WO2008069295A1 - 運動変換伝達装置 - Google Patents
運動変換伝達装置 Download PDFInfo
- Publication number
- WO2008069295A1 WO2008069295A1 PCT/JP2007/073633 JP2007073633W WO2008069295A1 WO 2008069295 A1 WO2008069295 A1 WO 2008069295A1 JP 2007073633 W JP2007073633 W JP 2007073633W WO 2008069295 A1 WO2008069295 A1 WO 2008069295A1
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- WIPO (PCT)
- Prior art keywords
- axis
- motion
- momentum
- output
- input
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
- B62D1/16—Steering columns
- B62D1/166—Means changing the transfer ratio between steering wheel and steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/14—Resilient suspensions characterised by arrangement, location or kind of springs having helical, spiral or coil springs only
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/12—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic the transmitted force being varied therein
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
- B62D1/16—Steering columns
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/18—Mechanical movements
- Y10T74/18056—Rotary to or from reciprocating or oscillating
- Y10T74/18296—Cam and slide
- Y10T74/18304—Axial cam
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/18—Mechanical movements
- Y10T74/18992—Reciprocating to reciprocating
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2101—Cams
Definitions
- the present invention relates to a device that converts and transmits motion, and more particularly, to a motion conversion transmission device that converts motion and transmits it at a desired transmission ratio.
- a braking operation is performed when a driver depresses the brake pedal, and the stroke of the brake pedal is transmitted to the piston of the master cylinder as the stroke. The Then, the brake pressure is converted into the brake fluid pressure corresponding to the pedal force applied to the brake pedal by the master cylinder, and the brake force corresponding to the brake fluid pressure is generated.
- the transmission characteristics of the brake pedal stroke and the pedal force are nonlinear characteristics.
- brake pedal devices having various configurations have been proposed as a structure for making a desired non-linear characteristic of stroke and pedal force transmission characteristics of a brake pedal.
- Japanese Patent Application Laid-Open No. 11-1 1 5 6 9 Gazette describes a lever ratio variable brake pedal device.
- the lever ratio variable type brake pedal device As described above, the lever ratio is changed by a link mechanism including a peristaltic link and a link link. Therefore, a comparison for enabling movement of the link is possible. A large space is required.
- the change in lever ratio is uniquely determined by the link length and interrelationship, the mode of change in lever ratio is limited, so that the characteristics of motion and force transmission can be set to desired characteristics over a wide range. It is difficult to set.
- the above-mentioned problem is not limited to the lever ratio variable brake pedal device, but in other conventional motion transmission devices in which motion and force transmission characteristics are variable by a general cam mechanism or the like. It exists as well. Disclosure of the invention
- the main object of the present invention is to perform motion conversion between rotational motion and linear motion and motion conversion between linear motion and rotational motion between the parts that are aligned with each other and aligned with each other. Therefore, it is possible to set the characteristics of motion and force transmission to a desired characteristic over a wide range. It is to provide a conversion transmission device.
- an input member, an intermediate member, and an output member that are aligned with each other in alignment with each other and that move relative to each other in alignment with the axis, and are capable of linear movement along the axis and rotational movement around the axis.
- a second transmission means for converting the second movement of the intermediate member into the first movement and transmitting it to the output member, and at least one of the first and second transmission means is a movement transmission source.
- a motion conversion transmission device characterized by continuously changing the ratio of the momentum of a motion transmission destination member to the momentum of a member in a non-linear manner according to the momentum of the member of the motion transmission source.
- the first movement of the input member is converted into the first movement of the output member through the second movement of the intermediate member, and the ratio of the momentum of the output member to the momentum of the input member is ensured.
- the momentum of the input member it can be continuously changed in a non-linear manner, so that the relationship between the momentum of the input member and the momentum of the output member over the entire range of the movement of the input member and the output member can be made continuous. Non-linear characteristics can be obtained.
- the length can be reduced and the motion conversion transmission device can be made compact.
- the first transmission means converts linear motion along the axis of the input member into rotational motion around the axis and transmits it to the intermediate member
- the second transmission means transmits the rotation around the axis of the intermediate member.
- the rotary motion may be converted into a linear motion along the axis and transmitted to the output member.
- the linear motion of the input member is linearly applied to the output member while the ratio of the linear motion of the output member to the linear momentum of the input member is continuously changed in a non-linear manner according to the linear motion of the input member. It can be transmitted as movement.
- the first transmission means converts the rotational movement around the axis of the input member into linear movement along the axis and transmits it to the intermediate member
- the second transmission means follows the axis of the intermediate member.
- the linear motion may be converted into a rotational motion around the axis and transmitted to the output member.
- the rotational movement of the input member is rotated to the output member while the ratio of the rotational momentum of the output member to the rotational momentum of the input member is reliably changed in a non-linear manner according to the rotational momentum of the input member It can be transmitted as movement.
- the first transmission means is configured to continuously and nonlinearly change the ratio of the momentum of the intermediate member to the momentum of the input member according to the momentum of the input member
- the second transmission means is the intermediate
- the ratio of the momentum of the output member to the momentum of the member may be continuously and nonlinearly changed according to the momentum of the intermediate member.
- the first transmission unit and the second transmission unit can be compared with the structure in which the ratio of the momentum is continuously changed nonlinearly only by one of the first transmission unit and the second transmission unit.
- the amount of change in the momentum ratio to be achieved by each of the two transmission means can be reduced.
- the ratio of the momentum of the output member to the momentum of the intermediate member may be larger than the ratio of the momentum of the intermediate member to the amount of movement of the input member.
- the same continuous non-linear characteristic is achieved as compared with the structure in which the ratio of the momentum of the output member to the momentum of the intermediate member is smaller than the ratio of the momentum of the intermediate member to the momentum of the input member. Therefore, the momentum of the intermediate member necessary for doing so can be reduced.
- the first and second transmission means include a cam provided on the motion transmission source member and a cam follower provided on the motion transmission destination member and engaged with the cam.
- the cam follower is a cam.
- the ratio of the momentum of the motion transmission destination member to the momentum of the motion transmission source member may be continuously changed in a non-linear manner according to the momentum of the motion transmission source member.
- the ratio of the momentum of the motion transmission destination member to the momentum of the motion transmission source member can be reliably changed in a non-linear manner according to the momentum of the motion transmission source member.
- the desired continuous nonlinear characteristics can be achieved by setting the cam and cam follower.
- one of the cam and the cam follower is a cam groove
- the other of the cam and the cam follower is a force groove engaging member that engages with the force groove and moves along the cam groove.
- at least one cam groove of the second transmission means may extend so as to incline with respect to the circumferential direction around the axis, and bend so that the inclination angle with respect to the circumferential direction continuously changes gradually.
- the cam groove engaging member is moved along the cam groove in a state where the cam groove engaging member is engaged with the cam groove, whereby the ratio of the momentum of the motion transmission destination member to the momentum of the motion transmission source member is transmitted. It can be continuously non-linearly changed according to the momentum of the original member, so that the desired continuous non-linear characteristic can be achieved by setting the curved shape of the cam groove.
- the cam grooves of the first and second transmission means are the same in the circumferential direction at the position where the cam groove engaging member engages with the cam groove when the momentum of the input member is zero. Has an inclination angle of It may be.
- the motion conversion transmission device has a housing that accommodates the input member, the intermediate member, and the output member, and the intermediate member is fitted to these in a state of surrounding the input member and the output member around the axis.
- the input member and the output member are supported so as to be linearly movable along the axis, and the housing is fitted to the intermediate member around the axis so that the intermediate member can be rotated around the axis.
- the cam grooves of the first and second transmission means are provided in the intermediate member, the cam groove engaging members of the first and second transmission means are provided in the input member and the output member, respectively, and the housing
- the cam groove engaging member of the first and second transmission means extends in the radial direction through the cam groove of the first and second transmission means, respectively. Guide that can be moved along the guide groove It may have engaged in.
- the motion conversion transmission device is compared with a structure in which the input member and the output member move linearly along different axes or a structure in which the intermediate member is not fitted to the input member or the output member.
- the motion conversion transmission device can be made compact by reducing the length in the axial direction.
- the cam groove engaging members of the first and second transmission means can be securely guided along the axis by the guide grooves, which is compared with the structure in which the guide grooves are not provided in the housing.
- the motion conversion between the linear motion of the input member and the rotational motion of the intermediate member and the motion conversion between the rotational motion of the intermediate member and the linear motion of the output member can be performed smoothly.
- the cam grooves of the first and second transmission means are associated with the motion conversion between the linear motion of the input member and the rotational motion of the intermediate member, and the motion conversion between the rotational motion of the intermediate member and the linear motion of the output member.
- the first and second transmission means may linearly move the output member along the axis in the same direction as the input member.
- the input member and the output member when the input member has a linear momentum of 0 as compared to the structure in which the output member is linearly moved along the axis in the direction opposite to the input member. It is possible to reduce the distance between them, thereby reducing the length in the direction along the axis of the motion conversion transmission device.
- the input member and the output member may come into contact with each other when the momentum of the input member is zero.
- the length in the direction along the axis of the motion conversion transmission device is smaller than in the case where the input member and the output member are spaced apart from each other. It is possible to reduce the rattling of the input member and the output member when the momentum of the input member is zero.
- the input member and the output member are spaced apart from each other along the axis at the same circumferential position around the axis, and the cam groove engaging members of the first and second transmission means are separated from each other. It may be engaged with a common guide groove.
- the input member and the output member are provided at different circumferential positions around the axis, and the cam groove engaging members of the first and second transmission means are respectively engaged with the individual guide grooves.
- the number of guide grooves can be reduced, and the structure of the motion conversion transmission device can be simplified.
- the input member and the output member have a portion that engages with each other along the axis, and the first and second transmission means are provided in the portions that engage with each other and are circumferential in the periphery of the axis May be spaced apart from each other.
- the input member and the output member do not have a portion that engages with each other along the axis, and the first and second transmission means are spaced apart from each other along the axis.
- the length of the motion conversion transmission device in the axial direction can be reduced, and the motion conversion transmission device can be made compact.
- each of the input member and the output member has a pair of arm portions extending toward the other member along the axis, and the pair of arm portions of the input member and the pair of arm portions of the output member. May be alternately arranged as viewed in the circumferential direction around the axis, and may prevent relative rotational movement around the axis while allowing relative linear movement along the axis of the input member and output member.
- the rotational reaction force received by the input member from the intermediate member and the rotational motion of the intermediate member are converted into the linear motion of the output member. Further, the rotational reaction forces received by the intermediate member from the output member are in opposite directions around the axis.
- the rotational reaction force generated by the motion conversion between the linear motion and the rotational motion can be carried by the input member and the output member, and this should be carried by the first and second transmission means.
- the rotational reaction force can be reduced. Therefore, compared to the structure in which the pair of arm portions of the input member and the pair of arm portions of the output member are not configured to prevent relative rotational movement around the axis of the input member and output member, the motion conversion transmission is performed.
- the durability of the apparatus can be improved.
- the input member and the output member may have the same shape, and may be disposed opposite to each other along the axis.
- the input member and the output member can be used as a common member, so that the necessary parts can be obtained as compared with the case where the input member and the output member are separate members having different shapes.
- the number of points can be reduced, and the cost of the motion conversion transmission device can be reduced.
- the input member and the output member may have the same shape, and may be disposed opposite to each other along the axis.
- the shaft portion provided on one of the input member and the output member is not received by the recess provided on the other member so that the linear movement along the axis is possible.
- the rattling of the input member and the output member can be reliably reduced.
- the input and output members do not have shafts and recesses, and the first and second transmission means are spaced apart from each other along the axis, so
- the motion conversion transmission device can be made compact. Further, it is possible to reliably prevent the cam groove engaging member from being obstructed by the peripheral portion of the recess from linearly moving along the axis relative to the peripheral portion of the recess.
- the first and second transmission means may linearly move the output member along the axis in the direction opposite to the input member.
- the output member cooperates with other members to define two variable volume cylinder chambers filled with liquid on both sides along the axis, and the output member includes the two cylinder chambers. It has an orifice that communicates, and the liquid passes through the orifice from one cylinder chamber as the output member moves linearly. And may flow to the other cylinder chamber.
- the damping force caused by the liquid flowing through the orifice acts on the output member in the direction opposite to the direction of movement thereof. Therefore, the higher the speed of linear motion of the input member, the higher the damping acting on the output member. Strength increases. Accordingly, a reaction force corresponding to the speed of the linear motion of the input member can be generated so that the reaction force increases as the speed of the linear motion of the input member increases.
- the extending range of the first and second transmission means in the direction along the axis of the cam groove may be at least partially overlapped with each other when viewed in the circumferential direction around the axis.
- the extension range in the direction along the axis of the cam groove of the first and second transmission means does not overlap each other when viewed in the circumferential direction around the axis.
- the interval in the direction along the axis of the cam groove engaging member of the first and second transmission means can be reduced. Therefore, the length of the operation simulator in the axial direction can be reduced, and the motion conversion transmission device can be made compact.
- the motion conversion transmission device has a housing that accommodates the input member, the intermediate member, and the output member, and the input member and the output member are fitted in these in a state of surrounding the intermediate member around the axis.
- the intermediate member is supported so as to be linearly movable along the axis, the housing is fitted around the input and output members around the axis, and the input and output members are moved around the axis.
- the cam grooves of the first and second transmission means are provided in the input member and the output member, and the cam groove engaging members of the first and second transmission means are provided in the intermediate member, and the housing.
- the motion conversion between the rotational motion of the input member and the linear motion of the intermediate member and the linear motion and output portion of the intermediate member are compared with the case where the guide groove is not provided in the housing.
- the motion conversion between the rotational motions of the material can be performed smoothly.
- the cam groove engagement of the first and second transmission means is accompanied by the motion conversion between the rotational motion of the input member and the linear motion of the intermediate member and the motion conversion between the linear motion of the intermediate member and the rotational motion of the output member.
- Part of the stress applied to the joint member can be carried by housing. Therefore, the durability of the motion conversion transmission device can be improved as compared with the structure in which the guide groove is not provided in the housing.
- the cam groove engaging member is fixed to the corresponding member and extends in the radial direction.
- the cam member is rotatably supported by the shaft member and is rotatably engaged with the wall surface of the cam groove. With cam rollers It may be.
- the force groove engaging member is located between the cam groove engaging member and the cam groove wall surface in comparison with a structure in which the force groove engaging member is not movably engaged with the wall surface of the cam groove. Friction can be reduced, and the motion conversion between the motion transmitting source motion and the motion transmitting destination motion can be performed smoothly.
- the cam groove engaging member is rotatably supported by the shaft member, and is a guide roller that is rotatably engaged with a wall surface of the guide groove that extends along the linear movement direction of the input member. You may have.
- the shaft member can be reliably moved along the direction of the linear motion of the input member, as compared with a structure that does not have a guide roller that is movably engaged with the wall surface of the guide groove. As a result, motion conversion between the motion source motion and the motion destination motion can be performed smoothly.
- At least one of the first and second transmission means is such that the ratio of the momentum of the motion transmission destination member to the momentum of the motion transmission source member gradually increases as the momentum of the motion transmission source member increases.
- the ratio of the momentum of the motion transmission destination member to the momentum of the motion transmission source member may be continuously changed in a non-linear manner according to the momentum of the motion transmission source member.
- the first transmission means sets the ratio of the momentum of the intermediate member to the momentum of the input member so that the ratio of the momentum of the intermediate member to the momentum of the input member gradually increases as the momentum of the input member increases.
- the second transmission means is configured to continuously and nonlinearly change according to the momentum of the input member, and the second transmission means is configured so that the ratio of the momentum of the output member to the momentum of the intermediate member gradually increases as the momentum of the intermediate member increases.
- the ratio of the momentum of the output member to the momentum of the member may be continuously changed in a non-linear manner according to the momentum of the intermediate member.
- a plurality of cam grooves and cam groove engaging members that are spaced at equal intervals around the axis may be provided.
- the increase rate of the ratio of the momentum of the output member to the momentum of the intermediate member accompanying the increase of the momentum of the input member may be larger than the increase rate of the ratio of the momentum of the intermediate member to the momentum of the input member.
- the first and second transmission means may rotate the output member around the axis in the same direction as the input member.
- the first and second transmission means may rotate the output member around the axis in the direction opposite to the input member.
- the motion conversion transmission device may transmit the motion of the operation means by the operator to another member.
- the motion conversion transmission device may be disposed between the brake operation means operated by the vehicle driver and the means for converting the operation force applied to the brake operation means into hydraulic pressure.
- the motion conversion transmission device may be arranged between a member that moves up and down together with the wheel and the vehicle body, and the input member and the output member may be connected to a spring seat that supports the suspension spring.
- the motion conversion transmission device may be disposed between the steering wheel of the vehicle steering device and the motion conversion mechanism that converts the rotational motion into the steering motion of the steering wheel.
- FIG. 1 is a sectional view taken along an axis showing a first embodiment of a motion conversion transmission device according to the present invention configured as a brake stroke simulator.
- FIG. 2 is a development view showing the intermediate rotor of the first embodiment developed on a plane.
- FIG. 3 is a cross-sectional view along the axis showing a second embodiment of the motion conversion transmission device according to the present invention configured as a brake simulator.
- FIG. 4 is a development view showing the intermediate rotor of the second embodiment developed in a plane.
- FIG. 5 is a sectional view along the axis showing a third embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator.
- FIG. 6 is a developed view showing the intermediate rotor of the third embodiment developed on a plane.
- FIG. 7 is a cross-sectional view showing a fourth embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator, cut along two cut surfaces that are perpendicular to each other along the axis.
- FIG. 8 is a cross-sectional view of the input and output pistons along line AA in FIG.
- FIG. 9 is a developed view showing the intermediate rotor of the fourth embodiment in a developed state.
- FIG. 10 is a cross-sectional view along the axis showing a fifth embodiment of the operation simulator according to the present invention configured as a brake stroke simulator.
- FIG. 11 is a development view showing the intermediate rotor of the fifth embodiment developed on a plane.
- Figure 12 is an example of an application where the brake stroke simulator embodiment may be applied.
- 1 is a schematic configuration diagram showing a hydraulic brake device.
- Figure 13 is a diagram showing the relationship between the linear momentum of the input piston and the rotational momentum of the intermediate rotor.
- Figure 14 is a diagram showing the relationship between the rotational momentum of the intermediate rotor and the linear momentum of the output piston.
- Figure 15 is a graph showing the relationship between the linear momentum of the input and output pistons.
- Fig. 16 is a graph showing the relationship between the brake pedal depression amount and the pedal reaction force.
- Figure 17 is a graph showing the relationship between the force acting on the input and output force.
- FIG. 18 is a cross-sectional view showing a sixth embodiment of the motion conversion transmission device according to the present invention configured as a pedal force transmission device of a brake device.
- FIG. 19 is an enlarged cross-sectional view along the axis showing the pedal force transmission device of the sixth embodiment.
- FIG. 20 is a sectional view taken along an axis showing a seventh embodiment of a motion conversion transmission device according to the present invention configured as a steering motion conversion transmission device in a steering system of a vehicle such as an automobile.
- FIG. 21 is a partially developed view showing the cam groove region of the first transmission means of the input rotor of the seventh embodiment in a plane.
- FIG. 22 is a partially developed view showing the cam groove region of the second transmission means of the output rotor of the seventh embodiment in a flat plane.
- FIG. 23 is an explanatory view showing a steering system in which the seventh embodiment is incorporated.
- FIG. 24 is a graph showing the relationship between the rotational momentum of the input rotor and the linear momentum of the intermediate piston in the seventh embodiment.
- FIG. 25 is a graph showing the relationship between the linear momentum of the intermediate piston and the rotational momentum of the output rotor in the seventh embodiment.
- FIG. 26 is a graph showing the relationship between the rotation angle 0 in from the neutral position of the steering wheel and the rotation angle 0 out of the lower main shaft 27 0 in the seventh embodiment.
- FIG. 27 is a graph showing a transmission characteristic of torque transmitted from the steering wheel to the lower main shaft through the steering motion conversion transmission device in the seventh embodiment.
- FIG. 28 shows an eighth embodiment of the motion conversion transmission device according to the present invention configured as a suspension stroke transmission device for a vehicle such as an automobile, along two cut surfaces that are perpendicular to the axis.
- FIG. 29 is a partially developed view showing the cam groove region of the first transmission means of the intermediate rotor of the eighth embodiment in a plane.
- FIG. 30 is a partial development view showing a cam groove region of the second transmission means of the intermediate rotor of the eighth embodiment in a plane.
- FIG. 31 is an explanatory view showing a suspension in which the eighth embodiment is incorporated.
- FIG. 32 is a graph showing the relationship between the linear momentum of the input rotor and the rotational momentum of the intermediate piston in the eighth embodiment.
- FIG. 33 is a graph showing the relationship between the rotational momentum of the intermediate piston and the linear momentum of the output rotor in the eighth embodiment.
- FIG. 34 is a graph showing the relationship between the linear momentum of the input rotor and the linear rotor of the output rotor in the eighth embodiment.
- FIG. 35 is a graph showing the relationship between the stroke of the wheel and the amount of change in the amount of elastic deformation of the compression coil spring in the eighth embodiment.
- Fig. 36 is an explanatory view showing a conventional general double wishbone suspension.
- FIG. 37 is a graph showing the relationship between the wheel speed of a typical suspension in the eighth embodiment and the conventional and the amount of displacement of the wheel band and rebound.
- Fig. 1 2 shows a hydraulic brake device 2 1 0 as one application example to which the embodiment of the brake stroke simulator may be applied.
- the brake device 2 1 0 is a brake pedal 2 by a driver. 1 Has a master cylinder 2 1 4 that pumps brake oil in response to a depressing operation.
- the brake pedal 2 1 2 is pivotally supported by the pivot 2 1 2 A, and is connected to the piston of the master cylinder 2 1 4 by the operation rod 2 1 6.
- Master cylinder 2 1 4 is the first master cylinder chamber 2 1 4 A and the second master cylinder chamber 2 1 B and these master cylinder chambers have brake hydraulic pressure supply pipes for the left front wheel.
- Normally open solenoid valves (so-called master cut valves) 2 2 4 L and 2 2 4 R, which function as communication control valves, are provided in the middle of the brake hydraulic pressure supply pipes 2 1 8 and 2 2 0, respectively.
- Valve 2 Normally open solenoid valves (so-called master cut valves) 2 2 4 L and 2 2 4 R, which function as communication control valves, are provided in the middle of the brake hydraulic pressure supply pipes 2 1 8 and 2 2 0, respectively.
- the first master cylinder 2 14 4 A has a brake stroke simulator 10 according to the present invention constituted by a conduit 2 2 8 A having a normally closed electromagnetic on-off valve (normally closed valve) 2 2 6 in the middle. Is connected.
- a reservoir 2 3 0 is connected to the master cylinder 2 1 4, and one end of a hydraulic pressure supply conduit 2 3 2 is connected to the reservoir 2 3 0.
- An oil pump 2 3 6 driven by an electric motor 2 3 4 is provided in the middle of the hydraulic supply conduit 2 3 2, and a high pressure hydraulic pressure is supplied to the hydraulic supply conduit 2 3 2 on the discharge side of the oil pump 2 3 6.
- Accumulator 2 3 8 for accumulating pressure is connected. Reservoir 2
- a hydraulic discharge conduit 2 40 is connected to the hydraulic supply conduit 2 3 2 between 3 0 and the oil pump 2 3 6.
- Reservoir 2 3 0, oil pump 2 3 6, accumulator 2 3 8 etc. are high pressure to increase pressure in wheel cylinder 2 2 2 FL, 2 2 2 FR, 2 2 2 RL, 2 2 2 RR as described later Functions as a pressure source.
- the valve opens and returns the oil from the discharge side hydraulic supply conduit 2 3 2 to the suction side hydraulic supply conduit 2 3 2. Is provided.
- the hydraulic supply conduit 2 3 2 on the discharge side of the oil pump 2 3 6 is connected to the electromagnetic open / close valve 2 2 4 L by the hydraulic control conduit 2 4 2 and the brake hydraulic supply conduit 2 1 8 between the wheel cylinder 2 2 2 FL Connected to the hydraulic on-off valve 2 2 4 R by the hydraulic control conduit 2 4 4 and the brake hydraulic supply conduit 2 2 0 between the wheel cylinder 2 2 2 FR and left by the hydraulic control conduit 2 4 6 It is connected to the wheel cylinder 2 2 2 RL for the rear wheel, and connected to the wheel cylinder 2 2 2 RR for the right rear wheel through the hydraulic control conduit 2 4 8.
- Hydraulic control conduit 2 4 2, 2 4 4, 2 4 6, 2 4 8 Valves 2 50FL, 2 50 FR, 2 50 RL, 2 50 RR are provided.
- Wheel cylinder for OFR 2 50RL, 2 50 RR 22 2 FL, 2 2 2 FR, 2 2 2 RL, 2 2 2
- RR side hydraulic control conduits 24 2, 244, 24 6, and 248 are hydraulic control conduits 2 5 2, 2
- Reurea valve 2 5 OFL, 2 5 OFR, 2 5 ORL, 2 50 RR are wheel cylinders 2 2 2 FL,
- 2 6 OFR, 2 6 ORL, 26 0 RR are wheel cylinders 2 2 2FL, 2 2 2 FR, 2 2 2 RL,
- the electromagnetic on / off valves 2 24L and 2 24R are kept open during non-control when the drive current is not supplied to each electromagnetic on / off valve, each linear valve and motor 2 34, and the electromagnetic on / off valve 2 2 6 and linear valve 2 5 0 FL ⁇ 2 50RR, linear valves 2 6 OFL and 2 6 OFR are maintained in the closed state, linear valves 2 6 0RL and 2 6 ORR are maintained in the open state (non-control mode), thereby The pressure in the wheel cylinder is directly controlled by the master cylinder 2 1 4.
- the brake hydraulic control conduit 2 1 8 between the first master cylinder chamber 2 1 4 A and the solenoid valve 2 24 A first pressure sensor 2 6 6 that detects the master cylinder pressure Pm 1 is provided.
- the pressure in the control conduit is detected as the second master cylinder pressure Pm2.
- Two pressure sensors 2 6 8 are provided.
- the brake pedal 2 1 2 is provided with a stroke sensor 2 70 for detecting the brake pedal depression stroke St by the driver, and the hydraulic supply conduit 2 3 2 on the discharge side of the oil pump 2 34 is provided in the conduit.
- a pressure sensor 2 72 is provided to detect the pressure as the accumulator pressure Pa.
- the brake hydraulic pressure supply pipes 2 1 8 and 2 20 between the solenoid on-off valves 2 2 4L and 2 2 4 R and the wheel cylinders 2 2 2FL and 2 2 2 FR are respectively connected to the wheel cylinders with the pressure in the corresponding pipes.
- 2 2 2FL and 2 2 Pressure in 2FR Pressure sensor to detect as Pfl and Pfr 2 74FL and 2 74 FR is provided.
- Relief valve 26 0FL to 26 ORR are controlled by an electronic control unit not shown in FIG.
- the electronic control unit opens the electromagnetic on-off valve 2 26 and closes the electromagnetic on-off valves 2 24L and 2 24R.
- the pressure sensors 2 6 6, 2 6 The master cylinder pressure Pml, Pm2 detected by 8 and the stroke sensor 2 70 detected by the stepping stroke St are calculated based on the vehicle target deceleration Gt, and each wheel is calculated based on the vehicle target deceleration Gt.
- Each linear valve 2 50FL to 25 ORR and 2 60 FL to 26 ORR are controlled.
- the electronic control unit calculates the target wheel cylinder pressure of each wheel to a value higher than the master cylinder pressure Pml, Pm2 based on the braking operation amount of the driver, 2 24R, Solenoid open / close valve 2 26, Motor 2 34, Reurea valve 2 5 0 FL to 2 5 ORR, Reurea valve 2 6 0FL to 2 6 0RR, Pressure sensor 2 6 6
- the solenoid valve 2 24L and 2 24R are closed using the pressure of the pressure source so that the wheel cylinder pressure force of each wheel becomes the corresponding target wheel cylinder pressure 2 5 0FL to 2 5 Controls 0RR and linear valve 2 6 0FL to 2 6 0RR.
- the brake stroke simulator 10 was disconnected from the master cylinder 2 1 4 and the wheel cylinders 2 2 2FL, 2 2 2FR by closing the solenoid valves 2 24L and 2 24R.
- the driver can depress the stroke of the brake pedal 2 1 2 and the reaction force is applied to the driver via the brake pedal 2 1 2 with the desired continuous non-linear characteristics.
- FIG. 1 is a sectional view taken along an axis showing a first embodiment of a motion conversion transmission device according to the present invention configured as a brake stroke simulator
- FIG. 2 is a plan view of the output rotor of the first embodiment.
- 10 indicates an overall brake stroke simulator, and the stroke simulator 10 extends along the axis 12 and can move linearly along the axis 12.
- An input piston 14 as an input member
- an intermediate rotor 86 6 as an intermediate member extending along the axis 12 and capable of rotating around the axis 12, and extending along the axis 12
- an output biston 90 as an output member capable of linear movement along the axis 12.
- the input piston 14, the intermediate rotor 8 6, and the output piston 90 are disposed in the housing 16.
- the housing 16 is a cylindrical main body 16 A and an end cap fixed to the both ends by means such as press fitting. 2 2 A and 2 2 B.
- the intermediate port 8 6 is fitted inside the housing 16, and the housing 1 is supported by the angular bearings 4 2 and 4 4 provided between the housing 16 and the housing 16 at both ends along the axis. It is supported so as to be rotatable around an axis 1 2 relative to 6.
- Anguilla bearings 4 2 and 4 4 allow the intermediate port 8 6 to rotate about the axis 12 relative to the housing 16, but the intermediate rotor 8 6 relative to the housing 16. Is prevented from moving along axis 1 2.
- Cup seals 4 6 and 4 8 extending annularly around the axis 12 are mounted on the outer side in the axial direction with respect to the anguilla bearings 4 2 and 4 4.
- the force seals 4 6 and 4 8 are made of elastic material such as rubber, and the angular bearings 4 2 and 4 4 allow the intermediate rotor 8 6 to rotate about the axis 1 2 relative to the housing 16. This prevents foreign matter such as dust and muddy water from entering the machine.
- the input piston 14 and the output piston 90 are fitted to the intermediate rotor 86 on the flange side, and are supported by the intermediate rotor 86 so as to be reciprocally movable along the axis 12 relative to the intermediate rotor 86.
- the input piston 14 cooperates with the end cap 2 2 A of the housing 16 and the output piston 90 to define a variable volume first cylinder chamber 18.
- End cap 2 2 A has a communication hole 2
- the first cylinder chamber 18 is connected to the first master cylinder chamber 2 14 A via the communication hole 20 and the conduit 2 28 A, thereby being filled with oil. ing.
- the input piston 14 will move to the left as viewed in FIG. Move along axis 1 2
- the input piston 14 cooperates with the intermediate rotor 86 and the output piston 90 to define a second cylinder chamber 24 having a variable volume.
- a cup seal 8 8 is attached to the outer periphery of one end of the input piston 14, and the cup seal 8 8 seals between the input piston 14 and the inner wall surface of the intermediate rotor 8 6, thereby The communication between the cylinder chamber 18 and the second cylinder chamber 24 is blocked.
- An anti-friction ring 2 8 such as a Teflon (registered trademark) ring is attached to the outer periphery of the other end of the input biston 1 4. Reduces frictional resistance during linear motion.
- the stroke simulator 10 is fixed to the vehicle body by the housing 16 or the end cap 2 2 A or 2 2 B being attached to the vehicle body.
- the output piston 90 cooperates with the end cap 22B of the housing 16 and the intermediate rotor 86 to define a third cylinder chamber 106 having a variable volume.
- Anti-friction rings 2 8 A and 2 8 B similar to the anti-friction ring 2 8 are attached to the outer peripheral surfaces of both ends of the output biston 90.
- the input and output pistons 14 and 90 have cup-shaped cross-sections that open toward the end cap 2 2 B, and are between the output piston 90 and the end cap 2 2 B.
- a compression coil spring 92 is disposed as a reaction force generating means.
- a load transmitting port 30 extends through the input piston 14 perpendicularly to the axis 12 and is fixed to the input piston 14 by means such as press fitting. Both ends of the load transmitting port 30 extend through the guide groove 3 2 provided in the main body 16 A of the housing 16 and into the cam groove 3 6 provided in the intermediate rotor 86. Yes. Further, both end portions of the load transmission port 30 support a substantially spherical guide roller 38 and a cam roller 40 so as to be rotatable around its own axis 30A. Each guider 38 is rotatably engaged with the wall surface of the corresponding guide groove 32, and each cam roller 40 is rotatably engaged with the wall surface of the cam groove 36. The widths of the guide groove 32 and the cam groove 36 are set to be slightly larger than the maximum diameters of the guide roller 38 and the cam roller 40, respectively.
- a load transmission port 94 passes through the output screw 90 and extends perpendicularly to the axis 12, and is fixed to the output screw 90 by means such as press fitting.
- Load transmission rod 9 4 axis 9 4 A extends parallel to load transmission port 3 0 axis 3 OA, but axis 9 4 A is in axis 1 2 as long as it is perpendicular to axis 1 2 It may be inclined with respect to the axis 3 OA as seen along.
- each guide roller 98 engages with the wall surface of the guide groove 32 so that it can roll
- each cam roller 100 engages with the wall surface of the cam groove 96 provided in the intermediate rotor 86 so that it can roll.
- the widths of the guide groove 32 and the cam groove 96 are set to be slightly larger than the maximum diameters of the guide roller 98 and the cam roller 100, respectively.
- the guide groove 3 2 is set to a value slightly larger than the maximum diameter of the guide rollers 3 6 and 9 8, and the width of the cam grooves 3 4 and 9 6 is the cam rollers 3 8 and 1 0 0, respectively. It is set to a value slightly larger than the maximum diameter.
- the cam grooves 3 4 and 9 6 are always in communication with the second cylinder chamber 2 4 and the third cylinder chamber 1 0 6, respectively, and between the body 16 A of the housing 16 and the intermediate rotor 8 6. It always communicates with the guide groove 32 through a gap.
- Guide groove 3 2 extends along axis 12 so as to function as a guide groove common to guide rollers 3 8 and 98.
- a cylindrical cover 10 4 is fixed to the outer periphery of the main body 16 A of the housing 16 by means such as press fitting.
- the cover 1 0 4 is closely fitted to the main body 1 6 A, and the guide groove 3 2 is cut off from the outside.
- the guide groove 3 2 is always in communication with the reservoir 2 3 0 via a communication hole 4 1 provided in the cover 1 0 4 and a conduit 2 2 8 B.
- the two guide grooves 3 2 are spaced 180 ° apart from each other around the axis 12 and extend linearly parallel to the axis 12 so that the guide roller 3 8 has a load transmission port. Except for the rotational movement around the guide 30, the guide groove 3 2 ⁇ can only move linearly along the axis 12.
- the two cam grooves 3 6 are also 180 ° apart from each other around the axis 12, but as shown in FIG. 2, the force grooves 3 6 are inclined with respect to the axis 12 and the circumferential direction. Curved and extended in the state. Therefore, the cam roller 40 can move only in the cam groove 36 along an axis 12 and a curved movement locus that is inclined with respect to the circumferential direction, except for the rotational movement around the load transmission port 30. .
- the cam groove 9 6 also extends with an inclination with respect to the axis 12 and the circumferential direction.
- the cam groove 36 and the cam groove 36 are arranged so that the inclination angle with respect to the circumferential direction gradually increases from the right end toward the left end as seen in FIG. Is curved and extends in the opposite direction.
- the right end portion of the cam groove 96 as viewed in FIG. 2 overlaps the left end portion of the cam groove 36 as viewed in FIG. 2 in the axial direction.
- the extension length of the cam groove 96 along the axis 12 is set to a value larger than the extension length of the cam groove 36 along the axis 12.
- the inclination angles 61 and 02 of the cam grooves 36 and 96 with respect to the axis 12 of the right end portion as viewed in FIG. 2 are the same angle.
- the cam rollers 4 0 and 1 0 0 6 and 9 6 are positioned at the initial position in contact with the right end as seen in FIG.
- the input piston 14 is in the initial position where the volume of the first cylinder chamber 18 is minimized
- the output piston 90 is in the input piston 1 It is located at the initial position where it abuts against 4, so that the amount of compressive deformation of the compression coil spring 92 is minimized.
- the load transmission ports 30 and 9 4 are urged to the right as seen in FIG. 6 by the spring force of the compression coil spring 92, so that the input piston 14 and the output piston 14 are output.
- 90 is positioned at the initial position, and the input piston 14 and the output piston 90 are in contact with each other when in the initial position.
- the left end of the input piston 14 as viewed in FIG. 1 is positioned closer to the first cylinder chamber 18 than the left end as viewed in FIG. 6 of the cam groove 36. .
- the right end portion of the cam groove 96 as viewed in FIG. 7 overlaps the left end portion of the cam groove 36 as viewed in FIG. 2 in the axial direction. Therefore, the second cylinder chamber 2 4 between the input piston 14 and the output piston 90 communicates with the cam grooves 3 6 and 9 6 via the gap between the input piston 14 and the output piston 90. And filled with oil.
- the left end of the output piston 90 as viewed in FIG. 1 is closer to the first cylinder chamber 18 than the left end of the cam groove 96 as viewed in FIG. To position. Therefore, the third cylinder chamber 10 6 between the output piston 90 and the end cap 22 B communicates with the cam groove 96 and is filled with oil.
- the load transmission port 30, the guide groove 3 2, the cam groove 3 6, the guide roller 3 8, the cam roller 40, etc. cooperate with each other.
- the linear motion along the axis 1 2 of the input piston 1 4 is converted into the rotational motion around the axis 1 2 and transmitted to the intermediate rotor 8 6, and the reaction force torque transmitted to the intermediate rotor 8 6 as described below is transmitted to the axis.
- 1 Functions as first transmission means 5 4 that transmits to input piston 14 as a reaction force in the direction along 2.
- the first transmission means 54 gradually increases the ratio of the rotational momentum of the intermediate rotor 86 to the linear momentum along the axis 12 of the input piston 14 as the linear momentum of the input piston 14 increases.
- load transmission port 94, guide groove 3 2, cam groove 9 6, guide roller 9 8, cam roller 100, etc. cooperate with each other to follow the rotational movement of intermediate rotor 86 along axis 12 It is converted into linear motion and transmitted to the output viston 90, and the compression coil spring 92 is compressed and deformed via the output viston 90, and the reaction force of the compression coil spring 92 is a reaction force around the axis 12 It functions as the second transmission means 5 6 that transmits the torque to the intermediate port 8 6 as torque.
- the second transmission means 56 also has a ratio of the linear momentum along the axis 12 of the output piston 90 to the rotational momentum of the intermediate rotor 86. As the rotational momentum of 8 6 increases, the ratio of the linear momentum along the axis 12 of the output viston 9 0 to the linear momentum along the axis 12 of the input piston 14 is thereby increased. It gradually increases as the momentum increases.
- the hydraulic pressure in the master cylinder 2 1 4 increases, and the input piston 14 moves linearly along the axis 1 2 to the left as seen in FIG.
- the first transmission means 5 4 converts the linear motion of the input piston 14 into a rotational movement around the axis 12 2 and transmits it to the intermediate port 8 6, and the second transmission means 5 6
- the rotational motion of the rotor 86 is converted into a linear motion along the axis 12 and transmitted to the output piston 90. Therefore, the ratio of the linear momentum of output piston 90 to the linear momentum of input piston 14 is determined by the action of both first transmission means 54 and second transmission means 56.
- the ratio of the compression deformation amount of the compression coil spring 92 to the linear momentum of the bistons 1 and 4 is also determined by the operation of both the first transmission means 54 and the second transmission means 56.
- the relationship between the linear momentum of the input piston 14 and the rotational momentum of the intermediate rotor 86 is as shown in Fig. 13.
- the rotational momentum of the intermediate rotor 86 and the linear operation of the output piston 90 are as follows. Assuming that the relationship with the momentum is as shown in Fig. 14, the relationship between the linear momentum of the input piston 14 and the linear momentum of the output piston 90 is shown in Fig. 15. Therefore, the characteristics of the pedal reaction force with respect to the depression amount of the brake pedal 2 1 2 are as shown in FIG. Since the force transmission rate is the reciprocal of the motion (displacement) transmission rate, the force acting on the input piston 14 along the axis 12 and the force acting on the output piston 90 along the axis 12 The relationship is as shown in Figure 17.
- the shape of the cam grooves 36 and 96 is appropriately set according to the desired transmission characteristics, so that the desired continuous nonlinear transmission characteristics can be obtained over the entire range.
- the linear motion and force can be transmitted from the input piston 14 to the output piston 90.
- the spring characteristics of the compression coil spring 9 2 deformed by 0 is a linear spring characteristic, but the pedal reaction force characteristics with respect to the depression amount of the brake pedal 2 1 2 should be the desired continuous non-linear characteristics. Can do.
- the output piston 9.0 when the input piston 14 moves linearly to the left as viewed in FIG. 1 along the axis 12, the output piston 9.0 also follows the axis 12 as described above. As shown in Fig. 1, it moves linearly to the left.
- the linear momentum of output piston 90 is larger than the linear momentum of input piston 14. Therefore, the volume of the second cylinder chamber 24 increases, but the volume of the third cylinder chamber 106 decreases.
- the volume of the second cylinder chamber 2 4 decreases and the volume of the third cylinder chamber 10 6 Increase.
- the second cylinder chamber 2 4 communicates with the cam groove 36, so the second cylinder chamber 2
- both the first transmission means 54 and the second transmission means 56 i.e., the linear motion of the input piston 14 is converted into the rotational motion of the intermediate rotor 86, and the rotational motion of the intermediate rotor 86 is Is converted to linear motion of the output piston 90, the operation that determines the ratio of the linear momentum of the output piston 90 to the linear momentum of the input piston 14 and the reaction force of the compression coil spring 92
- the operation of transmitting to the input viston 14 via the output viston 90 and the intermediate rotor 86 is the same as in the second to fifth embodiments described later.
- the stroke simulator 10 can be operated by the driver when the brake pedal 2 1 2 is depressed by the driver even in a situation where the master cylinder and the wheel cylinder are disconnected. And the braking operation reaction force felt by the driver increases with continuous non-linear characteristics as the amount of depression of the brake pedal 2 1 2 increases. Can be achieved.
- the linear motion along the axis 12 of the input piston 14 is converted into the rotational motion around the axis 12 of the intermediate rotor 86 by the first transmission means 54.
- the second transmission means 56 converts the rotational motion of the intermediate rotor 86 into linear motion along the axis 12 of the output piston 90, and the compression coil spring 92 is compressed and deformed along the axis 12. Therefore, all the constituent members can be disposed with respect to the axis 12. This also applies to other examples described later.
- FIG. 3 is a sectional view taken along an axis showing a second embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator
- FIG. 4 is a plan view of the intermediate rotor of the second embodiment developed on a plane.
- FIG. 3 and 4 the same members as those shown in FIGS. 1 and 2 are given the same reference numerals as those shown in FIGS. 1 and 2. The same applies to other examples described later.
- the load transmission ports 30 and 9 4 are each divided into two in the radial direction, and the input piston 14 and the output piston 90 at the radially inner end, respectively. Is cantilevered.
- a tension coil spring 10 8 extending along the axis 12 is disposed in the second cylinder chamber 24. The tension coil spring 10 8 is fixed to the input piston 14 at one end, and is fixed to the output piston 90 at the other end, thereby applying a load that draws them toward the input piston 14 and the output piston 90. It comes to grant.
- the axial length of the input piston 14 is set to be shorter than that in the first embodiment described above, so that even when the input piston 14 and the output piston 90 are in the initial position, the input The left end of piston 14 as viewed in FIG. 3 is separated from output piston 90. Conversely, the length in the axial direction of the output piston 90 is set to be longer than that in the case of the first embodiment, so that the output cylinder 90 in the third cylinder chamber 106 is initially set. Even when in this position, the anti-friction ring 2 8 B blocks the cam groove 96.
- the output piston 9 0 is provided with an orifice 1 1 0 extending in alignment with the axis 12, so that the third cylinder chamber 1 0 6 is connected to the orifice 1 1 0. and the second cylinder chamber 2. 4 is always in communication with the cam groove 36.
- a force seal 4 8 is arranged between the end cap 2 2 B and the anguilla bearing 4 4, so that the third cylinder chamber 1 0 6 and the cam groove 3 6 pass through the anguilla bearing 4 4. Oil is prevented from circulating in between.
- the cam grooves 36 and 96 are spaced apart from each other along a distance axis 12 that is larger than in the first embodiment described above, so that the right end of the cam groove 96 can be seen in FIG.
- cam groove 36 is not overlapped with each other in the axial direction, but the cam grooves 36 and 96 are overlapped with each other as in the first embodiment described above. Also good.
- the other points of the second embodiment are the same as those of the first embodiment described above.
- the first transmission means 54 and the second transmission means 56 function in the same manner as in the first embodiment described above.
- the output piston 9 0 also moves along the axis 1 2 to the left as seen in FIG.
- the linear momentum of output biston 90 is larger than the linear momentum of input viston 14. Therefore, the interval between the input piston 14 and the output piston 90 gradually increases, but the interval between the output piston 90 and the end cap 2 2 B gradually decreases.
- the spring force accompanying tensile deformation of the tension coil spring 10 8 acts on the input piston 14 to reduce the reaction force of the force that linearly moves the input piston 14, but the output piston 9 It acts to increase the reaction force against 0, and since these spring forces have the opposite direction and the same magnitude, the reaction force is not increased or decreased by the spring force of the tension coil spring 10 8 Absent.
- the output piston 14 from the input piston 14 has the desired continuous non-linear transfer characteristic over the entire range. 9 0 Linear motion and force can be transmitted, and the characteristic of the pedal reaction force with respect to the depression amount of the brake pedal 2 1 2 can be set to a desired continuous non-linear characteristic.
- the output piston 90 is provided with an orifice 110 which communicates the second cylinder chamber 24 and the third cylinder chamber 106, and the brake Pedal 2
- FIG. 5 is a sectional view taken along an axis showing a third embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator
- FIG. 6 is an intermediate view as an intermediate member of the third embodiment.
- FIG. 3 is a development view showing the mouth in a flat plane.
- the load transmitting rods 30 and 94 are each divided into two in the radial direction in the same manner as in the second embodiment described above, and the input screws at the radially inner ends. Is supported in a cantilevered manner by tons 14 and output screws 90.
- the input piston 14 has a cup-shaped cross section that opens toward the end cap 2 2 B, while the output piston 9 0 has a force-up that opens toward the input piston 14.
- the cross-sectional shape is as follows.
- a compression coil spring 92 as a reaction force generating means is disposed in the second cylinder chamber 24 and is installed between the input piston 14 and the output piston 90.
- the load transmitting rods 30 and 94 may be a single bar that extends in the diametrical direction through the input and output bolts 14 and 90, respectively.
- the cam groove 96 extends in a direction opposite to the cam groove 96 in the first and second embodiments described above with respect to the axis 12 and the circumferential direction. This is provided in the intermediate rotor 86. Therefore, during non-braking, the guide roller 3 8 and the force roller 40 that constitute the first transmission means 54 are initially in contact with the right end of the guide groove 32 and the cam groove 36 as seen in FIG. The guide roller 9 8 and the cam roller 10 0 that are located at the position and constitute the second transmission means 56 are in contact with the left end of the guide groove 32 and the cam groove 96, respectively, as viewed in FIG. Located in the initial position where it touches.
- the input screw 14 is closest to the end cap 2 2 A, and the guide bar 9 8 and the cam port 1
- the output piston 90 is in contact with the end cap 2 2 B, thereby minimizing the volume of the first cylinder chamber 18 and the third cylinder chamber 10 6.
- the capacity of the second cylinder chamber 24 is maximized.
- first transmission means 54 functions in the same manner as in the first embodiment.
- Second transmission means 56 The function is the same as in the first embodiment except that the relationship between the direction of the linear motion of the output piston 90 and the direction of the rotational motion of the output 86 is reversed.
- the output piston 90 moves linearly to the right as viewed in FIG.
- the piston 14 and the output piston 90 cooperate with each other to compress and deform the compression coil spring 92.
- the rate of decrease in the distance between the input piston 14 and the output piston 90 increases as the linear motion to the left of the input piston 14 in Fig. 5 increases.
- the reaction force of the compression coil spring 9 2 acting on 14 increases non-linearly so that the rate of increase gradually increases as the linear momentum to the left as seen in FIG. 5 of the input piston 14 increases.
- the input piston 14 has a desired continuous non-linear transfer characteristic over the entire range. Further, linear motion and force can be transmitted to the output piston 90, and the pedal reaction force characteristic with respect to the depression amount of the brake pedal 21 12 can be set to a desired continuous nonlinear characteristic.
- the reaction force accompanying the compression deformation of the compression coil spring 92 is not only transmitted to the input piston 14 via the intermediate port 8 6 etc., but also directly input. Since the load acts on the screw 14, the load acting on the load transmission rods 30, 94, etc. is smaller than in the first and second embodiments described above and the fourth and fifth embodiments described later. As a result, the durability of the brake stroke simulator 10 can be improved.
- FIG. 7 is a cross-sectional view showing a fourth embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator, cut along two cutting surfaces that are perpendicular to each other along the axis.
- 8 is a cross-sectional view of the input and output bistons along the line AA in FIG. 7, and
- FIG. 9 is a developed view showing the intermediate rotor of the fourth embodiment in a plane.
- the input piston 14 protrudes from the substantially cylindrical body portion fitted to the intermediate rotor 86 along the axis 12 toward the output piston 90.
- Pair of arms 1 4 A, and the pair of arm portions 1 4 A are spaced from one another in the radial direction with respect to the axis 12.
- the output piston 90 has a pair of arm portions 9 OA protruding from the substantially cylindrical body portion fitted to the intermediate rotor 86 to the input piston 14 along the axis 12.
- the cross section perpendicular to 12 has an arcuate outer diameter line and inner diameter line, and has a sector shape with a central angle of substantially 90 °.
- the input piston 14 and the output piston 90 are the same members arranged in opposite directions.
- Each arm portion 14 A is located between the arm portions 9 OA when viewed in the circumferential direction around the axis 12, so that the input piston 14 and the output piston 90 are mutually aligned along the axis 12. They can move linearly relative to each other, but are engaged with each other so that they do not rotate relative to each other around the axis 12.
- the compression coil spring 9 2 as a reaction force generating means is elastically mounted between the output piston 90 and the end cap 2 2 B, and the input piston 14 and the output screw 14 When the ton 90 is in the initial position, the tips of the arm parts 14 A and 9 OA are brought into contact with the main parts of the output piston 90 and the input piston 14 in a state where they are pressed against each other. Yes.
- the load transmitting ports 30 and 94 are each divided in two in the radial direction, and the arm portion 14 of the input piston 14 is formed at each radial end. A and the arm part 90 A of the output piston 90 are cantilevered.
- the load transmission ports 30 and 94 are located at the same axial position as the position along the axis 12, so that these load transmission ports are They are spaced apart from each other at an angle of 90 ° in the circumferential direction around the axis 12 along a plane perpendicular to the axis 12.
- the load transmitting rods 30 and 94 may be located at different axial positions.
- the cam grooves 36 and 96 are the same as the cam grooves 36 and 96 in the first and second embodiments, as in the first embodiment. Although it has a form, it is arranged alternately in the circumferential direction. In particular, in the illustrated embodiment, the right ends of the cam grooves 36 and 96 are located at the same axial position, and the cam groove 36 extends in the direction along the axis 12. The range overlaps the extended range of the cam groove 96 along the axis 12.
- the guide rollers 3 8 and 9 8 are guide grooves 3 provided in the body 16 A of the housing 16.
- the guide grooves 3 2 A and 3 2 B are engaged respectively, and the guide grooves 3 2 A and 3 2 B extend linearly along the axis 12 and alternate in the circumferential direction around the axis 12 Spaced apart from each other at an angle of 90 ° ing. As shown in FIG. 7, the length of the guide groove 3 2 B is set larger than the length of the guide groove 3 2 A.
- the other points of the fourth embodiment are the same as those of the first embodiment described above.
- the first transmission means 54 and the second transmission means 56 function in the same manner as in the first embodiment described above. 2 is converted into a rotary motion around the axis 12 and transmitted to the intermediate rotor 86, and the rotary motion of the intermediate rotor 8 6 is converted into a linear motion along the axis 12 and the output piston 9 0 Is transmitted to.
- the reaction force in the direction along the axis 12 generated by the output piston 90 compressing and deforming the compression coil spring 92 is converted from the output piston 90 into reaction force torque and transmitted to the intermediate rotor 86.
- the reaction torque of 8 6 is converted into a reaction force along the axis 12 and transmitted to the input piston 14. Further, the characteristic of the ratio of the linear momentum of the output viston 90 to the linear momentum of the input viston 14 is also a non-linear characteristic similar to the case of the other embodiments described above.
- the input piston 14 4 has a desired continuous non-linear transfer characteristic over the entire range. It can transmit linear motion and force to the output piston 9 0 and depress the brake pedal 2 1 2!
- the pedal reaction force characteristic for: can be changed to the desired continuous non-linear characteristic.
- Arm part 9 OA is linearly movable relative to each other along axis 12 and engaged with each other so as not to rotate relative to each other around axis 12 Therefore, the relative movements of the input piston 14 and the output piston 90 along the axis 12 are also guided by the arm portions 14 A and 9 OA, and the input piston 14 around the axis 12 Since the relative rotation of the output piston 90 and the output piston 90 is prevented, the relative linear motion of the input piston 14 and the output piston 90 is smoothly performed as compared with the first and second embodiments described above. Can be made.
- the input and output bistons 14 and 90 are the same member arranged in opposite directions, and therefore the input and output bistons 14 and 90 are different from each other. Compared to the case of this embodiment, the number of parts can be reduced, and the cost of the stroke simulator 10 can be reduced.
- FIG. 10 is a sectional view taken along an axis showing a fifth embodiment of the motion conversion transmission device according to the present invention configured as a brake stroke simulator
- FIG. 11 is a plan view of the intermediate rotor of the fifth embodiment. It is an expanded view shown expanded.
- the input piston 14 has a substantially cylindrical shape that fits into the intermediate rotor 86, but extends in alignment with the axis 12 and has an output piston 9. It has a cylindrical recess 1 4 B that opens to zero.
- the output biston 90 has an axial section 90 B with a circular section protruding from the substantially cylindrical main body fitted to the intermediate rotor 86 to the input biston 14 in alignment with the axis 12.
- the shaft portion 90 B is fitted into the recess 14 B so as to be capable of relative displacement along the axis 12.
- Compression coil spring 9 2 as reaction force generating means is composed of output biston 90 and end cap 2
- the load transmission ports 30 and 94 are each divided in two in the radial direction, and the load transmission rod 30 is input at the inner end of the radial direction.
- 14 Recess 14 Cantilevered by a portion around 14 B, and load transmitting port 94 is cantilevered by shaft 90 0 B of output piston 90.
- the load transmission ports 30 and 94 are located at the same axial position, so that these load transmission ports are in a plane perpendicular to the axis 12. Are spaced apart from each other at an angle of 90 ° alternately in the circumferential direction around the axis 12.
- the input piston 14 has a pair of slits 14 C opened toward the output piston 90 at an angle of 90 ° with respect to the load transmission port 30 around the axis 12.
- the load transmission port 94 is passed through the slit 14 C in a loosely fitted state so as to be linearly movable relative to the input piston 14 along the axis 12.
- the other points of the fifth embodiment are the same as those of the fourth embodiment described above. Even in this embodiment, the load transmitting ports 30 and 94 may be in different axial directions.
- the load transmission port 94 is a single bar that extends in the diameter direction through the shaft 90B of the output piston 90 and the pair of slits 14C of the input piston 14. It's okay.
- first transmission means 54 and the second transmission means 56 function in the same manner as in the first embodiment described above.
- Rotor 8 6 output piston
- the ratio characteristic of the linear momentum of 90 is also a non-linear characteristic similar to the case of the other embodiments described above.
- the force characteristic can be a desired continuous non-linear characteristic.
- the shaft portion 90B of the output piston 90 is fitted into the recess 14B of the input piston 14 and the shaft portion 90B and the recess 14B are also connected to the shaft line. Since the relative movement of the input piston 14 and the output piston 90 along 1 2 is guided, the relative relationship between the input piston 14 and the output piston 90 compared to the first and second embodiments described above. The linear motion can be performed smoothly.
- the first transmission means 54 and the second transmission means 56 are identical along the axis 12 at positions spaced around the axis 12.
- the first transmission means 54 and the second transmission means 56 are spaced apart from each other along the axis 12.
- the twisting acting on the intermediate rotor 8 6 is reduced due to the movement conversion of the first transmission means 54 and the second transmission means 56, and the operation of the stroke simulator 10 is thereby reduced.
- the durability thereof can be improved, and the length of the stroke simulator 10 in the direction along the axis 12 can be reduced to improve the mountability to the vehicle.
- the input piston 14, the intermediate rotor 86, and the output piston 90 are aligned with each other in alignment with the axis 12.
- the motion conversion transmission device can be used as compared with the case where the motion and force transmission characteristics are set to the desired characteristics by a link mechanism. Stroke simulator 10 can be made compact.
- FIG. 18 is a cross-sectional view showing a sixth embodiment of the motion conversion transmission device according to the present invention configured as a pedal force transmission device of a brake device
- FIG. 19 is along the axis showing the pedal force transmission device of the sixth embodiment. It is an expanded sectional view.
- the brake device 2 1 0 has a brake booster 1 1 2, and the treading force transmission device 1 1 4 is arranged between the brake booster 1 1 2 and the brake pedal 2 1 2. .
- the pedal force transmission device 1 14 has substantially the same structure as the stroke simulator 10 of the first embodiment described above, but the housing 16 has a U-shape that opens at one end. It has a cross-sectional shape and has a cylindrical shape extending along the axis 12.
- a flange 1 6 B is formed in the body at the open end of the housing 16, and the flange 1 6 B is a bolt 1 2 2 fixed to the brake booster 1 1 2 and a nut 1 2 4 screwed into this. Is attached to the dash panel 1 1 6 together with the brake booster 1 1 2.
- a socket 1 2 6 is formed at the right end in the figure of the input biston 1 4, and a ball 1 3 0 provided at one end of the link 1 2 8 is fitted in the socket 1 2 6,
- the link 1 2 8 is pivotally connected at one end to the input biston 14.
- the link 1 2 8 extends through the end wall of the housing 1 6 along the axis 1 2, and at the other end pivots to the arm part 2 1 2 B of the brake pedal 2 1 2 by the pivot pin 1 3 2. It is worn.
- the compression coil spring 92 and the end cap 22 B in the first embodiment described above are not provided with the compression coil spring and the end cap, respectively.
- the tip of the operation rod 1 3 4 of the brake booster 1 1 2 extending along the axis 1 2 is integrally connected by means such as press fitting.
- Each cylinder chamber is not filled with oil, and the cover 104 does not have a communication hole corresponding to the communication hole 41.
- the other points of this embodiment are the same as those of the first embodiment described above.
- reaction force generated by supplying brake fluid pressure from the master cylinder 2 1 4 to each wheel cylinder 2 2 2 FL to 2 2 2 RR is the wheel cylinder fluid pressure. 4 is transmitted to the brake booster 1 1 2 and the operation rod 1 3 4 is pushed to the right as seen in FIG. 1 Goes to 4 The reaction force is transmitted from the input piston 1 4 to the brake pedal 2 1 2 via the link 1 2 8.
- the first transmission means 54 and the second transmission means 56 function in the same manner as in the first embodiment described above. Therefore, according to the sixth embodiment shown, As in the fifth embodiment, linear motion and force can be transmitted from the input piston 14 to the output piston 90 with the desired continuous non-linear transfer characteristics over the entire range, and the brake pedal 2 1 2 The pedal reaction force with respect to the depression amount can be set to a desired non-linear characteristic.
- the pedal force transmission device 1 1 4 is disposed between the brake booster 1 1 2 and the brake pedal 2 1 2, so that the conventional pedal ratio variable brake pedal As in the case of, the relationship between the amount of operation of the brake pedal by the driver and the amount of input displacement to the master cylinder or the brake booster can be set to a desired continuous non-linear characteristic.
- the intermediate rotor 86 is rotatably supported by the housing 16 in the housing 16, and the input and output pistons 14 and 90 are connected to the intermediate port. Since the movable member is not exposed to the outside of the housing 16 and the movable member is not exposed to the outside of the housing 16, the output biston and the reaction force generating member, which are movable members, are exposed to the outside of the housing 16. Compared to the case where it is present, it is possible to ensure good mountability to vehicles, etc., and to reduce the possibility of malfunction due to foreign matter entering between the movable member and the housing. Can do.
- the first transmission means 54 and the second transmission means 56 are arranged at the same position around the axis 12 in the axis 1. 2 so that the load transmission ports 30 and 94 are located at the same position around the axis 12 and the guide groove 3 2
- the first transmission means 54 and the second transmission means 56 are provided with guide grooves, respectively.
- the number of machining steps for the guide groove 32 can be reduced.
- FIG. 20 is a sectional view taken along an axis showing a seventh embodiment of a motion conversion transmission device according to the present invention configured as a steering motion conversion transmission device in a steering system of a vehicle such as an automobile.
- FIG. FIG. 22 is a partial development view showing the cam groove area of the first transmission means of the input rotor of the seventh embodiment
- FIG. 23 is a partially expanded view showing the cam groove region of the second transmission means of the output rotor of the seventh embodiment in a plane
- FIG. 23 is an explanatory view showing the steering system incorporated in the seventh embodiment. is there.
- the steering motion conversion transmission device 1.3 6 is an upper main shaft 2 rotatably supported around an axis 12 by a vehicle not shown in Fig. 23. It is arranged between 6 8 and the lower main shaft 2 70.
- the upper main shaft 2 6 8 is integrally connected to the steering wheel 2 72 at the upper end, and is connected to the upper end of the steering motion conversion transmission device 1 3 6 at the lower end.
- the lower main shaft 2 7 0 is connected to the lower end of the steering motion conversion transmission device 1 3 6 at the upper end, and is pivotally attached to the upper end of the intermediate gear shaft 2 7 6 by the universal joint 2 7 4 at the lower end. .
- the lower end of the intermediate shaft 2 7 6 is pivotally connected to the pinion shaft 2 8 2 of the rack-and-pinion type steering device 2 80 by a universal joint 2 7 8. Both ends of the rack bar 2 8 4 of the steering device 2 80 are pivotally attached to the inner ends of the tie rods 2 8 8 L and 2 8 8 R by ball joints 2 8 6 L and 2 8 6 R, respectively.
- the outer ends of tie rods 2 8 8 L and 2 8 8 R are the ball joints 2 9 4 L and 2 9 4 with wheels that support the left and right steering wheels 2 9 0 L and 2 90 0 so that they can rotate Support members 2 9 2 L and 2 9 2 R knuckle arms 2 9 6 L and 2 9 6 R are pivotally attached.
- the steering torque and steering rotational motion given to the steering wheel 2 7 2 by the driver are transmitted from the upper main shaft 2 6 8 to the lower main shaft 2 7 0 via the steering motion conversion transmission device 1 3 6, It is transmitted from the main shaft 2 70 to the pinion shaft 2 8 2 through the intermediate shaft 2 7 6.
- the torque and rotational motion of the pinion shaft 2 8 2 are converted into the lateral force and linear motion of the rack bar 2 8 4 by the steering device 2 80, and the lateral force and linear motion of the rack bar 2 8 4
- the wheel support member 2 9 2 is converted into torque and rotational motion around the kingpin axis not shown in the figure by tie rods 2 8 8 L, 2 8 8 R and knuckle arms 2 9 6 L, 2 9 6 R L, 2 9 2 R and the steered wheels 29 0 L, 29 OR are transmitted to the steered wheels 29 0 L, 29 OR.
- the steering reaction force is a tie rod as an axial force by the wheel support members 2 9 2 L and 2 9 2 R and the nut arms 2 9 6 L and 2 9 6 R from the steering wheels 2 90 0 and 2 90 0 R 2 8 8 L, 2 8 8 R and rack bar 2 8 4 are transmitted.
- the shaft of the rack bar 2 8 4 is converted to the torque of the pinion shaft 2 8 2 by the steering device 2 80, and the torque of the pinion shaft 2 8 2 is the intermediate shaft 2 7 6 and the lower main shaft 2 7 0, Steering motion conversion transmission device 1 3 6, Ats It is transmitted to the steering wheel 2 7 2 via the pamain shaft 2 6 8 and the steering wheel 2 7 2.
- the steering motion conversion transmission device 1 3 6 of the seventh embodiment is also separated from each other along the axis 1 2 by the first transmission means 5 4 and the second transmission means.
- the first transmission means 5 4 has an input rotor 1 3 8 that can rotate around the axis 12 and an intermediate piston 1 4 0 that can reciprocate along the axis 12, and the second transmission means 5 4.
- 6 has an intermediate piston 140 and an output rotor 14 2 that can rotate about an axis 12.
- the input rotor 1 3 8 is supported by the angular bearings 4 2 A and 4 2 B inside the housing 16 A so as to be rotatable around the axis 12 relative to the housing 16 A.
- the output port 1 4 2 is supported on the inner side of the housing 1 6 B so as to be rotatable around the axis 1 2 relative to the housing 1 6 B by the angular bearings 4 4 A and 4 4 B.
- the housings 16 A and 16 B are in contact with each other, and are integrally connected by a cylindrical force bar 10 04 disposed outside them.
- the housings 16 A and 16 B are fixed to an instrument panel 14 46 which is a part of the vehicle body by mounting brackets 14 44 A and 14 44 B, respectively.
- the input rotor 1 3 8 and the output rotor 1 4 2 are slightly separated from each other along the axis 12.
- the input rotor 1 3 8 is integrally connected to the lower end of the upper main shaft 2 6 8 at the end opposite to the output rotor 1 4 2.
- the output rotor 1 4 2 is connected to the input rotor 1 3 8. It is integrally connected to the upper end of the lower main shaft 2700 at the opposite end.
- the intermediate piston 1 4 0 is arranged inside the input rotor 1 3 8 and the output rotor 1 4 2, and reciprocates along the axis 1 2 relative to them by the input rotor 1 3 8 and the output rotor 1 4 2. It is supported as possible.
- Antifriction rings 2 8 A and 2 8 B similar to the anti-friction rings 2 8, 2 8 A and 2 8 B in the first embodiment are mounted on the outer periphery in the vicinity of both ends of 0. .
- the cam groove 36 of the first transmission means 54 is connected to two cam grooves curved in the opposite direction to the cam groove 36 of the first embodiment.
- the zero axis 3 O A is positioned at the neutral position in the center of the cam groove 36.
- the cam groove 96 of the second transmission means 56 is connected to two cam grooves curved in the same direction as the cam groove 36 of the first embodiment described above.
- the axis 9 4 A of the load transmitting port 94 is positioned at the neutral position in the center of the cam groove 96.
- the inclination angle of the cam groove 36 in the circumferential direction in the vicinity of the neutral position is set to a value smaller than the inclination angle of the cam groove 96.
- the other points of the seventh embodiment are the same as those of the first embodiment described above.
- the steering wheel 2 7 2 when the direction in which the steering wheel 2 7 2 is rotated in the right turn direction of the vehicle is defined as the positive rotation direction, the steering wheel 2 7 2 is rotated in the positive direction.
- the input port 1 3 8 When the upper main shaft 2 6 8 is rotated about the axis 1 2 in the positive direction, the input port 1 3 8 is also rotated about the axis 1 2 in the positive direction.
- the rotation of the input rotor 1 3 8 in the positive direction is converted by the first transmission means 5 4 into a linear motion along the axis 1 2 to the left as viewed in FIG. 20 and transmitted to the intermediate piston 1 4 0. Is done.
- the linear motion to the left of the intermediate piston 1 4 0 is converted into rotation in the positive direction around the axis 1 2 by the second transmission means 5 6 and transmitted to the output rotor 1 4 2, thereby lower main Shaft 2 7 0 rotates about axis 1 2 in the positive direction.
- cam grooves 3 6 and 9 6 have the S-shaped shape as described above, so if the play in the rotational direction of the steering system is ignored, the rotational momentum of the input rotor 1 3 8 and the intermediate biston
- Fig. 24 The relationship between the linear momentum of 14 0 and that shown in Fig. 24 is shown in Fig. 24.
- the relationship between the linear momentum of intermediate piston 14 0 and the rotational momentum of output rotor 1 42 is shown in Fig. 25. It will be like a relationship.
- the steering wheel of any of the first transmission means 5 4 and the second transmission means 5 6 can be used regardless of the positive rotation direction or the negative rotation direction.
- the rotational position corresponding to the neutral position of 2 7 2 is used as the reference position for the momentum of the motion transmission source member.
- the ratio of the momentum of the motion transmission destination member gradually increases as the momentum of the motion transmission source member increases.
- the relationship between the rotation angle 0 in from the neutral position of the steering wheel 2 72 and the rotation angle 6 out of the lower main shaft 2 70 is as shown in FIG. That is, when the steering wheel 2 72 is rotated in any direction, the ratio of the rotational momentum of the lower main shaft 2 70 to the rotational momentum of the steering wheel 2 7 2 is the rotation of the steering wheel 2 7 2. As the momentum increases, it continuously increases nonlinearly.
- the transmission characteristic of the torque transmitted from the steering wheel 2 7 2 to the lower main shaft 2 70 via the steering motion conversion transmission device 1 3 6 is as shown in FIG.
- the desired continuous non-linearity can be obtained over the entire range by appropriately setting the shape of the cam grooves 36 and 96 according to the desired transmission characteristics.
- Rotational motion and force can be transmitted from the input port 1 3 8 to the output rotor 1 4 2 by the transfer characteristic, and this allows the steering wheel to have the desired continuous non-linear transfer characteristic over the entire steering range.
- 2 7 2 can transmit steering motion and steering force to the steering wheel.
- the ratio of the rotational momentum of the main shaft 2 70 to the rotational momentum of the steering wheel 27 2 continuously increases nonlinearly as the rotational momentum of the steering wheel 27 2 increases. Therefore, the ratio of the steered wheel turning amount with respect to the rotational momentum of the steering wheel 27 2 can be continuously increased nonlinearly as the rotational momentum of the steering wheel 27 2 increases.
- the steering gear ratio in the vicinity of the neutral position of the steering wheel 2 7 2 is set to a value smaller than 1, and the steering gear ratio in the region where the turning angle of the steering wheel 2 7 2 is large
- This value can be set to a value larger than that of a conventional steering device, and as a result, compared to the case of a conventional general steering device, the vehicle can be stationary while ensuring good steering stability of a straight traveling. The maneuverability at the time can be improved.
- FIG. 28 shows an eighth embodiment of a motion conversion transmission device according to the present invention configured as a suspension stroke transmission device for a vehicle such as an automobile, cut along two cut surfaces that are perpendicular to each other along the axis.
- FIG. 29 is a partially developed view showing the region of the cam groove of the first transmission means of the intermediate rotor of the eighth embodiment in a plane
- FIG. 30 is the eighth embodiment.
- FIG. 31 is a partial development view showing the cam groove region of the second transmission means of the intermediate rotor in a flat developed state.
- FIG. 31 is a view in which the eighth embodiment is incorporated. It is explanatory drawing which shows a pension.
- reference numeral 3 06 indicates a wheel, and is supported by a wheel support member 3 0 8 so as to be rotatable around a rotation axis 3 0 8 A.
- the suspension shown in FIG. 31 is a double wishbone type suspension.
- the upper and lower ends of the wheel support member 30 8 are respectively connected to the upper arm 3 1 4 and the lower arm 3 1 6 by ball joints 3 1 0 and 3 1 2.
- the outer end is pivotally attached.
- the inner ends of the upper arm 3 1 4 and the lower arm 3 1 6 are pivotally attached to the vehicle body 3 2 2 by rubber bushing devices 3 1 8 and 3 2 0, respectively.
- the suspension stroke transmission device 1 4 8 according to the eighth embodiment is disposed between the lower arm 3 1 6 and the vehicle body 3 2 2.
- the upper and lower ends of the suspension stroke transmission device 1 4 8 are upper mounts 3 2, respectively. 6 and the ball joint 3 2 8 are pivotally attached to the vehicle body 3 2 2 and the lower arm 3 1 6.
- the suspension stroke transmission device 1 4 8 also has a first transmission means 5 4 and a second transmission means 5 6 that are spaced apart from each other along the axis 12. Yes.
- the first transmission means 5 4 has an input piston 1 5 0 that can reciprocate along the axis 12 and an intermediate rotor 1 5 2 that can rotate around the axis 1 2
- the second transmission means 5 6 has an intermediate rotor 1 5 2 and an output piston 1 5 4 that can reciprocate along the axis 1 2.
- the intermediate rotor 15 2 is supported on the inner side of the housing 16 by angular bearings 4 2 A and 4 2 B so as to be rotatable around the axis 12 relative to the housing 16.
- the output piston 15 4 has a cylindrical shape that fits around the housing 16 so as to surround the housing 16, and is supported so as to be reciprocally movable along the axis 12 relative to the housing 16.
- An end cap 1 5 6 is fixed to the upper end of the housing 16 by means such as press fitting, and the end cap 1 5 6 is connected to the vehicle body 3 2 2 via an upper mount 3 2 6 fixed thereto. Yes.
- the input piston 1 5 0 is fitted into the intermediate rotor 1 5 2 and is supported by the housing 1 6 and the intermediate rotor 1 5 2 so as to be able to reciprocate along the axis 1 2 relative to the intermediate rotor 1 5 2.
- the suspension stroke transmission device 1 4 8 is a shock absorber built-in suspension stroke transmission device
- the input piston 1 5 0 is a cylindrical shape that opens downward. It is designed to function as a shock absorber 1 5 8 cylinder.
- the bottom end of the input piston 1 5 0 has a bottomed cylindrical end cap 1 6 0 which is open upward and is fixed by means such as press fitting, and the free cap 1 6 2 is the axis line in the end cap 1 60 1 It is arranged so that it can reciprocate along 2. Freeviston 1 6 2 end cap
- the gas chamber 1 6 4 is defined in cooperation with 1 60, and the gas chamber 1 6 4 is filled with high-pressure gas. Yes.
- a C ring 1 6 6 is attached to the inner surface of the upper end of the end cap 1 60, and the C ring 1 6 6 prevents the free piston 1 6 2 from moving above them. .
- a ball joint 3 28 is provided at the lower end of the end cap 160.
- the input piston 1 5 0 accepts the piston 1 6 8 of the shock absorber 1 5 8 so that it can reciprocate along the axis 12. Piston 1 6 8 cooperates with input piston 1 5 0 to define cylinder upper chamber 1 7 0 and cylinder lower chamber 1 7 2, cylinder upper chamber 1 7 0 and cylinder lower chamber 1
- the suspension stroke transmission device 14 8 is shown in a free state, that is, in a state where the vehicle weight is not acting between the upper mount 3 26 and the input piston 150.
- the piston 1 6 8 of the shock absorber 1 5 8 is in a state of being stretched with respect to the input piston 1 5 0 as a cylinder, so that the volume of the cylinder upper chamber 1 70 is 0.
- the piston portion 1 6 8 A of the piston 1 6 8 is provided with a plurality of orifices 1 7 4 for connecting the cylinder upper chamber 1 70 and the cylinder lower chamber 1 7 2 in communication.
- O-ring seal 1 7 6 is arranged between the input piston 15 0 and the housing 16, and between the input piston 1 5 0 and the rod portion 1 6 8 B of the piston 1 6 8. O-ring seal 1 7 8 is provided.
- the upper end of the output piston 1 5 4 is formed with an upper printer sheet 1 8 0 which protrudes radially outward and extends around the axis 1 2.
- a lower spring sheet 1 8 2 that protrudes radially outward and extends annularly around the axis 12 is formed into a body.
- a suspension spring that surrounds the suspension stroke transmission device 1 4 8 and extends along the axis 1 2 between the upper spring seat 1 80 and the lower spring seat 1 8 2 As a compression coil spring 1 8 4 is mounted.
- Dust boot 1 8 6 is arranged outside suspension spring 1 4 8 and inside suspension spring, and dust boot 1 8 6 is output biston 1 at the upper end.
- the upper end of the housing 16 is provided with a stagger that restricts the upward movement of the output spring 15 4 and therefore the upper spring seat 1 80 in the figure. .
- the first transmission means 54 is connected to the input pin at positions 180 ° apart from each other about the axis 12.
- the tip of the load transmission port 30 extends through the cam groove 36 provided in the intermediate rotor 15 2 to the guide groove 32 provided in the cylindrical portion of the housing 16. .
- the tip of the load transmission port 30 is a substantially spherical guider 38 and a cam roller.
- Each guide roller 3 8 engages the wall surface of the corresponding guide groove 3 2 A so that it can roll, and each force ⁇ roller 40 engages the wall surface of cam groove 3 6 so that it can roll. Yes.
- the second transmission means 56 is a means such as press-fitting at the lower end of the output piston 15 4 at a position spaced 180 ° around the axis 12 with respect to the load transmission rod 30.
- a load transmission port 94 that is supported in a cantilevered manner and extends radially inward.
- the tip of the load transfer port 94 extends through the guide groove 3 2 B provided in the cylindrical portion of the housing 16 to the cam groove 9 6 provided in the intermediate rotor 15 2. ing.
- the tip end portion of the load transmitting port 94 supports a substantially spherical guider 98 and a cam porter 100 so as to be rotatable around its own axis 94A.
- Each guide roller 98 is rotatably engaged with the wall surface of the corresponding guide groove 32B, and each cam roller 100 is rotatably engaged with the wall surface of the cam groove 96.
- Fig. 29 and Fig. 30, 3 3 2 and 3 3 4 indicate reference lines in the direction of the axis 1 2 of the cam grooves 3 6 and 9 6, respectively, and 3 3 6 and 3 3 8 respectively indicate cam grooves.
- the reference lines in the circumferential direction of 3 6 and 9 6 are shown.
- the cam groove 36 has an S-shape, but as shown in Fig. 30, the cam groove 9 6 has an inclined direction opposite to that of the cam groove 36. It has the shape of an S-shape.
- the suspension stroke transmission device 1 4 8 is shown with no compression force applied to it, but the vehicle load is the standard load and wheels 3 0
- the axes 30 0 and 9 4 A of the load transfer ports 30 and 9 4 are the standard positions in the center of the cam grooves 3 6 and 96, respectively. They are located at the intersections P 1 and P 2 between the reference lines 1 1 2 and 1 1 4 and the reference lines 3 3 6 and 3 3 8.
- the upper part of the reference line 3 3 6 of the cam groove 3 6 is the part corresponding to the bound stroke of the wheel 3 0 6, and the reference line 3 3 of the cam groove 3 6
- the part below 1 6 is the part corresponding to the rebound stroke of wheels 3 0 6.
- the part above the reference line 3 3 8 of the cam groove 9 6 is the part corresponding to the rebound stroke of the wheel 30 6, and the part below the reference line 3 3 8 of the cam groove 9 6 is the wheel.
- the part corresponding to the bound stroke of 3 0 6 It is.
- the cam groove 3 6 2 extends with an inclination with respect to the reference lines 3 3 2 and 3 3 6 and with respect to the reference line 3 3 6 in the circumferential direction as the distance from the intersection P 1 increases. It is curved so that the inclination angle gradually decreases.
- the cam groove 3 on the bound side of the wheel 3 0 6 The inclination angle 6 makes with respect to the circumferential reference line 3 3 6 is set to be larger than the inclination angle that the cam groove 3 6 on the rebound side of the wheel 3 6 makes with respect to the circumferential reference line 3 3 6.
- the cam groove 3 6 on the bounce side of the wheel 30 6 is the reference in the circumferential direction.
- the inclination angle made with respect to the line 3 3 6 is set smaller than the inclination angle made with respect to the reference line 3 3 6 in the circumferential direction of the cam groove 3 6 on the rebound side of the wheel 3 0 6.
- the cam groove 9 6 has the same configuration as that in which the cam groove 36 is reversed with respect to the reference line 3 3 6 in the circumferential direction and the bending direction is reversed. Therefore, the cam groove 36 has a configuration similar to that rotated 90 ° counterclockwise around the intersection P 1. That is, as shown in FIG. 30, the cam groove 9 6 extends in a direction opposite to the cam groove 3 6 with respect to the reference lines 3 3 4 and 3 3 8, and as the distance from the intersection P 2 increases. Curved so that the inclination angle with respect to the reference line 3 3 6 in the circumferential direction gradually increases.
- the cam groove 96 on the bound side of the wheel 30 6 is the reference in the circumferential direction.
- the inclination angle formed with respect to the line 3 3 8 is set smaller than the inclination angle formed by the cam groove 96 on the rebound side of the wheel 3 0 6 with respect to the reference line 3 3 8 in the circumferential direction.
- the force groove 10 6 on the bound side of the wheel 30 6 is in the circumferential direction.
- the inclination angle formed with respect to the reference line 1 1 8 is set larger than the inclination angle formed with respect to the reference line 3 3 8 in the circumferential direction by the cam groove 96 on the rebound side of the wheel 4.
- the cam roller 40 can move only along the S-shaped motion trajectory that is inclined and curved with respect to the reference lines 3 3 2 and 3 3 6 in the cam groove 3 6 except for rotational movement around the load transmission rod 30. It is.
- the cam roller 10 0 0 has a curved S-shaped motion trajectory that is inclined and curved with respect to the reference lines 3 3 4 and 3 3 8 in the cam groove 96, except for the rotational motion around the load transmission port 94. Can only move along.
- the wheel 3 0 6 bounces and the input piston 1 5 0 moves linearly upward relative to the intermediate rotor 1 5 2 and the housing 1 6 along the axis 1 2.
- the relationship between the stroke of the wheel 30 6 and the amount of compressive deformation of the compression coil spring 1 8 4 is the relationship shown in FIG. That is, when the wheel 30 bounces, the amount of compression deformation of the compression coil spring 1 84 gradually increases as the bounce stroke from the neutral position of the wheel 30 6 increases. At the same time, the rate of increase in the amount of compressive deformation of the compression coil spring 1 84 gradually increases. Also wheels 3 0
- the wheel 300 in the range of the region excluding the bound stroke and the rebound stroke end region of the wheel 310, the wheel 300 The rate of increase in the amount of compressive deformation of the compression coil spring 1 8 4 as the bound stroke increases is larger than the rate of decrease in the amount of compression deformation of the compression coil spring 1 8 4 as the rebound stroke of the wheel 3 06 increases.
- the rate of increase in the amount of compression deformation of the compression coil spring 1 8 4 with the increase in the bound stroke of the wheel 3 0 6 is This is larger than the rate of decrease in the amount of compressive deformation of the compression coil spring 1 84 due to the increase in the rebound stroke of the wheels 3 0 6.
- the shape of the cam grooves 36 and 96 is appropriately set according to the desired transmission characteristics, so that the bound strokes and rebound strokes of the wheels 30 6 can be obtained.
- linear motion and force can be transmitted from the input piston 1 5 0 to the output piston 1 5 4 with the desired continuous non-linear transfer characteristics over their entire range.
- the desired progressive spring characteristics can be achieved without being restricted by the movement of the linkage mechanism of the pension.
- Fig. 36 shows a conventional general double wishbone suspension, and members corresponding to those shown in Fig. 31 are given the same reference numerals as those shown in Fig. 31. It has been.
- the suspension spring 3 4 0 is attached to the upper seat 3 4 2 fixed to the upper support 3 2 6 attached to the vehicle body 3 2 2 and the lower support 3 4 4 attached to the lower arm 3 1 6 It is mounted between the fixed lower seat 3 4 6.
- the lower arm 3 1 6 pivots up and down around the inner end as the wheels 3 0 6 bounce and rebound, so the lower seat 3 4 6 also has an arc shape centered on the inner end of the lower arm 3 1 6 It moves up and down along the trajectory. Therefore, as the bound stroke and rebound stroke of the wheel 30 6 increase, the ratio of the change amount of the elastic deformation amount of the suspension spring 3 40 to the increased amount of the stroke of the wheel 30 6 gradually decreases. 3 0 6 Stroke and Hoy Relais
- the rate of increase in the elastic deformation of 1 8 4 gradually increases, and the rate of decrease in the amount of elastic deformation of the compression coil spring 1 8 4 gradually increases as the rebound stroke of the wheel 3 0 6 increases.
- the wheel rate can be gradually increased as the stroke of wheel 30 6 increases, so that the stroke and wheel rate of wheel 4 can be increased.
- the relationship can be convex downward as shown by the solid line in FIG. Therefore, compared to conventional suspensions, while maintaining good riding comfort during normal driving, the wheel band during turning, acceleration / deceleration, driving on rough roads, etc.
- the amount of rebound can be reduced to reduce the posture change of the vehicle body and improve the running stability of the vehicle.
- the suspension stroke transmission device 14 8 is a suspension stroke transmission device with a built-in shock absorber
- the input piston 1 5 0 is the shock absorber 1 5 8 Since it is designed to function as a cylinder, the suspension stroke transmission device and shock absorber are mounted on the vehicle compared to the case where the suspension stroke transmission device does not have a built-in shock absorber. Can be improved.
- the conversion transmission device can be reliably made compact.
- the first transmission means 54 and the second transmission means 56 are provided, and the first transmission means 54 is the axis 1 of the input piston 14.
- the ratio of the rotational momentum of the intermediate rotor 8 6 to the linear momentum along 2 is gradually increased as the linear momentum of the input piston 14 increases, and the second transmission means 5 6 outputs the output biston to the rotational momentum of the intermediate rotor 8 6. Since the ratio of the linear momentum along the axis 0 of 90 is gradually increased as the rotational momentum of the intermediate rotor 8 6 increases, the first transmission means 5 4 and the second transmission means 5 6
- the ratio of the momentum of the destination member to the momentum of the source member is the momentum of the source member.
- the degree of curvature of the cam groove can be reduced as compared with the case of a structure that gradually increases as the speed increases, so that the motion conversion and reaction force by the first transmission means 54 and the second transmission means 56 can be reduced. Can be transmitted smoothly.
- 2 B and guide groove 3 2 or 3 2 B for guiding the load transfer port 90 of the second transfer means 56 along the axis 12 are provided.
- the plurality of movable members and the reaction force generating member are arranged in alignment with the axis 12 and moved along the axis 12 or around the axis 12. Therefore, the structure of the stroke simulator 10 can be compared with a structure in which a plurality of movable members and reaction force generating members are arranged in alignment with different axes. In addition to being able to simplify, it allows optimal transmission of motion and reaction force.
- the first transmission means 54 and the second transmission means 56 are mutually connected along the axis 12 at the same position around the axis 12.
- the guide groove 32 is a groove common to the first transmission means 54 and the second transmission means 56, but the first transmission means 54 and the second transmission means 56.
- the transmission means 56 may be provided at different positions around the axis 12.
- the first transmission means 54 has the ratio of the rotational momentum of the intermediate rotor 86 to the linear momentum along the axis 12 of the input piston 14 as the input screw.
- the second transmission means 56 increases the ratio of the linear momentum along the axis 12 of the output piston 90 to the rotational amount of the intermediate rotor 8 6.
- only one of the first transmission means 5 4 and the second transmission means 5 6 has the momentum of the motion transmission destination member relative to the momentum of the motion transmission source member. May be modified to gradually increase as the momentum of the motion transmitting member increases.
- the input and output bistons 14 and 90 are always spaced apart from each other along the axis 12 and the input and output bistons 14 and 90 are
- the compression coil spring 92 may have a portion that engages in a radially linear manner along the axis 12 as in the fourth and fifth embodiments described above on the radially inner side or outer side.
- the input and output pistons 14 and 90 each have a pair of arm portions 14 A and 90 A each having a fan-shaped cross section.
- the cross-sectional shape of 14A and 9OA may be set to an arbitrary shape such as a semicircular shape.
- the input piston 14 and the output piston 90 have a recess 14 B and a shaft portion 90 B each having a circular cross-sectional shape.
- the cross-sectional shape of the recess 14 B and the shaft portion 90 B may be set to an arbitrary shape, and the recess 14 B and the shaft portion 90 B can be relatively linearly moved along the axis 12 and of the axis 12. There may be provided flat portions around each other so as not to rotate relative to each other.
- the orifice 1 1 0 that connects the second cylinder chamber 2 4 and the third cylinder chamber 1 0 6 in communication is provided only in the output piston 9 0 of the second embodiment, but the orifice 1 1 An orifice similar to 0 may be provided in the output biston 90 of the first, third to fifth embodiments described above.
- the motion conversion transmission device is a brake stroke simulator 10, and the output piston 90 has a pressing action on the compression coil spring 92.
- the motion conversion transmission device having the structure of the first to fifth embodiments may be applied to any device in which the output piston 90 transmits motion or force to any other member.
- the pedal force transmission device 1 14 in the sixth embodiment described above has the same structure as that of the first embodiment described above, but the pedal force transmission device has the second, fourth, and fourth described above. It may have the same structure as the fifth embodiment.
- the rotational motion of the input rotor 1 3 8 is transmitted to the output rotor 1 4 2 as a rotational motion in the same direction.
- the motion conversion transmission device according to the present invention that converts and transmits linear motion into rotational motion reverses the rotational direction by, for example, setting the bending directions of the force grooves 36 and 96 to opposite directions. It may be configured to transmit the rotational motion, and may be applied to uses other than the transmission of the steering motion.
- the suspension stroke transmission device of the above-mentioned eighth embodiment is a shock absorber built-in type suspension stroke transmission device, but the shock absorber is a suspension member independent of the suspension stroke transmission device. Aryoyo Suspension Stroke Even if the transmission device is configured
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transmission Devices (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020097009851A KR101139735B1 (ko) | 2006-12-08 | 2007-11-30 | 운동 변환 전달 장치 |
US12/518,230 US8746095B2 (en) | 2006-12-08 | 2007-11-30 | Motion converter/transmitter |
CN2007800452492A CN101553387B (zh) | 2006-12-08 | 2007-11-30 | 运动变换传递装置 |
EP07850239A EP2090484B1 (en) | 2006-12-08 | 2007-11-30 | Motion converter/transmitter |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006332449A JP4835415B2 (ja) | 2006-12-08 | 2006-12-08 | 運動変換伝達装置 |
JP2006-332449 | 2006-12-08 |
Publications (1)
Publication Number | Publication Date |
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WO2008069295A1 true WO2008069295A1 (ja) | 2008-06-12 |
Family
ID=39492170
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Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2007/073633 WO2008069295A1 (ja) | 2006-12-08 | 2007-11-30 | 運動変換伝達装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US8746095B2 (ja) |
EP (1) | EP2090484B1 (ja) |
JP (1) | JP4835415B2 (ja) |
KR (1) | KR101139735B1 (ja) |
CN (1) | CN101553387B (ja) |
WO (1) | WO2008069295A1 (ja) |
Cited By (1)
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JP2012206711A (ja) * | 2011-03-11 | 2012-10-25 | Honda Motor Co Ltd | 車両用反力発生装置、およびブレーキ装置のストロークシミュレータ |
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JP2008143333A (ja) * | 2006-12-08 | 2008-06-26 | Toyota Motor Corp | 操作シミュレータ |
US9027436B2 (en) | 2010-06-22 | 2015-05-12 | Cts Corporation | Rotor/shaft pin coupling assembly for pedal assembly |
KR101975174B1 (ko) * | 2012-11-28 | 2019-05-07 | 현대모비스 주식회사 | 전동부스터 방식 제동장치의 하중 지지 구조 |
KR102115716B1 (ko) * | 2013-10-07 | 2020-05-27 | 현대모비스 주식회사 | 전자식 유압 브레이크장치 |
US9811067B2 (en) * | 2015-02-12 | 2017-11-07 | Nhk Spring Co., Ltd. | Coil spring modeling apparatus and method of the same |
DE102017002770A1 (de) * | 2017-03-22 | 2018-09-27 | Lucas Automotive Gmbh | Pedalsimulationsvorrichtung mit mehreren Rückstellelementen |
KR102429020B1 (ko) | 2017-10-31 | 2022-08-03 | 현대자동차 주식회사 | 차량용 페달의 답력 생성장치 |
KR102661494B1 (ko) * | 2019-03-08 | 2024-04-29 | 에이치엘만도 주식회사 | 랙구동형 동력 보조 조향장치 |
KR102197357B1 (ko) * | 2020-05-15 | 2020-12-31 | 현대모비스 주식회사 | 전자식 유압 브레이크장치 |
CN118234645A (zh) | 2021-11-19 | 2024-06-21 | Ksr Ip控股有限责任公司 | 无源力模拟器踏板组件 |
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Also Published As
Publication number | Publication date |
---|---|
JP4835415B2 (ja) | 2011-12-14 |
EP2090484B1 (en) | 2013-03-13 |
US8746095B2 (en) | 2014-06-10 |
US20100018335A1 (en) | 2010-01-28 |
KR101139735B1 (ko) | 2012-04-26 |
CN101553387A (zh) | 2009-10-07 |
EP2090484A4 (en) | 2011-01-05 |
EP2090484A1 (en) | 2009-08-19 |
CN101553387B (zh) | 2013-05-08 |
KR20090067212A (ko) | 2009-06-24 |
JP2008143343A (ja) | 2008-06-26 |
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