JP2009132278A - Camber angle adjustment mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a camber angle adjusting mechanism of simple structure reduced in a load applied to an actuator and securing strength. <P>SOLUTION: This camber angle adjusting mechanism 1 for changing a camber angle of a wheel 30 relative to a vehicle body comprises a support member 22 connected to the vehicle body, a base member 20 provided in the support member 22, an actuator 2 provided in the support member 22 to generate driving force, a transmitting member 3 extending in the car width direction so as to be moved in the vertical direction by the driving force from the actuator 2, arms 4 turnably coupled to both ends of the transmitting member 3, and a turning member 5 turnably supporting the wheel 30 and coupled to the arm 4 so as to change a camber angle of the wheel 30 by turning relative to the base member 20 with a turn of the arms 4. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

  Conventionally, as shown in FIG. 9, a ball joint 533 that supports an axle 532 that supports a wheel at one point with respect to the vehicle body in order to be able to control the camber and tow individually for each wheel by an actuator, First and second actuators that support two points in the longitudinal direction of the vehicle that are above or below the support point of the ball joint 533 in the axle 532 and that individually displace these two support points in the vehicle width direction. 534, 535 and the two support points are relatively displaced in the vehicle width direction to change the wheel toe and / or the two support points are displaced in the same direction in the vehicle width direction. And a control means for controlling the first and second actuators 534 and 535 so as to change the camber of the wheel (Patent Document 1).

JP 2004-122932 A

  However, in the invention described in Patent Document 1, since the actuator is installed on the spring, when the camber angle is changed, it is necessary to require the actuator to perform an operation considering the relative movement between the vehicle body and the wheel. There was a heavy burden on the actuator.

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

  To this end, the present invention provides a camber angle adjusting mechanism for changing a camber angle of a wheel with respect to a vehicle body, a support member coupled to the vehicle body, a base member provided on the support member, and a support member. An actuator that is generated, a transmission member that extends in the vehicle width direction and moves up and down by the driving force of the actuator, an arm that is rotatably connected to both ends of the transmission member, and the wheel that rotatably supports the wheel. And a pivot member that is connected to the arm and pivots relative to the base member by pivoting the arm to change a camber angle of the wheel.

  The actuator has an actuator arm that expands and contracts in the vertical direction, and connects the actuator arm and the transmission member.

  The actuator includes an actuator arm that rotates about an axis parallel to a camber shaft that is a rotation axis of the rotation member, and the transmission member has a vehicle body width in which the actuator arm is inserted and slides. It has a long hole extending in the direction.

  According to the first aspect of the present invention, in the camber angle adjusting mechanism for changing the camber angle of the wheel with respect to the vehicle body, the support member connected to the vehicle body, the base member provided on the support member, and the support member are provided. , An actuator that generates a driving force, a transmission member that extends in the vehicle width direction and moves up and down by the driving force of the actuator, an arm that is rotatably connected to both ends of the transmission member, and the wheel that rotates And a pivot member that is connected to the arm and that changes the camber angle of the wheel by pivoting relative to the base member by pivoting the arm. The camber angle of the left and right wheels can be adjusted, the load on the actuator can be reduced with a simple structure, and the actuator can be made smaller and lighter. Can. Further, in the vicinity where the camber angle adjusting mechanism is installed, the base member is supported by a support member having high rigidity, so that it is possible to secure strength with light weight without using an extra member.

  According to a second aspect of the present invention, the actuator has an actuator arm that expands and contracts in the vertical direction, and connects the actuator arm and the transmission member. When converting to motion, it is possible to set a camber angle with high accuracy while minimizing loss of driving force transmission.

  According to a third aspect of the present invention, the actuator includes an actuator arm that rotates about an axis parallel to a camber shaft that is a rotation axis of the rotation member, and the transmission member includes Since the actuator arm is inserted and slides and has a long hole extending in the width direction of the vehicle body, the vertical space for installing the actuator can be reduced, and interference with the vehicle body can be reduced.

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

  FIG. 1 is a perspective view of the camber angle adjusting mechanism 1 according to the first embodiment as seen from the rear upper side, FIG. 2 is an enlarged view of the actuator side portion of the camber angle adjusting mechanism 1 according to the first embodiment, and FIG. 3 is the first embodiment. The enlarged view of the wheel side part of the camber angle adjustment mechanism 1 is shown.

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

  In FIG. 1, 1 is a camber angle adjusting mechanism, 2 is an actuator, 3 is a transmission member, 4 is an arm, 5 is a rotation member, 20 is a base member, 21 is a suspension, 22 is a torsion beam, and 30 is a wheel.

  The camber angle adjusting mechanism 1 of the first embodiment is an apparatus for changing the camber angle of the wheel 30 provided at a portion connecting a vehicle body (not shown) and the wheel 30. Here, the wheel 30 includes a tire, a wheel, a hub 31 and the like.

  The camber angle adjusting mechanism 1 includes a base member 20 connected to a vehicle body or a support member, an actuator 2 that generates a driving force, and a drive of the actuator 2 by a suspension 21 or a torsion beam 22 as a support member connected to the vehicle body. A rotating member that changes the camber angle of the wheel 30 by rotating relative to the base member 20 by the driving force of the actuator 2 transmitted from the transmitting member 3 and the arm 4 and the actuator 2 transmitted from the transmitting member 3 and the arm 4. And 5.

  As shown in FIG. 2, the actuator 2 is such that the main body 2a is supported by an actuator support portion 22b protruding from the main body 22a of the torsion beam 22, and the actuator arm 2b is moved linearly in the vertical direction of the vehicle body.

  The transmission member 3 includes a main body 3 a, an actuator connection portion 3 b that inserts and connects the actuator arm 2 b of the actuator 2, and a transmission arm connection portion 34 that is connected to the arm 4. In the present embodiment, the actuator connecting portion 3b is provided at substantially the center, and the transmission arm connecting portions 34 are provided at both ends, so that the camber angles of both wheels can be adjusted simultaneously by one actuator 2. Further, in the present embodiment, as shown in FIG. 2, the actuator connecting portion 3b is configured to rotate with respect to the main body 3a about the vehicle body width direction by a pin 3c or the like, and can correct a slight positional deviation. It has a structure.

  As shown in FIG. 3, in this embodiment, the base member 20 is fixed to a torsion beam 22 that swings with respect to the vehicle body, and the rotating member 5 rotates using a rotating portion 20 a such as a pin as a camber shaft C. It is something to support.

  The arm 4 is rotatably connected to the transmission member 3 at one transmission arm connecting portion 34, and is rotatably connected to the rotating member 5 at the other rotating arm connecting portion 45.

  The rotating member 5 rotatably supports the wheel 30 via a hub or the like, and rotates with respect to the base member 20 about the camber shaft C. The rotating member 5 is connected to the arm 4 connected to the transmission member 3. The rotating arm connecting portion 45 is rotatably connected. In the present embodiment, the lower end is connected to the base member 20 so as to rotate around the camber shaft C, and the upper end is connected to the arm 4 by a pin or the like. The rotating member 5 preferably supports a hub 31 as a wheel support member that rotatably supports the wheel 30, a brake as a braking member that brakes the wheel 30, and the like.

  FIG. 4 shows an operation schematic diagram when the camber angle is changed. 4A shows a state where the actuator 2 is not operated, FIG. 4B shows a state where the actuator 2 is operated to be a negative camber, and FIG. 4C shows that the actuator 2 is operated. It shows the state of positive camber.

  As shown in FIG. 4A, in the state where the actuator 2 is not operated, the alignment initial setting state is set. In this embodiment, for example, the camber angle is set to 0 °.

  Further, as shown in FIG. 4B, when the actuator arm 2b is moved downward, the transmission member 3 is pushed downward. The arm 4 is pulled by the transmission member 3 and tries to pull the rotating member 3 downward. However, since the rotation member 5 is supported by the base member 20, the arm 4 rotates inward in the vehicle body width direction around the transmission arm connecting portion 34. Then, while rotating relative to the arm 4 around the turning arm connecting portion 45, the turning member 5 is pulled by the arm 4 and turns inside the vehicle body width direction around the camber shaft C. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the operation of the actuator 2 continues from this state, as shown in FIG. 5A, the negative stopper portion 20b provided on the base member 20 comes into contact with the rotating member 5, and the movement of the rotating member 5, that is, the camber angle. Is regulated.

  Further, as shown in FIG. 4C, when the actuator arm 2b is moved upward, the transmission member 3 is lifted upward. The arm 4 is pushed by the transmission member 3 to lift the rotating member 3 upward. However, since the rotation member 5 is supported by the base member 20, the arm 4 rotates about the transmission arm connecting portion 34 outward in the vehicle body width direction. The rotating member 5 is pushed by the arm 4 while rotating relative to the arm 4 about the rotating arm connecting portion 45 and rotates outward in the vehicle body width direction about the camber shaft C. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 2 continues from this state, as shown in FIG. 5B, the positive stopper portion 4a provided on the arm 4 comes into contact with the rotation member 5, and the movement of the rotation member 5, that is, the camber angle. Is regulated.

  Next, a second embodiment of the present invention will be described.

  FIG. 6 is a perspective view of the camber angle adjusting mechanism 1 according to the second embodiment as viewed from the rear upper side, FIG. 7 is an enlarged view of the actuator portion of the camber angle adjusting mechanism 1 according to the second embodiment, and FIG. The enlarged view of the wheel part of the camber angle adjustment mechanism 1 is shown.

  In FIG. 6, 1 is a camber angle adjusting mechanism, 2 is an actuator, 3 is a transmission member, 4 is an arm, 5 is a rotating member, 20 is a base member, 21 is a suspension, 22 is a torsion beam, and 30 is a wheel.

  The camber angle adjusting mechanism 1 according to the second embodiment applies a rotary type as the actuator 2.

  The camber angle adjusting mechanism 1 includes a base member 20 connected to a vehicle body or a support member, an actuator 2 that generates a driving force, and a drive of the actuator 2 by a suspension 21 or a torsion beam 22 as a support member connected to the vehicle body. The transmission member 3 and the arm 4 that transmit force, and the rotation member 5 that rotates about the camber axis C with respect to the base member 20 by the driving force of the actuator 2 transmitted from the transmission member 3 and the arm 4. .

  As shown in FIG. 7, the actuator 2 is such that the main body 2 a is supported by an actuator support portion 22 b protruding from the main body 22 a of the torsion beam 22, and the actuator arm 2 b is rotated around an axis in the longitudinal direction of the vehicle body.

  The transmission member 3 includes a main body 3 a, an actuator connection portion 3 d connected to the actuator arm 2 b of the actuator 2, and a transmission arm connection portion 34 connected to the arm 4. In the second embodiment, the actuator connecting portion 3d is provided substantially at the center and the transmission arm connecting portions 34 are provided at both ends, and the camber angles of both wheels can be adjusted simultaneously by one actuator 2. As shown in FIG. 7, the actuator connecting portion 3d has a long hole 3e extending in the vehicle body width direction, and the tip end portion 2c of the actuator arm 2b slides in the long hole 3e.

  The base member 20, the arm 4 and the rotating member 5 have the same configuration as that of the first embodiment shown in FIG.

  FIG. 8 shows a schematic operation diagram when the camber angle is changed. FIG. 8A shows a state where the actuator 2 is not operated, FIG. 8B shows a state where the actuator 2 is operated to be a negative camber, and FIG. 8C shows that the actuator 2 is operated. It shows the state of positive camber.

  As shown in FIG. 8A, in a state where the actuator 2 is not operated, an alignment initial setting state is set. In the present embodiment, for example, a camber angle is set to 0 °.

  Further, as shown in FIG. 8B, when the actuator 2 is operated and the actuator arm 2b is rotated counterclockwise toward the paper surface, the actuator arm 2b slides in the long hole 3e and is transmitted. The member 3 is pushed downward. The arm 4 is pulled by the transmission member 3 and tries to pull the rotating member 3 downward. However, since the rotation member 5 is supported by the base member 20, the arm 4 rotates inward in the vehicle body width direction around the transmission arm connecting portion 34. Then, while rotating relative to the arm 4 around the turning arm connecting portion 45, the turning member 5 is pulled by the arm 4 and turns inside the vehicle body width direction around the camber shaft C. Along with this, the camber angle of the wheel 30 is changed to become a negative camber.

  When the operation of the actuator 2 continues from this state, as shown in FIG. 5A, the negative stopper portion 20b provided on the base member 20 comes into contact with the rotating member 5, and the movement of the rotating member 5, that is, the camber angle. Is regulated.

  Further, as shown in FIG. 8C, when the actuator 2 is operated and the actuator arm 2b is rotated clockwise toward the paper surface, the actuator arm 2b slides in the long hole 3e and the transmission member. 3 is lifted upwards. The arm 4 is pushed by the transmission member 3 to lift the rotating member 3 upward. However, since the rotation member 5 is supported by the base member 20, the arm 4 rotates about the transmission arm connecting portion 34 outward in the vehicle body width direction. The rotating member 5 is pushed by the arm 4 while rotating relative to the arm 4 about the rotating arm connecting portion 45 and rotates outward in the vehicle body width direction about the camber shaft C. Along with this, the camber angle of the wheel 30 is changed to become a positive camber.

  When the rotation of the actuator 2 continues from this state, as shown in FIG. 5B, the positive stopper portion 4a provided on the arm 4 comes into contact with the rotation member 5, and the movement of the rotation member 5, that is, the camber angle. Is regulated.

  Thus, in the camber angle adjusting mechanism 1 that changes the camber angle of the wheel 30 with respect to the vehicle body, the support members 21 and 22 connected to the vehicle body, the base member 20 provided on the support members 21 and 22, the support member 21, 22, an actuator 2 that generates a driving force, a transmission member 3 that extends in the vehicle width direction and moves up and down by the driving force of the actuator 2, and an arm that is coupled to rotate at both ends of the transmission member 3. 4 and a rotating member 5 that supports the wheel 30 in a rotatable manner, is connected to the arm 4, and changes the camber angle of the wheel 30 by rotating with respect to the base member 20 by the rotation of the arm 4. As a result, the camber angle of the left and right wheels 30 can be adjusted with one actuator 2, and the load on the actuator 2 can be reduced with a simple structure. The over two other can be made small and lightweight. Further, in the vicinity where the camber angle adjusting mechanism 1 is installed, since the base member 20 is supported by the support members 21 and 22 having high rigidity, it is possible to secure light weight and strength without using an extra member. .

  The actuator 2 has an actuator arm 2b that expands and contracts in the vertical direction, and connects the actuator arm 2b and the transmission member 3. Therefore, when the driving force of the actuator 2 is converted into the rotation of the rotation member 5, The camber angle can be set with high accuracy while reducing the loss of driving force transmission.

  The actuator 2 has an actuator arm 2b that rotates about an axis parallel to the camber axis C that is the rotation axis of the rotation member 5, and the transmission member 3 slides with the actuator arm 2b inserted therein. Since the long hole 3e extending in the vehicle body width direction is provided, the vertical space for installing the actuator 2 can be reduced, and the interference with the vehicle body can be reduced.

It is a perspective view which shows 1st Embodiment. It is an enlarged view of the actuator side part of the camber angle adjustment mechanism of 1st Embodiment. It is an enlarged view of the wheel side part of the camber angle adjustment mechanism of 1st Embodiment. It is the operation | movement schematic when the camber angle of 1st Embodiment is changed. It is an enlarged view of the stopper part of 1st Embodiment. It is a perspective view which shows 2nd Embodiment. It is an enlarged view of the actuator side part of the camber angle adjustment mechanism of 2nd Embodiment. It is the action | operation schematic at the time of camber change of 2nd Embodiment. It is a figure which shows the prior art.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Camber angle adjustment mechanism, 2 ... Actuator, 2a ... Main body, 2b ... Arm, 3 ... Transmission member, 3a ... Main body, 3b ... Actuator connection part, 3c ... Pin, 34 ... Transmission arm connection part, 4 ... Arm, 4a DESCRIPTION OF SYMBOLS ... Positive stopper part, 45 ... Turning arm connection part, 5 ... Turning member, 20 ... Base member, 20a ... Turning part, 20b ... Negative stopper part, 21 ... Suspension (support member), 22 ... Torsion beam (support member) ), 22a ... main body, 22b ... actuator support, 30 ... wheel, 31 ... hub (wheel support member), C ... camber shaft

Claims (3)

In the camber angle adjustment mechanism that changes the camber angle of the wheel relative to the vehicle body,
A support member coupled to the vehicle body;
A base member provided on the support member;
An actuator provided on the support member for generating a driving force;
A transmission member extending in the vehicle width direction and moving up and down by the driving force of the actuator;
Arms rotatably connected to both ends of the transmission member;
A rotating member that rotatably supports the wheel, is connected to the arm, and changes a camber angle of the wheel by rotating the arm with respect to the base member;
A camber angle adjustment mechanism characterized by comprising:   The camber angle adjusting mechanism according to claim 1, wherein the actuator has an actuator arm that expands and contracts in the vertical direction, and connects the actuator arm and the transmission member. The actuator has an actuator arm that rotates about an axis parallel to a camber axis that is a rotation axis of the rotation member,
The camber angle adjusting mechanism according to claim 1, wherein the transmission member has a long hole extending in a vehicle body width direction in which the actuator arm is inserted and slides.

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