JP5062436B2 - Camber angle variable mechanism - Google Patents

Description

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

  Conventionally, as shown in FIG. 16, in order to be able to control camber and toe individually for each wheel by an actuator, a ball joint 533 that supports an axle 532 that supports the wheel at one point with respect to the vehicle body, First and second actuators that support two points in the longitudinal direction of the vehicle that are above or below the support point of the ball joint 533 in the axle 532 and that individually displace these two support points in the vehicle width direction. 534, 535 and the two support points are relatively displaced in the vehicle width direction to change the wheel toe and / or the two support points are displaced in the same direction in the vehicle width direction. And a control means for controlling the first and second actuators 534 and 535 so as to change the camber of the wheel (Patent Document 1). .

JP 2004-122932 A

  However, in general, in a mechanism using an actuator, in order to maintain a predetermined camber angle, power is always required, which is inefficient and sometimes deteriorates fuel consumption. Further, when positioning the camber at a predetermined position, the operation speed for changing the camber differs depending on the load applied to the tire, and it is difficult to accurately control the camber angle positioning. Although it is possible to position the sensor by sensing the camber angle, the cost increases.

  An object of the present invention is to solve the above problems, and to provide a camber angle variable mechanism that has a simple structure, reduces a load on a motor, and is strong against an external force.

  Therefore, the camber angle variable mechanism of the present invention is a camber angle variable mechanism that changes a camber angle of a wheel with respect to a vehicle body, a base member connected to the vehicle body side, a motor that rotates forward and reverse, and generates rotational power. At least a crankshaft comprising a crankshaft and a crankpin that is eccentric with respect to the crankshaft, and a power transmission mechanism capable of transmitting the power of the motor, and a power transmission mechanism on the crankpin A transmission member connected by a first connection part and the wheel are rotatably supported, connected to the transmission member by a second connection part, and rotated with respect to the base member to thereby adjust a camber angle of the wheel. A movable member to be changed, and a regulating member that is positioned corresponding to a position at which forward rotation and reverse rotation of the motor are switched. .

  Further, the position where the forward rotation and the reverse rotation of the motor are switched is the first state in which the crankshaft, the first connecting portion, and the second connecting portion are arranged in a straight line from the vehicle body side, and the vehicle body side. The first connection portion, the crankshaft, and the second connection portion correspond to a second state in which the first connection portion, the crankshaft, and the second connection portion are arranged in a straight line.

  The power transmission mechanism includes a worm gear coupled to the output shaft of the motor, and a worm wheel meshing with the worm gear and coupled to the crankshaft.

  The restricting member is provided on the base member, and the worm wheel includes a first contact portion that contacts the restricting member in the first state and a first contact portion that contacts the restricting member in the second state. It has 2 contact parts.

  The restricting member is provided on an output shaft of the motor, and the base member contacts the restricting member in the first state and the first abutting portion that contacts the restricting member in the first state. It has the 2nd contact part which touches, It is characterized by the above-mentioned.

  Furthermore, the camber angle variable mechanism of the present invention is a camber angle variable mechanism that changes a camber angle of a wheel with respect to a vehicle body, a base member connected to the vehicle body side, a motor that rotates forward and reverse and generates rotational power, At least a crankshaft comprising a crankshaft and a crankpin that is eccentric with respect to the crankshaft, and a power transmission mechanism capable of transmitting the power of the motor, and a power transmission mechanism on the crankpin A transmission member connected by a first connection part and the wheel are rotatably supported, connected to the transmission member by a second connection part, and rotated with respect to the base member to thereby adjust a camber angle of the wheel. A movable member to be changed, and a regulating member for positioning the power transmission mechanism, the regulating member in order from the vehicle body side, the crankshaft, The first connecting portion and the second connecting portion are arranged in a straight line, and the first connecting portion, the crankshaft, and the second connecting portion are arranged in a straight line in order from the vehicle body side. The power transmission mechanism is positioned corresponding to the two states.

  According to the first aspect of the present invention, in the camber angle variable mechanism that changes the camber angle of the wheel with respect to the vehicle body, a base member connected to the vehicle body side, a motor that rotates forward and reverse and generates rotational power, A power transmission mechanism that has at least a crankshaft comprising a crankshaft and a crankpin that is eccentric with respect to the crankshaft, and that is capable of transmitting the power of the motor; A transmission member connected by one connection part and the wheel are rotatably supported, connected to the transmission member by a second connection part, and rotated relative to the base member to change the camber angle of the wheel. And a regulating member that is positioned corresponding to the position at which the forward rotation and the reverse rotation of the motor are respectively switched. Less, it is possible to position the camber positions on low cost lightweight.

  According to the invention described in claim 2, the crankshaft, the first connecting portion, and the second connecting portion are arranged in a straight line from the vehicle body side in order of the position where the forward rotation and the reverse rotation of the motor are switched. Corresponding to the first state in which the first connecting portion, the first connecting portion, the crankshaft, and the second connecting portion are arranged in a straight line in order from the vehicle body side, the motor shaft is affected by vibration. Therefore, the positioning accuracy can be further improved.

  According to a third aspect of the present invention, the power transmission mechanism includes a worm gear coupled to the output shaft of the motor, and a worm wheel meshed with the worm gear and coupled to the crankshaft. In the first state and the second state, since the component of the external force with respect to the rotation direction of the first connecting portion is not generated, the locked state is the same as the locked state. The accuracy is further improved.

  According to a fourth aspect of the present invention, the restricting member is provided on the base member, and the worm wheel is configured to contact the restricting member in the first state and the second contact portion. In this state, the camber can be positioned with a simple structure since the second abutting portion that abuts against the regulating member is provided.

  According to a fifth aspect of the present invention, the restriction member is provided on an output shaft of the motor, and the base member includes a first contact portion that contacts the restriction member in the first state, and the base member. Since it has the 2nd contact part which contacts the regulation member in the 2nd state, accuracy can be improved by positioning before deceleration by a power transmission mechanism.

  Furthermore, the camber angle variable mechanism of the present invention is a camber angle variable mechanism that changes a camber angle of a wheel with respect to a vehicle body, a base member connected to the vehicle body side, a motor that rotates forward and reverse and generates rotational power, At least a crankshaft comprising a crankshaft and a crankpin that is eccentric with respect to the crankshaft, and a power transmission mechanism capable of transmitting the power of the motor, and a power transmission mechanism on the crankpin A transmission member connected by a first connection part and the wheel are rotatably supported, connected to the transmission member by a second connection part, and rotated with respect to the base member to thereby adjust a camber angle of the wheel. A movable member to be changed, and a regulating member for positioning the power transmission mechanism, the regulating member in order from the vehicle body side, the crankshaft, The first connecting portion and the second connecting portion are arranged in a straight line, and the first connecting portion, the crankshaft, and the second connecting portion are arranged in a straight line in order from the vehicle body side. Since the power transmission mechanism is positioned in accordance with the state of 2, the camber position can be positioned at a low cost with a simple structure and a small number of parts.

It is the perspective view which looked at the camber angle variable mechanism of 1st Embodiment from back upper direction. It is the figure which looked at the camber angle variable mechanism of 1st Embodiment from back. It is a perspective view of a motor and a power transmission mechanism. It is sectional drawing of a motor and a power transmission mechanism. It is a conceptual diagram of a motor and a power transmission mechanism. It is the operation | movement schematic seen from the vehicle body at the time of changing a camber angle | corner. It is a schematic diagram of the camber angle variable mechanism in a state where the camber angle is not changed. It is an enlarged view of the periphery of the worm wheel in a state where the camber angle is not changed. It is a schematic diagram of the camber angle variable mechanism in the middle of changing a camber angle. It is an enlarged view around the worm wheel in the middle of changing the camber angle. It is a schematic diagram of the camber angle variable mechanism in a state where the camber angle is changed. It is an enlarged view of the worm wheel periphery of the state which changed the camber angle. It is a figure which shows the relationship between the crank angle of a crankshaft, and a camber angle. It is a figure which shows other embodiment of a stopper. This is an example in which the camber angle varying mechanism 1 is provided on the rear wheel. It is a figure which shows the prior art.

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

  FIG. 1 is a perspective view of the camber angle varying mechanism 1 according to the first embodiment as seen from above and FIG. 2 is a diagram of the camber angle varying mechanism 1 according to the first embodiment as seen from the rear. However, in the figure, there are portions where a case, a knuckle, etc. are omitted in order to make the camber angle variable mechanism 1 easy to see.

  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).

  1 and 2, 1 is a camber angle variable mechanism, 2 is a motor, 3 is a power transmission mechanism, 4 is an arm as a transmission member, 5 is a movable plate as a movable member, 20 is a knuckle as a base member, 21 Is a strut, 22 is a lower arm, 30 is a wheel, and 40 is a drive shaft.

  The camber angle changing mechanism 1 of the first embodiment is a device for changing the camber angle of the wheel 30 provided at a portion connecting a vehicle body (not shown) and the wheel 30.

  The camber angle variable mechanism 1 includes a knuckle 20 connected to a support member such as a vehicle body or a strut 21 and a lower arm 22, a motor 2 that generates power, a worm wheel 3 and an arm 4 that transmit power of the motor 2, a worm The movable plate 5 is movable with respect to the knuckle 20 by the power of the motor 2 transmitted from the wheel 3 and the arm 4.

  The knuckle 20 is fixed to a strut 21 that swings with respect to the vehicle body, and is rotatably supported by a lower arm 22. Further, the knuckle 20 has a support portion that supports the motor 2 and the power transmission mechanism 3, and is connected to the movable plate 5 via a rubber bush or the like.

  The motor 2 is a DC motor and rotates forward and backward by a relay or the like. The motor body 2 a is supported on the vehicle body side such as a knuckle through a case 51 as a base member, and the output shaft 2 b is connected to the arm 4 through the power transmission mechanism 3.

  The arm 4 is connected to the power transmission mechanism 3 via the first connecting portion 34 on the one hand and is connected to the movable plate 5 via the second connecting portion 45 on the other hand, and transmits the power of the motor 2 to the movable plate 5. Is.

  The movable plate 5 rotatably supports the wheel 30 via the hub 31 and the like, and when the motor 2 is operated, power is transmitted by the worm wheel 3 and the arm 4 and rotates with respect to the knuckle 20.

  3 is a perspective view of the motor and the power transmission mechanism, FIG. 4 is a sectional view of the motor and the power transmission mechanism, and FIG. 5 is a conceptual diagram of the motor and the power transmission mechanism.

  The power transmission mechanism 3 transmits the power of the motor 2 to the arm 4. The power transmission mechanism 3 is connected to the output shaft 2b of the motor 2, and a small pulley 3a as a first pulley that rotates integrally, a belt 3b wound around the small pulley 3a, and a belt 3b wound around the other. The second pulley has a large pulley 3c, a worm gear tooth portion 3d1, is connected to the large pulley 3c, has a worm gear 3d that rotates integrally, and a worm wheel tooth portion 3e1 that meshes with the worm gear tooth portion 3d1, and the worm gear 3d Has a worm wheel 3e that rotates by rotating, and a crankshaft 3f that is connected to the worm wheel 3e and rotates integrally therewith. The crankshaft 3f is a crankshaft 3f2 having a crankshaft 3f1 coaxial with the rotation shaft 3e2 of the worm wheel 3e and a first connecting portion 34 that is eccentric to the crankshaft 3f1 and connected to one of the arms 4. And having.

  The small pulley 3a has a small pulley tooth portion 3a1, the belt 3b has a belt tooth portion 3b1, and the large pulley 3c has a large pulley tooth portion 3c1. The small pulley tooth portion 3a1 and the large pulley tooth portion 3c1 mesh with the belt tooth portion 3b1, respectively.

  Further, the worm wheel 3e is formed in a sector shape with a predetermined angle, and has a first worm wheel contact portion 3e3 and a second worm wheel contact portion 3e4 on the inner peripheral side of the worm wheel tooth portion 3e1 at the end thereof. The rotation of the worm wheel 3e is restricted by the first worm wheel contact portion 3e3 or the second worm wheel contact portion 3e4 contacting the stopper 52.

  The stopper 52 is provided so as to straddle the worm wheel 3e in the axial direction with the stopper support portion 52a supported by the case 51, and comes into contact with the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4. And a stopper contact portion 52b for restricting the rotation of the worm wheel 3e.

  The power of the motor 2 is transmitted to the first pulley 3a via the output shaft 2a. The power transmitted to the first pulley 3a is transmitted to the second pulley 3b via the belt 3b. The power transmitted to the second pulley 3b is transmitted to the worm gear 3c, from the worm gear 3c to the worm wheel 3e, and from the worm wheel 3e to the crankshaft 3f.

  The motor 2 is set in advance to stop rotating at the same time as when the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4 contact the stopper contact portion 52b and rotate in the opposite direction. Has been.

  FIG. 6 is an operation schematic diagram seen from the rear of the vehicle body when the camber angle is changed.

  As shown in FIG. 6, when the motor 2 is operated, the power transmission mechanism 3 is operated and one of the arms 4 is swung. Then, the movable member 4 pulled by the arm 4 and connected to the other of the arms 4 rotates with respect to the knuckle 20 (not shown) to give the wheel 30 a camber angle.

  FIG. 7 is a schematic diagram of the camber angle changing mechanism in a state where the camber angle is not changed, and FIG. 8 is an enlarged view of the periphery of the worm wheel in a state where the camber angle is not changed.

  As shown in FIG. 7, in the state where the camber angle is not changed, the crankshaft 3f1 of the crankshaft 3f, the first connecting portion 34 in which the crankpin 3f2 of the crankshaft 3f and the arm 4 are connected from the vehicle body side, The movable plate 5 and the second connecting portion 45 to which the arm 4 is connected are configured to be in a first state in which they are aligned on a straight line A.

  At this time, as shown in FIG. 8, the stopper contact portion 52b of the stopper 52 is in contact with the first worm wheel contact portion 3e3 of the worm wheel 3e. .

  FIG. 9 is a schematic diagram of the camber angle changing mechanism in the middle of changing the camber angle, and FIG. 10 is an enlarged view around the worm wheel in the middle of changing the camber angle.

  As shown in FIG. 9, in the state where the camber angle is being changed, from the vehicle body side, the crankshaft 3f1 of the crankshaft 3f, the first connecting portion 34 where the crankpin 3f2 of the crankshaft 3f and the arm 4 are connected, The second connecting portion 45 where the movable plate 5 and the arm 4 are connected is configured to be in a midway state that is not aligned.

  At this time, as shown in FIG. 10, the stopper contact portion 52b of the stopper 52 is not in contact with the first worm wheel contact portion 3e3 and the second worm wheel contact portion 3e4 of the worm wheel 3e.

  FIG. 11 is a schematic diagram of the camber angle changing mechanism with the camber angle changed, and FIG. 12 is an enlarged view of the periphery of the worm wheel with the camber angle changed.

  As shown in FIG. 11, in a state where the camber angle is changed, the first connecting portion 34 in which the crank pin 3f2 of the crankshaft 3f of the power transmission mechanism 3 and the arm 4 are connected from the vehicle body side, and the crankshaft 3f The crankshaft 3f1 and the second connecting portion 45 to which the movable plate 5 and the arm 4 are connected are configured to be in a second state in which they are aligned on a straight line B.

  At this time, as shown in FIG. 12, the stopper contact portion 52b of the stopper 52 contacts the second worm wheel contact portion 3e4 of the worm wheel 3e. .

FIG. 13 is a diagram showing the relationship between the crank angle of the crankshaft 3f and the camber angle.
When the camber angle varying mechanism 1 is in the first state and the second state, the tangent line in the first connecting portion 34 with respect to the trajectory of the first connecting portion 34 is perpendicular to the straight line A and the straight line B. If there is no power, a tangential force component that rotates the arm 4 is not generated, and the camber angle varying mechanism 1 is locked.

  FIG. 14 is a view showing another embodiment of the stopper. In the embodiment shown in FIG. 14, a stopper 152 as a regulating member is operated with respect to the shaft of the motor 2. The stopper 152 includes a ball screw 153 connected to the output shaft 2 b of the motor 2 and a nut 154 that is screwed into the ball screw 153. The ball screw 153 may be integrated with the motor 2.

  As shown in FIG. 14, when the ball screw 153 rotates due to the rotation of the output shaft 2 b of the motor 2, the nut 154 moves and contacts the first case contact portion 51 a of the case 51. When the motor 2 rotates in the reverse direction and the ball screw 153 rotates in the reverse direction, the nut 154 moves in the reverse direction indicated by the arrow and comes into contact with the second case contact portion 51b of the case 51 at the position of the dotted line. The motor 2 is set in advance to stop rotating at the same time as the nut 154 contacts the first case contact portion 51a and the second case contact portion 51b and rotate in the opposite direction. Therefore, accuracy can be improved by positioning before deceleration.

  The stopper is not limited to the worm wheel 3e and the output shaft 2b of the motor 2 shown in the embodiment, and may be provided at any portion between the output shaft 2b of the motor 2 and the movable plate 5. For example, it may be provided on the small pulley 3a, the belt 3b, the large pulley 3c, the worm gear 3d, the crankshaft 3f, the arm 4 or the movable plate 5.

  FIG. 15 is an example in which the camber angle varying mechanism 1 is provided on the rear wheel. In this case, the motor 2 and the power transmission mechanism 3 are supported by the trailing arm 25.

  In this embodiment, the camber angle is not changed in the first state, and the camber angle is changed in the second state. However, the camber angle is changed in the first state. In the second state, the camber angle may not be changed in the changed state.

  Thus, in the camber angle variable mechanism 1 that changes the camber angle of the wheel 30 with respect to the vehicle body, the base member 20 connected to the vehicle body side, the motor 2 that rotates forward and backward and generates rotational power, and the crankshaft 3f1. And at least a crankshaft 3f comprising a crankpin 3f2 that is eccentric with respect to the crankshaft 3f1, and a power transmission mechanism 3 that can transmit the power of the motor 2 to the power transmission mechanism 3 on the crankpin 3f2. The arm 4 connected by the first connecting portion 34 and the wheel 30 are rotatably supported, connected to the arm 4 by the second connecting portion 45, and rotated with respect to the base member 20, thereby the camber angle of the wheel 30. A movable plate 5 for changing the position of the motor 2 and stoppers 52 and 152 for positioning corresponding to positions where the forward rotation and the reverse rotation of the motor 2 are switched. Runode, number of parts reduced with a simple structure, it is possible to position the camber positions on low cost lightweight.

  Further, the position where the forward rotation and the reverse rotation of the motor 2 are switched is in order from the vehicle body side in the first state in which the crankshaft 3f1, the first connection portion 34, and the second connection portion 45 are arranged in a straight line, and in order from the vehicle body side. The first connecting portion 34, the crankshaft 3f1, and the second connecting portion 45 correspond to the second state in which the first connecting portion 34 and the second connecting portion 45 are arranged in a straight line. Therefore, the first connecting portion 34 is in the first state and the second state. Since the component of the external force with respect to the rotation direction is not generated, it becomes the same state as when it is locked, so that it becomes strong against the external force and the positioning accuracy is further improved.

  The power transmission mechanism 3 includes a worm gear 3d connected to the output shaft 2b of the motor 2 and a worm wheel 3e meshed with the worm gear 3d and connected to the crankshaft 3f1, so that the output shaft 2b of the motor 2 Can be directed in the width direction of the vehicle with less influence of vibration, and the positioning accuracy is further improved.

  The stopper 52 is provided on the case 51, and the worm wheel 3e includes a first worm wheel contact portion 3e3 that contacts the stopper 52 in the first state and a second worm wheel that contacts the stopper 52 in the second state. Since the contact portion 3e4 is provided, the camber can be positioned with a simple structure.

  The stopper 152 is provided on the output shaft 2b of the motor 2, and the case 51 has a first case contact portion 51a that contacts the stopper 152 in the first state and a second contact that contacts the stopper 52 in the second state. Since the case contact portion 51b is provided, the accuracy can be improved by positioning before the power transmission mechanism 3 decelerates.

  Further, in the camber angle variable mechanism 1 that changes the camber angle of the wheel 30 with respect to the vehicle body, the base member 20 connected to the vehicle body side, the motor 2 that rotates forward and backward and generates rotational power, the crankshaft 3f1, and the crank The power transmission mechanism 3 has at least a crankshaft 3f composed of a crankpin 3f2 that is eccentric with respect to the shaft 3f1, and is capable of transmitting the power of the motor 2, and the first power on the crankpin 3f2 to the power transmission mechanism 3 The arm 4 connected by the connecting portion 34 and the wheel 30 are rotatably supported, connected to the arm 4 by the second connecting portion 45, and rotated relative to the base member 20 to change the camber angle of the wheel 30. Movable plate 5 and stoppers 52 and 152 for positioning the power transmission mechanism 3. The stoppers 52 and 152 are arranged in order from the vehicle body side. The first connecting portion 34, the crankshaft 3f1, and the second connecting portion 45 are linearly arranged in order from the vehicle body side in the first state in which the crankshaft 3f1, the first connecting portion 34, and the second connecting portion 45 are arranged in a straight line. Since the power transmission mechanism 3 is positioned in correspondence with the second state arranged above, the camber position can be positioned with a simple structure, a small number of parts, light weight and low cost.

  DESCRIPTION OF SYMBOLS 1 ... Camber angle variable mechanism, 2 ... Motor, 3 ... Power transmission mechanism, 3d ... Worm gear, 3e ... Worm wheel, 3f ... Crankshaft, 34 ... 1st connection part, 4 ... Arm (transmission member), 45 ... 2nd Connecting part, 5 ... movable plate (movable member), 20 ... base member, 21 ... strut (support member), 22 ... lower arm, 30 ... wheel, 31 ... hub (wheel support member), 51 ... case (base member), 52, 152 ... stopper (regulating member)

Claims (6)

In the camber angle variable mechanism that changes the camber angle of the wheel with respect to the vehicle body,
A base member coupled to the vehicle body side;
A motor that rotates forward and backward and generates rotational power;
A power transmission mechanism having at least a crankshaft comprising a crankshaft and a crankpin located at an eccentric position with respect to the crankshaft, and capable of transmitting the power of the motor;
A transmission member coupled to the power transmission mechanism at a first coupling portion on the crank pin;
A movable member that rotatably supports the wheel, is connected to the transmission member by a second connecting portion, and changes a camber angle of the wheel by rotating with respect to the base member;
A regulating member that is positioned corresponding to a position at which forward rotation and reverse rotation of the motor are switched,
A camber angle variable mechanism comprising: The position where the forward rotation and reverse rotation of the motor are switched is
In order from the vehicle body side, the crankshaft, the first connection portion, and the second connection portion are arranged in a straight line in a first state;
A second state in which the first connecting portion, the crankshaft, and the second connecting portion are arranged in a straight line in order from the vehicle body side;
The camber angle varying mechanism according to claim 1, wherein The power transmission mechanism is
A worm gear coupled to the output shaft of the motor;
A worm wheel meshing with the worm gear and connected to the crankshaft;
The camber angle varying mechanism according to claim 2, wherein: The restriction member is provided on the base member,
The said worm wheel has a 1st contact part which contact | abuts to the said limitation member in the said 1st state, and a 2nd contact part which contact | abuts to the said regulation member in the said 2nd state. The camber angle variable mechanism described in 1. The regulating member is provided on the output shaft of the motor,
The said base member has the 1st contact part which contact | abuts to the said limitation member in the said 1st state, and the 2nd contact part which contact | abuts to the said regulation member in the said 2nd state. Alternatively, the camber angle varying mechanism according to claim 3. In the camber angle variable mechanism that changes the camber angle of the wheel with respect to the vehicle body,
A base member coupled to the vehicle body side;
A motor that rotates forward and backward and generates rotational power;
A power transmission mechanism having at least a crankshaft comprising a crankshaft and a crankpin located at an eccentric position with respect to the crankshaft, and capable of transmitting the power of the motor;
A transmission member coupled to the power transmission mechanism at a first coupling portion on the crank pin;
A movable member that rotatably supports the wheel, is connected to the transmission member by a second connecting portion, and changes a camber angle of the wheel by rotating with respect to the base member;
A regulating member for positioning the power transmission mechanism;
With
The regulating member is
In order from the vehicle body side, the crankshaft, the first connection portion, and the second connection portion are arranged in a straight line in a first state;
A second state in which the first connecting portion, the crankshaft, and the second connecting portion are arranged in a straight line in order from the vehicle body side;
A camber angle variable mechanism that positions the power transmission mechanism in response to

Images