper arm axis U2 are preferably in a substantially parallel relationship.

  FIG. 7 shows an operation schematic diagram when the camber angle is changed. 7A shows a state where the actuator 4 is not operated, FIG. 7B shows a state where the actuator 4 is operated to be a negative camber, and FIG. 7C shows a state where the actuator 4 is operated, It shows the state of positive camber.

  As shown in FIG. 7A, in the state where the actuator 4 is not operated, the alignment initial setting state is set. In this embodiment, for example, the camber angle is set to 0 °.

  Further, as shown in FIG. 7B, when the actuator 4 is rotated counterclockwise so that the upper arm 5 is moved in the left direction in FIG. 7B, the upper arm 5 is pulled. The second knuckle member 3 pivots around the camber shaft C toward the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  If the rotation of the actuator 4 continues from this state, the negative stopper portion 6 provided on the second knuckle member 3 contacts the first knuckle member 2 as shown in FIG. The movement of the second knuckle member 3, that is, the camber angle is regulated.

  Further, as shown in FIG. 7C, when the actuator 4 is rotated clockwise so as to move the upper arm 5 in the right direction in FIG. 7C, the upper arm 5 is pushed to The two knuckle member 3 rotates about the camber shaft C to the opposite side to the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 4 continues from this state, as in the first embodiment, as shown in FIG. 4B, the positive stopper portion 7 provided on the upper arm 5 comes into contact with the first knuckle member 2, The movement of the second knuckle member 3, that is, the camber angle is restricted.

  Next, a third embodiment will be described.

  FIG. 8 is a perspective view of the camber angle adjusting mechanism 1 according to the third embodiment as seen from the upper rear side, and FIG. 9 is a perspective view of the camber angle adjusting mechanism 1 according to the third embodiment as seen from the upper front side.

  8 and 9, 1 is a camber angle adjusting mechanism, 2 is a base member, 3 is a rotating member, 4 is an actuator, and 5 is an upper arm.

  The camber angle adjusting mechanism 1 of the third embodiment is a device for changing the camber angle of the wheel 30 provided at a portion connecting the vehicle body and the wheel 30 (not shown). For example, when the camber angle adjusting mechanism 1 is arranged on the rear wheel of the vehicle. It is preferable.

  The camber angle adjusting mechanism 1 includes a base member 2 connected to the vehicle body side by a strut suspension 25 and a torsion beam 26 as a vehicle body side support member connected to the vehicle body, and a rotating part 2a such as a base member 2 and a pin. The actuator 4 is connected to the base member 2 and can be rotated with the rotating portion 2a as a camber shaft C. The actuator 4 generates a driving force for rotating the rotating member 3, and the actuator 4 and the rotating member. 3 and an upper arm 5 that transmits the driving force of the actuator 4 to the rotating member 3.

  The base member 2 is connected to the vehicle body via a strut suspension 25, a torsion beam 26, and the like.

  The rotating member 3 rotatably supports the wheel 30 via a hub or the like, and is rotatable with respect to the base member 2 about the camber shaft C. As in the first embodiment, the rotation member 3 preferably supports a hub 31 as a wheel support member that rotatably supports the wheel 30 and a brake 32 as a braking member that brakes the wheel 30.

  The actuator 4 is such that the main body 4a is supported by the actuator support 2c of the base member 2, and the actuator arm 4b is rotated around the actuator axis A substantially parallel to the camber axis C.

  The upper arm 5 is connected to the rotating member 3 by a spherical bearing or the like so as to be rotatable about the first upper arm axis U1 at one first connecting point 5a, and the second upper arm at the other second connecting point 5b. The actuator 4 is connected to the actuator arm 4b of the actuator 4 so as to be rotatable about a shaft U2 by a spherical bearing or the like, and the driving force of the actuator 4 is transmitted to the rotating member 3 so that the second knuckle member 3 and the wheel 30 are connected to the camber shaft C. Is rotated around the center.

  As shown in FIG. 9, the camber axis C and the first upper arm axis U1 are parallel, and the actuator axis A and the second upper arm axis U2 are parallel. The camber axis C and the first upper arm axis U1, the actuator axis A and the second upper arm axis U2 are preferably in a substantially parallel relationship.

  FIG. 10 is an operation schematic diagram when the camber angle is changed, and FIG. 11 is an enlarged view of the stopper portion. FIG. 10 (a) shows a state where the actuator 4 is not operated, FIG. 10 (b) shows a state where the actuator 4 is operated to form a negative camber, and FIG. 10 (c) shows a state where the actuator 4 is operated. It shows the state of positive camber.

  As shown in FIG. 10A, in the state where the actuator 4 is not operated, the alignment initial setting state is set. In this embodiment, for example, the camber angle is set to 0 °.

  Further, as shown in FIG. 10B, when the actuator 4 is rotated counterclockwise so that the upper arm 5 is moved in the left direction in FIG. 10B, the upper arm 5 is pulled. The rotating member 3 rotates about the camber shaft C toward the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 11A, the negative stopper portion 6 provided on the base member 2 comes into contact with the rotation member 3, and the movement of the rotation member 3, that is, the camber. The corner is regulated. Note that the negative stopper portion 6 ′ may be disposed so as to contact the actuator arm 4 b of the actuator 4.

  Further, as shown in FIG. 10C, when the actuator 4 is rotated clockwise so that the upper arm 5 moves in the right direction in FIG. 10C, the upper arm 5 is pushed and rotated. The moving member 3 rotates about the camber shaft C to the opposite side of the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 11B, the actuator arm 4b of the actuator 4 comes into contact with the positive stopper portion 7 provided on the base member 2, and the movement of the rotation member 3 That is, the camber angle is regulated.

  Next, a fourth embodiment will be described.

  FIG. 12 is a perspective view of the camber angle adjusting mechanism 1 according to the fourth embodiment as viewed from the upper rear side, and FIG. 13 is a perspective view of the camber angle adjusting mechanism 1 of the fourth embodiment as viewed from the upper front side.

  The camber angle adjusting mechanism 1 according to the fourth embodiment is such that a connecting portion 3b is newly provided on the rotating member 3 according to the third embodiment and is connected to the upper arm 5. The base member 2 and the actuator 4 are the same as those in the third embodiment.

  The rotating member 3 rotatably supports the wheel 30 via a hub or the like, is rotatable with respect to the base member 2 around the camber shaft C, and is a connecting portion 3b protruding toward the upper arm 5 side. Is provided. As in the first embodiment, the rotation member 3 preferably supports a hub 31 as a wheel support member that rotatably supports the wheel 30 and a brake 32 as a braking member that brakes the wheel 30.

  The upper arm 5 is connected to the rotating member 3 by a spherical bearing or the like so as to be rotatable around the first upper arm axis U1 on the one hand, and can be rotated by a spherical bearing or the like around the second upper arm axis U2 on the other hand. The actuator 4 is connected to the actuator arm 4b of the actuator 4 to transmit the driving force of the actuator 4 to the rotating member 3, and the second knuckle member 3 and the wheel 30 are rotated about the camber shaft C.

  As shown in FIG. 13, the camber axis C and the first upper arm axis U1 are parallel, and the actuator axis A and the second upper arm axis U2 are parallel. The camber axis C and the first upper arm axis U1, the actuator axis A and the second upper arm axis U2 are preferably in a substantially parallel relationship.

  Further, as shown in FIG. 14, on the cross section in the vehicle width direction, there are a line connecting the camber shaft C and the first upper arm axis U1, and a line connecting the actuator axis A and the second upper arm axis U2. More preferably, the first upper arm axis U1 and the second upper arm axis U2 are orthogonal to each other.

  FIG. 15 shows an operation schematic diagram when the camber angle is changed. 15 (a) shows a state where the actuator 4 is not operated, FIG. 15 (b) shows a state where the actuator 4 is operated to be a negative camber, and FIG. 15 (c) shows a state where the actuator 4 is operated, It shows the state of positive camber.

  As shown in FIG. 15A, when the actuator 4 is not operated, the alignment initial setting state is set, for example, in the present embodiment, the camber angle is set to 0 °.

  Further, as shown in FIG. 15B, when the actuator 4 is rotated counterclockwise so that the upper arm 5 is moved in the left direction in FIG. 15B, the upper arm 5 is pulled. The rotating member 3 rotates about the camber shaft C toward the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 16A, the negative stopper portion 6 provided on the base member 2 comes into contact with the rotation member 3, and the movement of the rotation member 3, that is, the camber. The corner is regulated. Note that the negative stopper portion 6 ′ may be disposed so as to contact the actuator arm 4 b of the actuator 4.

  Further, as shown in FIG. 15C, when the actuator 4 is rotated clockwise so as to move the upper arm 5 in the right direction in FIG. 15C, the upper arm 5 is pushed and rotated. The moving member 3 rotates about the camber shaft C to the opposite side of the vehicle body. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 4 continues from this state, as shown in FIG. 16B, the actuator arm 4b of the actuator 4 comes into contact with the positive stopper portion 7 provided on the base member 2, and the movement of the rotation member 3 That is, the camber angle is regulated.

  Thus, in the camber angle adjusting mechanism 1 that changes the camber angle of the wheel 30 with respect to the vehicle body, the torsion beam 26 fixed to the vehicle body, the base member 2 fixed to the torsion beam 26, and the camber axis C with respect to the base member 2 A pivot member 3 that is pivotably supported around the base member 2, an actuator 4 that is supported by the base member 2 and generates a driving force that pivots the pivot member 3 relative to the base member 2, and the pivot member 3. And the actuator 4, and the transmission member 5 that transmits the driving force of the actuator 4 to the rotating member 3, the toe angle does not change when the camber angle is changed, and the accuracy is improved. The camber angle can be set well. In addition, among the peripheral members where the camber angle adjusting mechanism 1 is installed, the base member 2 is supported by the torsion beam 26 having high rigidity, so that it is possible to ensure strength with light weight without using an extra member. it can. Furthermore, each member can be disposed within a predetermined distance close to the torsion beam 26, and generation of moment can be suppressed.

  Further, since the rotation axis A of the actuator 4 is parallel to the camber axis C, when the rotation of the actuator 4 is converted into the rotation of the rotation member 3, the loss of driving force transmission is suppressed with high accuracy. The camber angle can be set.

  In addition, the first connecting point 5a that connects the rotating member 3 and the transmission member 5, the second connecting point 5b that connects the actuator 4 and the transmitting member 5, and the first connecting point 5a, the rotating member 3 passes. A first upper arm axis U1 that is a rotation center axis between the actuator 4 and the transmission member 5; a second upper arm axis U2 that is a rotation center axis between the actuator 4 and the transmission member 5 through the second connection point 5b; Since the rotation axis A, the camber axis C, the first upper arm axis U1 and the second upper arm axis U2 of the actuator 4 are all in the same direction, a vehicle longitudinal load is input to the actuator axis A or the like. The generation of unnecessary moments can be suppressed, the camber angle can be set with high accuracy, and the durability can be improved.

  In addition, since the first connection point 5a and the second connection point 5b are connected by spherical bearings, even if there are some manufacturing errors and assembly errors, the errors can be absorbed and smoothly. The camber angle can be changed.

  Further, since any of the base member 2, the rotation member 3 and the transmission member 5 is provided with the stoppers 6 and 7 for restricting the rotation angle about the camber shaft C, the actuator 4 is broken or the like. Even if it malfunctions due to the above, it can be maintained within a predetermined camber angle, and running stability can be maintained.

It is a perspective view which shows 1st Embodiment. It is a perspective view which shows 1st Embodiment. It is the action | operation schematic at the time of camber change of 1st Embodiment. It is a figure which shows the stopper part of 1st Embodiment. It is a perspective view which shows 2nd Embodiment. It is a perspective view which shows 2nd Embodiment. It is the action | operation schematic at the time of camber change of 2nd Embodiment. It is a perspective view which shows 3rd Embodiment. It is a perspective view which shows 3rd Embodiment. It is the action | operation schematic diagram at the time of camber change of 3rd Embodiment. It is a figure which shows the stopper part of 3rd Embodiment. It is a perspective view which shows 4th Embodiment. It is a perspective view which shows 4th Embodiment. It is sectional drawing which shows the relationship of each axis | shaft of 4th Embodiment. It is the operation | movement schematic at the time of camber change of 4th Embodiment. It is a figure which shows the stopper part of 4th Embodiment. It is the schematic which shows a prior art.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Camber angle adjustment mechanism, 2 ... 1st knuckle member (base member), 2a ... Turning part, 2b ... 1st drive shaft insertion hole, 2c ... Upper arm insertion hole, 3 ... 2nd knuckle member (turning member) 3a ... second drive shaft insertion hole, 3b ... connecting portion, 4 ... actuator, 4a ... main body, 4b ... arm, 5 ... upper arm, 5a ... first connecting point, 5b ... second connecting point, 6 ... negative Stopper part, 7 ... Positive stopper part, 21 ... Strut suspension (vehicle body side support member), 22 ... Lower arm (vehicle body side support member), 23 ... Tie rod, 24 ... Drive shaft, 25 ... Strut suspension (vehicle body side support member), 26 ... Torsion beam (vehicle body side support member), 30 ... Wheel, 31 ... Hub (wheel support member) 32 ... Brake (braking means) C ... Can Axis, A ... actuator shaft, U1 ... first upper arm shaft (first transmission shaft), U2 ... second upper arm shaft (second transmission shaft)

Claims (4)

In the camber angle adjustment mechanism that changes the camber angle of the wheel relative to the vehicle body,
A vehicle body-side support member coupled to the vehicle body;
A base member coupled to the vehicle body side support member;
A rotating member that is directly connected to the base member by a rotating part as a camber shaft, and is rotatably supported around the rotating part;
An actuator that generates a driving force for rotating the rotating member with respect to the base member;
A transmission member for connecting the rotating member and the actuator, and transmitting a driving force of the actuator to the rotating member;
A first connection point for connecting the rotating member and the transmission member;
A second connection point for connecting the actuator and the transmission member;
A first transmission shaft that passes through a first connection point and is a rotation center axis of the rotation member and the transmission member;
A second transmission shaft that passes through a second connection point and is a rotation center axis of the actuator and the transmission member;
Have
The camber angle adjusting mechanism , wherein the rotation shaft, the camber shaft, the first transmission shaft, and the second transmission shaft of the actuator are all in the vehicle front-rear direction .   The camber angle adjusting mechanism according to claim 1, wherein a rotation axis of the actuator is parallel to the camber axis. The camber according to claim 1 or 2 , wherein the first connection point and the second connection point are connected by a spherical bearing so as to be rotatable about an axis parallel to the camber axis. Angle adjustment mechanism. 4. The stopper according to claim 1, wherein any one of the base member, the rotation member, and the transmission member is provided with a stopper that regulates a rotation angle about a camber shaft. The camber angle adjusting mechanism according to any one of the above.

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