JP5472621B2 - Camber angle adjustment device - Google Patents

Description

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

  Conventionally, there has been a camber angle adjusting device that changes a camber angle of a wheel with respect to a vehicle body in order to realize stable traveling by applying a negative camber to the wheel. As such a camber angle adjusting device, there is one that reduces the load on the actuator and secures the strength by using a lever crank mechanism (Patent Document 1).

JP 2009-132377 A

  However, in the invention described in Patent Document 1, it is not possible to effectively use the space by using a long arm or the like, and the installation is not easy depending on the structure of the suspension device.

  The present invention solves the above-described problems, and an object of the present invention is to provide a camber angle adjusting device that can be easily installed with a compact and simple structure.

  To this end, the present invention provides a camber angle adjusting device that includes a vehicle body, a wheel, and a suspension device that suspends the wheel with respect to the vehicle body, and that is installed in the vehicle body and drives the camber angle adjustment device that changes the camber angle of the wheel. A motor that generates a force, a drive member that has an output shaft that outputs the driving force generated by the motor, a speed reducer that is coupled to the output shaft and decelerates the rotation of the drive member, and is connected to the speed reducer and the output A crankshaft having a crankshaft rotating around a center line on the same axis as the shaft, a crankpin connected in parallel to the crankshaft and rotating around the crankshaft, and one end rotatably connected to the crankpin The connecting member and the wheel are rotatably supported with respect to the shaft in the width direction of the vehicle body, and are rotatably supported by the suspension device on one side in the vertical direction and on the front side on the other side. A rotating member connected to the other end of the connecting member, characterized in that it comprises a.

Further, in a camber angle adjusting device for changing a camber angle of a wheel suspended on a vehicle body via an upper arm and a lower arm of a double wishbone type suspension device, a drive member installed on the vehicle body for generating a drive force, and the drive A speed reducing portion that slows down rotation of the member, and a crank portion having a crank shaft connected to the speed reducing portion and a crank pin connected to the upper arm, and the driving member includes a motor that generates a driving force. And an output shaft for outputting the driving force generated by the motor, wherein the output shaft and the crankshaft are arranged on the same shaft .

  The speed reducer includes an outer gear supported by the vehicle body, a sun gear coupled on the same axis as the output shaft, a planetary gear that meshes with the outer gear and the sun gear and is movable around the sun gear. And an output member that is connected to the crankshaft of the crank portion on the same shaft and rotates by movement of the planetary gear.

  The drive member may have an outer diameter larger than an outer diameter of the speed reduction portion, and a length of the drive member in the output shaft direction may be shorter than the speed reduction portion.

  According to the first aspect of the present invention, in the camber angle adjusting device that includes a vehicle body, a wheel, and a suspension device that suspends the wheel relative to the vehicle body, the camber angle adjustment device that changes the camber angle of the wheel. A motor that generates a driving force, a driving member that has an output shaft that outputs the driving force generated by the motor, a speed reduction unit that is connected to the output shaft and decelerates the rotation of the driving member, and the speed reduction unit, A crank portion having a crankshaft connected and rotating about a center line on the same axis as the output shaft, a crankpin connected in parallel to the crankshaft and rotating about the crankshaft, and one end of the crankpin A connecting member that is rotatably connected, and the wheel is rotatably supported with respect to an axis in the width direction of the vehicle body, and is rotatably supported by the suspension device on one side in the vertical direction. Since comprises a pivot member connected to the other end of the connecting member on the side, and a compact and simple structure, it is possible to provide easily installed camber angle adjusting device.

According to a second aspect of the present invention, in the camber angle adjusting device for changing the camber angle of the wheel suspended on the vehicle body via the upper arm and the lower arm of the double wishbone type suspension device, the camber angle adjusting device is installed on the vehicle body and driven. comprising a drive member for generating a force, and a decelerating portion for decelerating the rotation of said drive member, and a crank portion having a linked crank pin on the crank shaft and the upper arm connected to the reduction gear unit, the drive The member has a motor that generates a driving force and an output shaft that outputs the driving force generated by the motor, and the output shaft and the crankshaft are arranged on the same shaft, so that the number of parts is simple. With a simple structure, it can be easily installed on a double wishbone suspension. In addition, the unsprung weight can be reduced, and the riding comfort and the motion performance of the vehicle are improved.

According to a third aspect of the present invention, the speed reduction portion meshes with the outer gear supported by the vehicle body, the sun gear connected on the same axis as the output shaft, and the outer gear and the sun gear. Since the planetary gear that can move around the sun gear and the output member that is connected to the crankshaft of the crank portion on the same axis and rotates by the movement of the planetary gear, the installation space can be reduced.

According to a fourth aspect of the present invention, the outer diameter of the driving member is larger than the outer diameter of the speed reducing portion, and the length of the driving member in the output shaft direction is shorter than the speed reducing portion. The space can be further reduced.

It is a front perspective view of the camber angle adjusting device of an embodiment. It is the figure which looked at the camber angle adjusting device of an embodiment from the front. It is the figure which looked at the camber angle adjusting device of an embodiment from the upper part. It is AA sectional drawing of FIG. It is the figure which looked at the camber angle adjustment device of the operation state of an embodiment from the front. It is BB sectional drawing of FIG.

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

  1 is a front perspective view of the camber angle adjusting device 1 of the embodiment, FIG. 2 is a diagram of the camber angle adjusting device of the embodiment viewed from the front, and FIG. 3 is a diagram of the camber angle adjusting device of the embodiment viewed from above. 4 is a cross-sectional view taken along the line AA in FIG. However, the wheel is the figure which cut the front half. An arrow F indicates the front of the vehicle, and an arrow W indicates the vehicle body width direction orthogonal to the vehicle longitudinal direction.

  In FIG. 1, 1 is a camber angle adjusting device, 2 is a drive member, 3 is a speed reduction unit, 4 is a crank unit, 5 is a bearing member, 6 is a detection member, 20 is a vehicle body, 21 is a first suspension member, and 22 is a first suspension member. 2 suspension member, 23 is a unit support member, 30 is a hub, 31 is a hub member, 32 is a disc brake, 33 is a hub support member as a rotating member, 40 is a wheel, 41 is a wheel, and 42 is a tire. 50 is a suspension device, 51 is an upper arm as a connecting member, 52 is a first lower arm, 53 is a spring, 54 is a shock absorber, 55 is a trailing arm, and 56 is a second lower arm.

  The camber angle adjusting device 1 according to the present embodiment includes a vehicle body 20, a wheel 40, and a suspension device 50 that suspends the wheel 40 from the vehicle body 20, and changes the camber angle of the wheel 40. 1, a motor 2 a that is installed in the vehicle body 20 and generates a driving force, a driving member 2 having an output shaft 2 b that outputs the driving force generated by the motor 2 a, and a rotation of the driving member 2 that is connected to the output shaft 2 b is decelerated. A speed reduction part 3, a crankshaft 4a connected to the speed reduction part 3 and rotating around a center line on the same axis as the output shaft 2b, and a crank pin 4b connected in parallel to the crankshaft 4a and rotating around the crankshaft 4a The crank portion 4 having one end, an upper arm 51 that is rotatably connected to the crank pin 4b, and a wheel 40 that rotatably supports the shaft in the width direction W of the vehicle body 20 and lead. It is rotatably supported by the second lower arm 56 on one side of direction, comprising a hub support member 33 connected to the other end of the upper arm 51 on the other side.

  In the present embodiment, the camber angle adjusting device 1 may be considered as a unit. In this case, 1 is a camber angle adjusting unit as a camber angle adjusting device.

  A vehicle to which the camber angle adjusting unit 1 of this embodiment is attached will be described.

  The vehicle of this embodiment is a vehicle using a double wishbone suspension. The vehicle includes a vehicle body 20, a wheel 40, a hub 30 that rotatably supports the wheel 40 with respect to the vehicle body 20, and a suspension device 50 that suspends the wheel 40 and the hub 30 from the vehicle body 20.

  The vehicle body 20 includes a first suspension member 21, a second suspension member 22, and a unit support member 23 provided across the first suspension member 21 and the second suspension member 22.

  The hub 30 is connected via a drive shaft (not shown) and rotated by a driving force of an engine, a motor, or the like, a disc brake unit 31b that rotates together with the rotating unit 31a, and the vehicle body 20 and the suspension device 30. And a hub support member 31c that rotatably supports the rotating portion 31a and the disc brake 31b. The hub support member 31c is rotatably supported on the other end of the second lower arm 56 on one side in the vertical direction, and connected to the other end of the upper arm 51 on the other side.

  The wheel 40 includes a wheel 41 that is fastened to the rotating portion 31 b of the hub 30 with a bolt or the like and rotates together with the rotating portion 31 b, and a tire 42 that is assembled to the outer periphery of the wheel 41.

  The suspension device 50 includes an upper arm 51, a first lower arm 52, a spring 53, a shock absorber 54, a trailing arm 55, and a second lower arm 56.

The upper arm 51 is rotatably connected to the crank pin 4a ₂ of the crank member 4 through a bearing 7 such as a slide bearing at a first connecting portion 51a at one end, and the hub 30 of the hub 30 at a second connecting portion 51b at the other end. The support member 33 is coupled to a vehicle front-rear direction or substantially front-rear direction shaft via a bearing such as a rubber bush or a pillow ball so as to be rotatable.

  The first lower arm 52 is connected to the second suspension member 22 of the vehicle body 20 through a bearing such as a rubber bush or a pillow ball so that the first lower arm 52 can rotate with respect to the vehicle longitudinal or substantially longitudinal axis through a bearing such as a rubber bush. The second connecting portion 52b at the other end is connected to the hub support member 33 of the hub 30 via a bearing such as a rubber bush or a pillow ball so as to be rotatable with respect to the vehicle longitudinal or substantially longitudinal axis.

  The spring 53 is connected to the vehicle body 20 via the first spring receiver 53a in the upper part and connected to the first lower arm 52 via the second spring receiver 53b in the lower part.

  Although not shown, the shock absorber 54 is connected to the vehicle body 20 on the upper side and is connected to the first lower arm 52 on the lower side.

  The trailing arm 55 is connected to the vehicle body 20 via a bearing such as a rubber bush or a pillow ball at a first connecting portion at the front end so as to be rotatable with respect to an axis in the vehicle width direction or substantially the width direction. The second connecting portion 55b is connected to the hub support member 33 of the hub 30 via a bearing such as a rubber bush or a pillow ball so as to be rotatable with respect to an axis in the vehicle width direction or substantially the width direction. Then, it is fastened to the hub support member 33 of the hub 30 with a bolt or the like.

  The second lower arm 56 is connected to the first suspension member 21 of the vehicle body 20 by a first connecting portion 56a at one end via a bearing such as a rubber bush or a pillow ball so as to be rotatable with respect to the vehicle longitudinal direction or substantially longitudinal axis. The second connecting portion 56b at the other end is connected to the hub support member 33 of the hub 30 via a bearing 7 such as a rubber bush or a pillow ball so as to be rotatable with respect to the vehicle longitudinal or substantially longitudinal axis. In the present embodiment, the second lower arm 56 has a function as a toe control link for adjusting a toe angle during alignment.

  Next, the camber angle adjustment unit 1 of this embodiment will be described.

The camber angle adjustment unit 1 of the present embodiment is a camber angle adjustment unit 1 that changes the camber angle of a wheel 40 suspended on a vehicle body 20 via an upper arm 51 and a lower arm 52 of a double wishbone suspension 50. A driving member 2 that generates the driving force of the angle adjusting unit 1, a speed reducing unit 3 that decelerates the rotation of the driving member 2, a first crankshaft portion 4 a ₁ as a crankshaft connected to the speed reducing unit 3, and an upper arm 51. And a crank part 4 having a crank pin part 4a ₂ as a crank pin connected to the main body.

  The driving member 2 includes a motor 2a formed of a DC motor or the like, an output shaft 2b that outputs a driving force of the motor, and the like. The motor 2 a is installed on a unit support member 23 that is provided across the first suspension member 21 and the second suspension member 22 of the vehicle body 20. That is, it is attached to the suspension device 30 on a spring. The unit support member 23 may be installed as a part of the camber angle adjustment unit 1 instead of being provided in the vehicle body 20 in advance.

  Thus, by installing the motor 2a on the spring, it is possible to realize a light weight under the spring and improve the ride comfort and the motion performance of the vehicle.

  Further, as shown in FIG. 4, the motor 2a is preferably a flat motor having an axial length shorter than a radial length. Moreover, it is preferable that the outer diameter of the motor 2a is larger than the outer diameter of each gear of the reduction part 3a.

  Thus, the installation space can be reduced by making the motor 2a a flat motor.

The speed reduction unit 3 is attached to the output shaft 2b of the drive member 2 and transmits the drive force of the motor 2a to the crank member 4 at a reduced speed. As shown in FIG. 4, the speed reduction part 3 of this embodiment includes a case 3a, a ring-shaped outer gear 3b fixed to the case 3a, a sun gear 3c connected to the output shaft 2b of the motor 2a, and a sun gear 3c. And a plurality of first planetary gears 3d rotating around the sun gear 3c by the driving force of the sun gear 3c, a first planetary shaft 3e supporting the first planetary gear 3d, and fixed to the first planetary shaft 3e. a planetary carrier 3f first planetary gear 3d is rotated around the rotation shaft 3f ₁ by rotating around the sun gear 3c, meshes with the rotary shaft 3f ₁ and the outer gear 3b of the planetary carrier 3f, the rotation of the planetary carrier 3f supporting a plurality of second planetary gears 3g to rotate about an axis 3f _1, the second planetary gear 3g A second planetary shaft 3h to, fixed to the second planetary shaft 3h, an output member 3j rotated by the second planetary gear 3g is rotated around the rotary shaft 3f ₁ of the planetary carrier 3f, a. In the present embodiment, three first planetary gears 3d and three second planetary gears 3g are used. In the present embodiment, the first planetary gear 3d and the second planetary gear 3g have a two-stage configuration. However, the first planetary shaft 3e of the first planetary gear 3d may be fixed to the output member 3j. Good.

  In this manner, the installation space can be reduced by configuring the speed reduction unit 3 with a planetary gear.

The crank portion 4 includes a first crank member 4a having a first crank shaft portion 4a ₁ that rotates integrally with the output member 3j of the speed reduction portion 3 and a crank pin portion 4a ₂ that is connected to the upper arm 31, and a first crank member A crank pin joint 4b ₁ that is attached to the crank pin 4a ₂ of 4a so as to be integrally rotatable and a second crank that is rotatably supported by a bearing 5 such as a rolling bearing or a sliding bearing on the unit support 23. and a second crank member 4b having a shaft portion 4b _2.

The crank portion 4 is preferably provided with an angle sensor 6 as a detection member. In the present embodiment, the angle sensor 6 is provided adjacent to the second crank shaft portion 4b ₂ of the second crank member 4b and measures the rotation angle. About the structure of a sensor, the optical sensor etc. which read the existing marker etc. may be sufficient. And according to the angle which the angle sensor 6 measured, it is good to control operation systems, such as the display apparatus which is not shown in figure which shows that the camber angle is provided, the motor 2a, or the accelerator of a vehicle, a brake.

  By providing the angle sensor 6 on the spring adjacent to the crank portion 4, the influence of vibration can be reduced and detection can be performed with high accuracy as compared with the case where it is provided below the spring. In addition, you may attach a detection member to the 1st crank member 4a side. Moreover, it is good also as a rotation speed sensor which is provided in the motor 2a and the deceleration part 3, and measures rotation speed.

The camber angle adjusting unit 1 according to this embodiment is unitized, and after inserting the crank pin portion 4a ₂ of the first crank member 4a into the first connecting portion 51a of the upper arm 51, the second crank member 4b Can be easily installed on the vehicle body 20 by attaching to the first crank member 4a. In addition, you may install in the vehicle body 20 in the state attached to the upper arm 51 previously.

  Next, the operation of the camber angle adjusting unit 1 of the present embodiment will be described.

  FIG. 5 is a view of the camber angle adjusting device in an operating state according to the embodiment as seen from the front, and FIG.

  First, when an instruction to adjust the camber angle is given by a control device or the like (not shown), the motor 2a of the drive member 2 is driven. The driving force of the motor 2a is decelerated by the deceleration unit 2b.

In the deceleration unit 3, first, the sun gear 3c connected to the output shaft 2b of the motor 2a rotates. When the sun gear 3c rotates, the plurality of first planetary gears 3d arranged around the sun gear 3c move while rotating between the sun gear 3c and the outer gear 3b. When the first planetary gear 3d is moved, the first planetary shaft 3e supporting the first planetary gear 3d is moved, the planetary carrier 3f which is fixed to the first planetary shaft 3e is rotated about the rotary shaft 3f _1. When the rotation shaft 3f ₁ of the planetary carrier 3f rotates, a plurality of second planetary gears 3g meshing with the rotation shaft 3f ₁ and the outer gear 3b move while rotating around the rotation shaft 3f ₁ . When the second planetary gear 3g moves, the second planetary shaft 3h that supports the second planetary gear 3g moves, and the output member 3j fixed to the second planetary shaft 3h rotates.

Rotation of the output member 3j of the reduction unit 3 is transmitted to the crank portion 4, the first crank member 4a and the second crank member 4b is the center of the crankshaft first crankshaft 4a ₁ and the second crankshaft section 4b ₂ Rotate to.

When the first crank member 4a and the second crank member 4b rotate, the crank pin portion 4a ₂ arranged eccentrically with respect to the crankshaft is changed from the state shown in FIG. 4 around the crankshaft to the vehicle width direction as shown in FIG. It will be in the state rotated about 180 degree.

By crank portion 4 is rotated, the first connecting portion 51a of the upper arm 51 connected to the crank pin portion 4a ₂ rotates with the crank pin portion 4a _2. When the first connecting portion 51a rotates, the upper arm 51 is pulled by the first connecting portion 51a and moves in the arrow C direction. The upper arm 51 pulls the second connecting portion 51b and pulls the hub support member 33 connected to the second connecting portion 51b.

  The hub support member 33 pulled by the upper arm 51 rotates in the direction of arrow D around the second connecting portion 52b of the first lower arm 52.

  When the hub support member 33 rotates in the direction of arrow D, the hub member 31 and the wheel 40 also rotate in the direction of arrow D, and a negative camber is applied to the wheel 40.

  As described above, according to the present embodiment, the camber angle adjusting device has the vehicle body 20, the wheel 40, and the suspension device 50 that suspends the wheel 40 with respect to the vehicle body 20, and changes the camber angle of the wheel 40. 1, a motor 2 a that is installed in the vehicle body 20 and generates a driving force, a driving member 2 having an output shaft 2 b that outputs the driving force generated by the motor 2 a, and a rotation of the driving member 2 that is connected to the output shaft 2 b is decelerated. A speed reduction part 3, a crankshaft 4a connected to the speed reduction part 3 and rotating around a center line on the same axis as the output shaft 2b, and a crank pin 4b connected in parallel to the crankshaft 4a and rotating around the crankshaft 4a A crank portion 4 having one end, an upper arm 51 rotatably connected to the crank pin 4b, and a wheel 40 rotatably supported with respect to the axis of the vehicle body 20 in the width direction W. And a hub support member 33 that is rotatably supported by the second lower arm 56 on one side and connected to the other end of the upper arm 51 on the other side, so that it can be easily installed with a compact and simple structure. The camber angle adjusting device 1 can be provided.

Further, according to the present embodiment, camber angle adjustment for changing the camber angle of the wheel 40 suspended on the vehicle body 20 via the upper arm 51 and the first lower arm 52 or the second lower arm 56 of the double wishbone suspension device 50. In the apparatus 1, a drive member 2 that is installed on the vehicle body 20 and generates a driving force, a speed reduction portion 3 that reduces the rotation of the drive member 2, a first crankshaft portion 4 a ₁ and an upper arm 51 that are connected to the speed reduction portion 3. And the crank part 4 having the crank pin part 4a ₂ connected to each other, it is possible to easily install the double wishbone suspension with a simple structure with a small number of parts. In addition, the unsprung weight can be reduced, and the riding comfort and the motion performance of the vehicle are improved.

The drive member 2 has a motor 2a for generating a driving force, has an output shaft 2b that outputs the generated driving force of the motor 2a, the output shaft 2a and the first crank shaft portion 4a ₁ a same axis Since it arrange | positions in, it becomes a simpler structure.

The speed reduction unit 3 meshes with the outer gear 3b supported by the vehicle body 20, the sun gear 3c connected on the same shaft as the output shaft 2b, the outer gear 3b and the sun gear 3c, and can move around the sun gear 3c. a planetary gear 3d, so and an output member 3j rotated by movement of the linked coaxially to the first crank shaft portion 4a ₁ of the crank portion 4 planetary gear 3d, it is possible to reduce the installation space.

  Moreover, since the outer diameter of the drive member 2 is larger than the outer diameter of the speed reduction part 3 and the length of the drive member 2 in the output shaft direction is shorter than the speed reduction part 3, the installation space can be further reduced.

  DESCRIPTION OF SYMBOLS 1 ... Camber angle adjustment unit (Camber angle adjustment device), 2 ... Drive member, 3 ... Deceleration part, 4 ... Crank part, 5 ... Bearing member, 6 ... Detection member, 20 ... Car body, 21 ... 1st suspension member, 22 2nd suspension member, 23 ... Unit support member, 30 ... Hub, 31 ... Hub member, 32 ... Disc brake, 33 ... Hub support member (rotating member), 40 ... Wheel, 41 ... Wheel, 42 ... Tire, 50 ... Suspension device, 51 ... Upper arm (connection member), 52 ... First lower arm, 53 ... Spring, 54 ... Shock absorber, 55 ... Trailing arm, 56 ... Second lower arm

Claims (4)

In a camber angle adjusting device that has a vehicle body, a wheel, and a suspension device that suspends the wheel relative to the vehicle body, and changes a camber angle of the wheel,
A motor installed on the vehicle body for generating a driving force, and a driving member having an output shaft for outputting the driving force generated by the motor;
A speed reducer coupled to the output shaft and decelerating the rotation of the drive member;
A crank portion having a crank shaft connected to the speed reduction portion and rotating around a center line on the same axis as the output shaft, and a crank pin connected in parallel to the crank shaft and rotating around the crank shaft;
A connecting member rotatably connected to the crank pin at one end;
The wheel is rotatably supported with respect to the widthwise axis of the vehicle body, and is rotatably supported on the suspension device on one side in the vertical direction and connected to the other end of the connecting member on the other side. A moving member;
A camber angle adjusting device comprising: In the camber angle adjusting device for changing the camber angle of the wheel suspended on the vehicle body via the upper arm and the lower arm of the double wishbone type suspension device,
A driving member installed in the vehicle body for generating a driving force;
A decelerating portion for decelerating the rotation of the drive member;
A crank part having a crankshaft connected to the speed reduction part and a crankpin connected to the upper arm;
Equipped with a,
The drive member is
A motor that generates driving force;
An output shaft for outputting the driving force generated by the motor;
Have
The camber angle adjusting device, wherein the output shaft and the crankshaft are arranged on the same shaft . The deceleration part is
An outer gear supported by the vehicle body;
A sun gear coupled on the same shaft as the output shaft;
A planetary gear that meshes with the outer gear and the sun gear and is movable around the sun gear;
An output member connected on the same shaft to the crankshaft of the crank portion and rotated by movement of the planetary gear;
The camber angle adjusting device according to claim 1 , wherein the camber angle adjusting device according to claim 1 . The outer diameter of the drive member is larger than the outer diameter of the speed reduction part,
A length of the drive member in the output shaft direction is shorter than the speed reduction unit;
The camber angle adjusting apparatus according to any one of claims 1 to 3 , wherein

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