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WO2018235893A1 - Ensemble moyeu équipé d'une fonction de rotation supplémentaire et véhicule - Google Patents

Ensemble moyeu équipé d'une fonction de rotation supplémentaire et véhicule Download PDF

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Publication number
WO2018235893A1
WO2018235893A1 PCT/JP2018/023591 JP2018023591W WO2018235893A1 WO 2018235893 A1 WO2018235893 A1 WO 2018235893A1 JP 2018023591 W JP2018023591 W JP 2018023591W WO 2018235893 A1 WO2018235893 A1 WO 2018235893A1
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WO
WIPO (PCT)
Prior art keywords
steering
auxiliary
hub unit
auxiliary steering
hub
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/023591
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English (en)
Japanese (ja)
Inventor
大場　浩量
佑介 大畑
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of WO2018235893A1 publication Critical patent/WO2018235893A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/08—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in a single plane transverse to the longitudinal centre line of the vehicle

Definitions

  • the present invention relates to a hub unit with an auxiliary steering function and a vehicle having a function of performing auxiliary steering independently on left and right wheels in addition to steering by a steering device.
  • the steering wheel and the steering device are mechanically connected, and both ends of the steering device are connected to the left and right wheels by tie rods. Therefore, the turning angle of the left and right wheels due to the movement of the steering wheel is determined by the initial setting.
  • "Ackerman geometry" is known.
  • Patent Documents 1 and 2 have been proposed as to a mechanism in which the steering geometry is variable according to the traveling situation.
  • the steering geometry is changed by relatively changing the knuckle arm and the joint position.
  • patent document 2 it is possible to incline both a toe angle and a camber angle to arbitrary angles using two motors.
  • patent document 3 it is proposed by patent document 3.
  • Ackermann geometry is such that when turning at low speed where the centrifugal force acting on the vehicle can be ignored, the steering angles of the left and right wheels so that the wheels turn around a common point in order to turn the wheels smoothly The difference is set.
  • it is desirable for the wheel to generate a cornering force in a direction that balances the centrifugal force it is preferable to use a parallel geometry rather than an Ackerman geometry in turning in a high speed region where the centrifugal force can not be ignored.
  • Patent Document 1 the steering geometry is changed by relatively changing the position of the knuckle arm and the joint.
  • the change in tire angle due to the change at this position is small, and in order to obtain a large effect, it is necessary to make a large change, that is, a large movement.
  • Providing a motor actuator that obtains such a large force to change the vehicle geometry in such a part is very difficult due to space constraints.
  • Patent Document 2 since two motors are used, the cost increase by the increase in the number of motors will arise, and control will become complicated.
  • Patent Document 3 can be applied only to a four-wheel independent steering vehicle. Further, since the hub bearing is supported in a cantilever manner with respect to the steered shaft, the rigidity may be reduced, and the steering geometry may be changed due to the occurrence of the excessive turning G. If a reduction gear is provided on the steered shaft, a large power is required, but if the motor is enlarged, it becomes difficult to arrange the whole on the inner peripheral portion of the wheel. If a reduction gear having a large reduction ratio is provided, the response is degraded.
  • the mechanism provided with the conventional auxiliary steering function is intended to arbitrarily change the toe angle and the camber angle of the tire in the vehicle, and thus has a complicated configuration.
  • the object of the present invention is to add steering to the steering wheel by the driver to perform auxiliary steering of the wheels according to the traveling situation, to improve the motion performance of the vehicle, and to improve the traveling stability. It is an object of the present invention to provide a hub unit and a vehicle with an auxiliary turning function, which can improve the fuel consumption and can be simple and robust.
  • the hub unit with auxiliary steering function is a hub unit connected via a knuckle of a suspension system to a steering device that changes a steering angle of a wheel by a driver's steering wheel operation,
  • a hub unit body having a hub bearing for mounting the wheel, a unit support member connected to the knuckle or configured as a part of the knuckle, and an auxiliary steering actuator;
  • the hub unit main body is supported by the unit support member at two upper and lower positions rotatably rotatably around an auxiliary turning axis extending in the vertical direction via the rotation allowing support parts, and the auxiliary turning actuator drives It is rotated about the auxiliary steering axis.
  • the steering device changes the direction of the hub bearing along with the hub unit body by the driver's steering wheel operation, and the main steering is performed, and added to the main steering and slightly around the auxiliary steering axis.
  • Auxiliary steering of various angles can be performed individually for each wheel.
  • the hub unit body can be freely rotated about the auxiliary turning axis by the auxiliary turning actuator.
  • the toe angle of the tire can be arbitrarily changed in accordance with the traveling condition of the vehicle.
  • the difference in steering angle between the left and right wheels can be changed according to the traveling speed.
  • the turning radius of the vehicle can be reduced and the small turning performance can be improved by appropriately changing the turning angles of the left and right steered wheels during turning.
  • the auxiliary steering axis may be in a direction different from the kingpin axis of the suspension system. If the hub unit body is steered with the king pin axis as an auxiliary steering wheel, the camber angle changes significantly and the travel resistance increases.
  • the auxiliary steering axis By setting the auxiliary steering axis separately from the kingpin axis, it is possible to suppress a change in the camper angle due to the auxiliary steering and to suppress an increase in traveling resistance.
  • the kingpin axis coincides with the auxiliary steered axis, the component parts are arranged on the vehicle body side of the hub unit body, so the overall size becomes large and heavy.
  • the auxiliary steering axis is in a direction different from the kingpin axis of the suspension device, the size of the entire device can be reduced and weight reduction can be achieved.
  • the auxiliary turning axis may be in the vertical direction.
  • the auxiliary steering axis is in the vertical direction, it is possible to better suppress the change in the camber angle due to the auxiliary steering, and to further suppress the increase in traveling resistance.
  • assistant steering axial center should just be the axial center extended to the up-down direction, and may incline somewhat. In the vertical direction, the arrangement space of the unit support member can be easily secured in the limited space of the tire house.
  • the hub unit main body has a stopper for regulating the angle of the auxiliary steering with respect to the knuckle, and the auxiliary steerable angle of the hub unit main body restricted by the stopper is It may be ⁇ 5 degrees or less.
  • the improvement of the motion performance of the vehicle by the auxiliary steering and the improvement of the traveling stability are sufficient at a slight angle, and it is sufficient that the auxiliary steerable angle is ⁇ 5 degrees or less.
  • the angle of the auxiliary steering is adjusted by the control of the auxiliary steering actuator, but if a stopper is provided, the linearity can be improved even when the hub unit with the auxiliary steering function breaks down due to a failure of the power supply system, etc. Is maintained, and it is prevented that a big influence arises also at the time of turning. Therefore, the vehicle can be moved to the evacuation site by steering operation.
  • the vehicle of the present invention is equipped with the hub unit with an auxiliary steering function of the present invention. Therefore, in addition to steering by the driver's steering wheel operation, it is possible to perform auxiliary steering of individual wheels according to the traveling situation. As a result, the motion performance of the vehicle is improved, the stability of traveling can be improved, and the fuel consumption can be improved, and the configuration of the hub unit with the auxiliary steering function becomes simple and robust.
  • the hub unit with auxiliary steering function 1 includes a hub unit main body 4 having a hub bearing 3 for supporting the wheels 2, a unit support member 5, and an auxiliary steering actuator 6.
  • the hub unit main body 4 is supported by the unit support member 5 at two upper and lower positions via the rotation allowing support parts 7 so as to be rotatable about the auxiliary turning axis A extending in the vertical direction.
  • the auxiliary steering axis A is an axis different from the rotational axis O of the wheel 2 and is also different from the kingpin axis K which performs the main steering.
  • the wheel 2 has a wheel 8 and a tire 9.
  • the hub unit 1 with an auxiliary steering function of this embodiment is installed on a knuckle 22 of a front wheel which is a steered wheel. Specifically, as shown in FIG. 15, the hub unit 1 with the auxiliary steering function is added to steering by the steering device 25 of the front wheel 2F of the vehicle 10, and steers the left and right wheels 2 individually by minute angles. It is a mechanism. The steering device 25 steers the wheels 2F, 2F in response to the operation of a steering wheel (not shown). However, the hub unit 1 with auxiliary steering function may be used as a mechanism for steering the rear wheel 2R as an aid to front wheel steering.
  • the unit support member 5 is attached to a knuckle 22 of a suspension device 21 installed on a vehicle body 10A (FIG. 15).
  • the unit support member 5 may be provided integrally with the knuckle 22, that is, as a part of the knuckle 22.
  • the suspension device 21 of this embodiment is a double wishbone type, and has an upper arm 23 and a lower arm 24 connected via a shock absorber (not shown).
  • a knuckle 22 is installed rotatably around a king pin axis K which is inclined between the upper arm 23 and the tip of the lower arm 24.
  • the suspension device 21 is not limited to this, and a known type such as an independent suspension type can be adopted.
  • the knuckle 22 has a steering device connecting portion 22 a that protrudes outward in the radial direction of the wheel 2.
  • the steering device connecting portion 22 a is rotatably connected to the tie rod 26 of the steering device 25.
  • the hub bearing 3 has an inner ring 12, an outer ring 11, and rolling elements 13 interposed between the inner and outer rings 12 and 11.
  • the rolling element 13 is, for example, a ball.
  • a member on the vehicle body side and the wheel 2 are connected by the hub bearing 3.
  • the outer ring 11 is a fixed ring and the inner ring 12 is a rotating ring, and the rolling elements 13 are double-row angular ball bearings.
  • the inner ring 12 is composed of two parts of a hub ring 12a and an inner ring 12b.
  • the hub wheel portion 12a has a hub flange 12aa and constitutes a raceway surface on the outboard side.
  • the inner ring portion 12 b constitutes an inboard side track surface.
  • the wheel 8 of the wheel 2 shown in FIG. 2 is bolted to the hub flange 12aa together with the brake rotor 14a.
  • the inner ring 12 rotates about the rotation axis O.
  • the brake rotor 14a and the brake caliper 14b constitute a brake 14.
  • the brake calipers 14b are attached to two upper and lower brake caliper attachment portions 36 which are integrally formed on the outer ring 11 (see FIG. 3) shown in FIGS.
  • the hub unit body 4 is a portion that rotates around the auxiliary steering axis A in the hub unit 1 with the auxiliary steering function, and includes the hub bearing 3 and the rotation side component 15 of the rotation allowing support component 7; And an auxiliary steering force receiver 18 (see FIGS. 2 and 4).
  • the rotation-supporting support part 7 in this embodiment is a spherical slide bearing, and has a rotary part 15 having a concave spherical seat 15 a and a stationary part 16.
  • spherical slide bearing is meant to include a spherical bush and a pivot bearing.
  • the stationary part 16 has a spherical portion 16a rotatably fitted to the concave spherical seat 15a in an arbitrary direction, and a shaft portion 16b having a spherical portion 16a at its tip.
  • the concave spherical seat 15a is covered with a bellows-like and flexible boot 17 covering the outer periphery of the shaft portion 16b.
  • a cylindrical mounting seat 19 is provided on the outer peripheral surface of the outer ring 11 of the hub bearing 3.
  • the mounting seat 19 protrudes radially outward from the outer peripheral surface of the outer ring 11.
  • the mounting seat portions 19 are provided at two upper and lower positions on the outer peripheral surface of the outer ring 11.
  • the rotating side parts 15 of the upper and lower rotation permitting support parts 7 are attached to the upper and lower mounting seats 19 in a fitted state.
  • the stationary side part 16 of the rotation allowing support part 7 is attached to the unit support member 5 so that the preload adjusting of the rotation allowing support part 7 is possible by the preload adjusting means 48.
  • the unit support member 5 has a support member main body 5a fixed to the knuckle 22, and a support member divided body 5b that can be positionally adjusted with respect to the support member main body 5a along the auxiliary turning axis A There is.
  • the support member divided body 5 b can be adjusted in position with respect to the support member main body 5 a by tightening the adjustment bolt 49.
  • the pressure adjusting means 48 is constituted by the support member main body 5 a, the support member divided body 5 b and the adjustment bolt 49.
  • the mounting seat 19 is integrally formed on the outer ring 11 of the hub bearing 3 as described above, and the rotation-side component 15 of the rotation-allowable support component 7 is directly attached to the outer ring 11.
  • a mounting part such as an axle box may be provided on the outer periphery of the rotation-side part 15 of the rotation-allowable support part 7 to the mounting part.
  • the direction of the auxiliary turning axis A of the hub unit main body 4 is different from the direction of the kingpin axis K, and is a vertical direction in this embodiment.
  • the auxiliary turning axis A is a point at which the intersection point PK of the extension line of the kingpin axis K and the road surface S and the intersection point PA of the extension line of the auxiliary turning axis A and the road surface S are tires. It is designed to be located on the ground plane 9a. Furthermore, when the intersection points PK and PA coincide, the slip of the tire is minimized. Therefore, it is preferable that the intersection positions PK and PA coincide with each other.
  • “tire contact surface” means a place where the tire 9 is in contact with the road surface S in a state where one driver (equivalent to 55 kg) gets on the driver's seat.
  • the auxiliary steering force receiving portion 18 shown in FIGS. 2 and 4 is a portion serving as an action point for applying the auxiliary steering force to the outer ring 11 of the hub bearing 3.
  • the auxiliary steering force receiving portion 18 is provided as an arm portion integrally projecting on a part of the outer periphery of the outer ring 11 of the hub bearing 3.
  • the auxiliary steering force receiving portion 18 is rotatably connected to the direct drive output portion 6 a of the auxiliary steering actuator 6 via a joint 57 as described later with reference to FIG. 13.
  • the hub unit main body 4 rotates around the auxiliary steered shaft center A by advancing and retracting the linear movement output unit 6 a of the auxiliary steering actuator 6. That is, the hub unit body 4 is steered in an auxiliary manner.
  • the auxiliary steering actuator 6 includes a motor 27 (FIG. 3), a reduction gear 28 of FIG. 2 for reducing the rotation of the motor 27, and forward and reverse rotational output of the reduction gear 28 as a reciprocation of the linear movement output portion 6a. And a linear motion mechanism 29 for converting it into a linear motion.
  • the motor 27 is, for example, a permanent magnet synchronous motor. However, the motor 27 is not limited to this, and may be a direct current motor or an induction motor.
  • the reduction gear 28 can use a winding type transmission mechanism or gear train such as a belt transmission mechanism.
  • a belt transmission mechanism is used as the reduction gear 28.
  • the linear movement mechanism 29 can use a slide screw, a feed screw mechanism such as a ball screw, or a rack and pinion mechanism.
  • a feed screw mechanism using a slide screw with a trapezoidal screw is used as the linear movement mechanism 29.
  • the auxiliary steering actuator 6 includes the reduction gear 28. However, the auxiliary steering actuator 6 does not include the reduction gear 28, and the driving force of the motor 27 is straight. It may be configured to be directly transmitted to the moving mechanism 29.
  • the auxiliary steering actuator 6 may not include the motor 27. In that case, the auxiliary steering actuator 6 may be, for example, an actuator driven by hydraulic pressure.
  • the angle ⁇ (FIGS. 6 and 7) of the auxiliary steering with respect to the knuckle 22 of the hub unit body 4 is restricted by the stopper 35.
  • FIG. 6 shows a state in which the main steering is straight and the auxiliary steering is performed inward.
  • FIG. 7 shows a state in which the main steering turns to the left and the auxiliary steering is performed inward.
  • the stopper 35 is provided, for example, on a surface of the unit support member 5 that faces the hub unit body 4 in the axial direction, for example, a surface that faces the end face of the outer ring 11 of the hub bearing 3.
  • the allowable range of the auxiliary steerable angle of the hub unit body 4 may be a slight angle.
  • the allowable range of the auxiliary steerable angle by the stopper 35 is, for example, ⁇ 5 degrees or less.
  • a mounting seat 19 (FIGS. 3 and 4) for attaching the rotation allowing support 7 to the outer ring 11 of the hub bearing 3, an auxiliary steering force receiver 18 (FIGS. 2 and 4), and a brake
  • the caliper mounting portion 36 is integrally formed.
  • the mounting seat portion 19, the auxiliary steering force receiving portion 18 and the brake caliper mounting portion 36 may be provided on the hub unit main body 4, and the outer ring 11 may be provided with mounting parts (not shown) ) May be provided on the mounting part.
  • the hub unit 1 with the auxiliary steering function has an auxiliary steering shaft with respect to the unit supporting member 5 in which the hub unit main body 4 having the hub bearing 3 and the brake caliper 14b (see FIG. 2) is provided in the knuckle 22 of FIG. It is rotatable around the heart A. That is, the hub unit body 4 can be rotated by applying a force to the arm-like auxiliary turning force receiving portion 18 (FIG. 2) which is the point of action.
  • the hub unit body 4 rotates.
  • This rotation is performed as an additional steering in addition to the steering by the driver's steering wheel operation, that is, in addition to the rotation of the knuckle 22 about the kingpin axis K (FIG. 1) by the steering device 25. Further, this auxiliary steering is performed as an independent steering of one wheel.
  • the toe angles between the left and right wheels 2 and 2 can be arbitrarily changed by making the auxiliary steering angles of the left and right wheels 2 and 2 different.
  • the tire angles of the left and right wheels can be independently and arbitrarily changed during traveling according to the traveling conditions of the vehicle 10, the exercise performance of the vehicle 10 is improved, and stable traveling is possible. . Further, by setting an appropriate tire angle, it is also possible to improve fuel consumption.
  • the hub unit 1 with the auxiliary steering function is used for the rear wheel 2R (FIG. 15) which is a non-steered wheel, it is possible to reduce the minimum turning radius at low speed traveling.
  • the hub unit 1 with the auxiliary steering function is rotatably supported around the auxiliary steering axis A at two upper and lower positions by the rotation allowing support parts 7 and 7, both ends are supported to ensure rigidity.
  • the configuration is simple.
  • auxiliary steering can be performed independently for the left and right wheels according to the traveling situation with a simple structure while securing the rigidity.
  • the toe angle of the wheel 2 can be arbitrarily changed, and the steering geometry can be changed. Therefore, the motion performance of the vehicle 10 is improved, and the stability of traveling and the improvement of fuel consumption become possible. .
  • the hub unit 1 with auxiliary steering function of this embodiment can control the left and right wheels 2 individually, it is possible to change the steering angle of the wheels 2, that is, the so-called turning angle according to the vehicle speed and the turning G.
  • Ackermann geometry set the difference in steering angle between left and right wheels so that each wheel turns around a common point
  • parallel geometry the turning angles of the left and right wheels are the same
  • the auxiliary steered shaft center A may be any shaft center extending in the vertical direction, and may be somewhat inclined, but in this embodiment is the vertical direction.
  • assistant steering can be suppressed more favorable, and the increase in traveling resistance can further be suppressed.
  • the auxiliary steering of the hub unit body 4 with the kingpin axis K largely changes the camber angle, and the traveling resistance increases.
  • the component parts are disposed on the vehicle body side of the hub unit main body 4, so that the overall size becomes large and heavy.
  • the auxiliary steering axis A is in a direction different from the kingpin axis K of the suspension device 21, the size of the entire device can be reduced, and weight reduction can be realized.
  • intersection point position PK between the extension of the kingpin axis K of the suspension device 21 and the road surface S and the intersection point PA between the extension of the auxiliary steered shaft center A and the road are both located in the tire contact surface 9a. , Both main steering and auxiliary steering can be performed stably and efficiently.
  • the intersection point position PK between the extension line of the kingpin axis K and the road surface S and the intersection point position PA between the extension line of the auxiliary steering axis A and the road surface S be disposed close to each other.
  • the two intersection points PA, PK coincide.
  • the angle of auxiliary steering a slight angle is sufficient from the viewpoint of improving the motion performance of the vehicle and improving the stability of traveling. Specifically, it is sufficient that the auxiliary steerable angle is ⁇ 5 degrees or less.
  • the angle of the auxiliary steering is adjusted by the control of the auxiliary steering actuator 6. However, since the angle of the auxiliary steering is regulated by the stopper 35, even when the hub unit 1 with the auxiliary steering function breaks down due to a failure of the power supply system, a large influence is prevented from occurring. Therefore, the vehicle can be moved to the evacuation site by steering operation.
  • the rotation-allowable support component 7 of this embodiment is a spherical plain bearing, it can rotate in any direction about its spherical center, and the central axis of the rotation-allowable support component 7 is inclined with respect to the auxiliary turning axis A. Even absorbed. Therefore, it can be fixed in a direction different from that of the auxiliary turning axis A, and the degree of freedom of the mounting position is increased, and machining becomes easy.
  • a spherical slide bearing it is possible to increase the rigidity by applying a preload between the fixed part 16 and the movable part 15 of the bearing by tightening at the time of mounting.
  • FIG. 8 to 12 show a second embodiment of the present invention.
  • a rotation allowing support component 7A consisting of a tapered roller bearing is used.
  • a trunnion shaft-like mounting shaft portion 19A is provided so as to protrude from the outer ring 11 of the hub bearing 3.
  • Two mounting shaft portions 19A are provided on the upper and lower sides of the outer ring 11, respectively.
  • the inner ring 15A of the rotation allowing support component 7A formed of a tapered roller bearing is fitted on the outer periphery of the trunnion shaft-like mounting shaft portion 19A.
  • the outer ring 16A of the rotation allowing support component 7A is fitted in a fitting hole 38 provided in the unit support member 5A.
  • a male screw is formed at the tip (upper end) of the mounting shaft 19A, and a nut 39 is screwed into the male screw.
  • the inner ring 15A is pressed in the axial direction (downward) of the mounting shaft portion 19A by the nut 39.
  • the pressing member 41 is fitted in the fitting hole 38 of the unit supporting member 5A, and the bolt 42 is screwed into the screw hole provided in the hollow portion of the mounting shaft 19A. There is.
  • the end face of the outer ring 16A is pressed by the bolt 42 through the pressing member 41.
  • the unit supporting member 5A has one main member 5Aa and divided bodies 5Ab provided for the respective rotation-allowable supporting parts 7A, 7A, and the main members 5Aa and the divided bodies 5Ab are coupled by bolts 44. There is.
  • the unit support member 5A is attached to the knuckle 22 with a bolt (not shown) at the divided body 5Ab.
  • a preloading means 48A is constituted by the main member 5Aa, the divided body 5Ab and the bolt 43.
  • the attachment structure of the upper and lower rotation supporting members 7A, 7A to the unit supporting member 5A may be the same.
  • the structure of fixing the upper rotation allowing support component 7A in FIG. 10 to the unit support member 5A and the hub bearing 3 to the outer ring 11 may be applied to the lower rotation allowing support component 7A.
  • the fixing structure of the lower rotation allowing support part 7A may be applied to the fixing of the upper rotation allowing support part 7A.
  • a preload can be applied to the rotation allowing support component 7A to enhance the rigidity.
  • the rotation allowing support component 7A may use an angular contact ball bearing or a four-point contact ball bearing instead of the tapered roller bearing.
  • preload can be applied as described above.
  • FIG. 13 shows an example of the auxiliary steering actuator 6.
  • the auxiliary steering actuator 6 may be applied to any of the first and second embodiments.
  • the driving force of the motor 27 is transmitted to the drive pulley 51 coupled to the motor shaft 27a, and is transmitted by the belt 53 to a driven pulley 52 disposed parallel to the motor shaft 27a.
  • the drive pulley 51, the driven pulley 52, and the belt 53 constitute a winding type reduction gear 28.
  • the linear movement mechanism 29 comprises a feed screw mechanism.
  • a nut 55 is provided on the inner periphery of the driven pulley 52 so as to rotate integrally.
  • the screw shaft 54 of the linear motion mechanism 29 is screwed into the nut 55.
  • the nut 55 and the screw shaft 54 have a screw groove and a screw thread which constitute a screw portion 58 of a slide screw, specifically, a trapezoidal screw having a self-locking function.
  • the rotation of the nut 55 which rotates integrally with the driven pulley 52, causes the screw shaft 54 to be rotationally locked by the detent 56, so that the screw shaft 54 linearly moves in the back and forth direction (axial direction).
  • the auxiliary steering force receiving portion 18 provided on the outer ring 11 of the hub bearing 3 is connected to the direct acting output portion 29 a at the tip of the screw shaft 54 via a joint 57.
  • the joint 57 is rotatably connected to the auxiliary steering force receiving portion 18 and the direct acting output portion 29 a by two pins 57 a.
  • the whole hub unit main body 4 including the hub bearing 3 can rotate around the auxiliary steered axis A with respect to the unit support member 5 (5A) by the back and forth movement of the screw shaft 54.
  • the driven pulley 52 and the nut 55 of the linear motion mechanism 29 are separately formed, the driven pulley 52 and the nut 55 may be integrally formed.
  • FIG. 14 shows another example of the auxiliary steering actuator 6.
  • the auxiliary steering actuator 6 of FIG. 14 may also be applied to any of the first and second embodiments.
  • the driving force of the motor 27 is transmitted to a drive gear 59 coupled to the motor shaft 27 a and is transmitted to a driven gear 60 meshing with the drive gear 59.
  • a gear train of the reduction gear 28 is configured by the drive gear 59 and the driven gear 60.
  • the linear movement mechanism 29 comprises a feed screw mechanism.
  • a nut 55A is provided at the center of the driven gear 60 so as to rotate integrally.
  • the screw shaft 54 of the linear movement mechanism 29 is screwed into the nut 55A.
  • the configuration of the linear movement mechanism 29 and the connection structure between the linear movement mechanism 29 and the hub unit main body 4 are the same as the example shown in FIG. That is, the nut 55A and the screw portion 58 of the screw shaft 54 are slide screws, and more specifically, are trapezoidal screws having a self-locking function.
  • the rotation of the nut 55 which rotates integrally with the driven pulley 52, prevents the screw shaft 54 from rotating by the detent 56, so that the screw shaft 54 linearly moves back and forth.
  • An auxiliary steering force receiving portion 18 provided on the outer ring 11 of the hub bearing 3 is connected to a direct acting output portion 29 a at the tip of the screw shaft 54 via a joint 57.
  • the joint 57 is rotatably connected to the auxiliary steering force receiving portion 18 and the direct acting output portion 29 a by two pins 57 a. For this reason, the whole hub unit main body 4 including the hub bearing 3 can be rotated around the auxiliary steered axis A with respect to the unit support member 5 by the back and forth movement of the screw shaft 54.
  • the driven gear 60 and the nut 55A of the linear movement mechanism 29 are integrally formed, the driven gear 60 and the nut 55 may be configured as separate members and connected to each other.
  • stopper 36 ... brake caliper attachment portion 48, 48A ... preloading means 51 ... drive Pulley 52 ... driven pulley 53 ... bolt 54 ... screw shaft 55 ... nut 56 ... detent portion 57 ... joint 57 Angle ... pin 58 ... Screw portion 59 ... drive gear 60 ... driven gear A ... auxiliary steering axis K ... kingpin axis O ... Rotation axis PK ... intersection PA ... intersection S ... road theta ... auxiliary steering

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne un ensemble moyeu équipé d'une fonction de rotation supplémentaire (1) qui est un ensemble moyeu qui est connecté, par l'intermédiaire d'une articulation (22) d'un dispositif de suspension (21), à un dispositif de direction (25) qui modifie un angle de rotation d'une roue (2) par l'actionnement par le conducteur d'un volant. Cet ensemble moyeu équipé d'une fonction de rotation supplémentaire (1) comprend : un corps d'ensemble moyeu (4) comprenant un palier de moyeu (3) ; et un élément de support d'ensemble (5) couplé à l'articulation (22). Le corps d'ensemble moyeu (4) est supporté de manière rotative autour d'un axe de rotation supplémentaire (A) par l'élément de support d'ensemble (5) par l'intermédiaire de composants de support permettant la rotation (7, 7) en correspondance de deux points supérieur et inférieur, et la rotation provoquant une rotation supplémentaire est effectuée par l'entraînement d'un actionneur de rotation supplémentaire (6).
PCT/JP2018/023591 2017-06-23 2018-06-21 Ensemble moyeu équipé d'une fonction de rotation supplémentaire et véhicule Ceased WO2018235893A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017122996A JP6982417B2 (ja) 2017-06-23 2017-06-23 補助転舵機能付ハブユニットおよび車両
JP2017-122996 2017-06-23

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CN111038587A (zh) * 2020-01-09 2020-04-21 湖南汽车工程职业学院 一种汽车转向失控时提高行驶安全性的液压制动装置
CN118306475A (zh) * 2024-05-08 2024-07-09 吉林大学 集成可控主销和主销转向的车轮角模块

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JP7518611B2 (ja) * 2019-11-27 2024-07-18 Ntn株式会社 操舵機能付ハブユニット

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US20020036385A1 (en) * 1998-08-12 2002-03-28 Gunther Mackle Wheel suspension for motor vehicles, in particular independent wheel suspension for passenger cars
JP2004122932A (ja) * 2002-10-02 2004-04-22 Nissan Motor Co Ltd 車両用懸架装置
JP2007203803A (ja) * 2006-01-31 2007-08-16 Equos Research Co Ltd 車両駆動装置
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CN111038587A (zh) * 2020-01-09 2020-04-21 湖南汽车工程职业学院 一种汽车转向失控时提高行驶安全性的液压制动装置
CN111038587B (zh) * 2020-01-09 2024-01-19 湖南汽车工程职业学院 一种汽车转向失控时提高行驶安全性的液压制动装置
CN118306475A (zh) * 2024-05-08 2024-07-09 吉林大学 集成可控主销和主销转向的车轮角模块

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