WO2019189102A1 - Hub unit having steering function and vehicle equipped with same - Google Patents

Hub unit having steering function and vehicle equipped with same Download PDF

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Publication number
WO2019189102A1
WO2019189102A1 PCT/JP2019/012727 JP2019012727W WO2019189102A1 WO 2019189102 A1 WO2019189102 A1 WO 2019189102A1 JP 2019012727 W JP2019012727 W JP 2019012727W WO 2019189102 A1 WO2019189102 A1 WO 2019189102A1
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WO
WIPO (PCT)
Prior art keywords
unit
support member
steering
hub
unit support
Prior art date
Application number
PCT/JP2019/012727
Other languages
French (fr)
Japanese (ja)
Inventor
佑介 大畑
聡 宇都宮
教雄 石原
大場　浩量
Original Assignee
Ntn株式会社
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株式会社 filed Critical Ntn株式会社
Publication of WO2019189102A1 publication Critical patent/WO2019189102A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/18—Arrangement of bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • 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
    • B62D7/18—Steering knuckles; King pins
    • 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
    • B62D7/20—Links, e.g. track rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a hub unit with a steering function having a function of performing left and right independent auxiliary steering in addition to steering by a steering device, and a vehicle including the same, and a steering shaft while ensuring rigidity of a knuckle or the like
  • the present invention relates to a technology for making a compact shape so as to fit in a tire wheel.
  • the vehicle geometry includes (1) “Parallel geometry” where the left and right wheels have the same turning angle, and (2) The turning inner wheel angle is turned larger than the turning outer wheel angle in order to make the turning center one place. Ackermann geometry is known.
  • the Ackermann geometry is the difference in rudder angle between the left and right wheels so that each wheel turns around a common point in order to smoothly turn the vehicle when turning at low speeds where the centrifugal force acting on the vehicle can be ignored. Is set. However, in high-speed turning where the centrifugal force cannot be ignored, it is desirable that the wheels generate a cornering force in a direction that balances with the centrifugal force. Therefore, the parallel geometry is preferable to the Ackermann geometry.
  • a general vehicle steering device is mechanically connected to a wheel, generally only a single fixed steering geometry can be taken, and an intermediate between the Ackermann geometry and the parallel geometry. Often set to static geometry. However, in this case, the difference in steering angle between the left and right wheels is insufficient in the low speed range, the steering angle of the outer wheel is excessive, and the steering angle of the inner wheel is excessive in the high speed range. If there is an unnecessary bias in the lateral force distribution of the inner and outer wheels in this way, it will cause a reduction in fuel consumption due to increased running resistance and premature tire wear, and the inner and outer wheels cannot be used efficiently. There is a problem that it is damaged.
  • Patent Document 1 has been proposed regarding a mechanism in which the steering geometry is variable depending on the driving situation.
  • Patent Document 1 two motors are used, and both the toe angle and the camber angle can be tilted to an arbitrary angle.
  • Patent Document 2 proposes a mechanism for four-wheel independent steering.
  • Patent Document 1 since two motors are used, not only the cost increases due to the increase in the number of motors, but also the control becomes complicated.
  • Patent Document 2 since the hub bearing is cantilevered with respect to the steered shaft, the rigidity is lowered, and the steering geometry may change due to the excessive traveling G.
  • a reduction gear is provided on the steered shaft, the size including the motor increases. When the size increases, it becomes difficult to arrange the entire wheel on the inner periphery. Moreover, when a reduction gear with a large reduction ratio is provided, the responsiveness decreases.
  • the conventional mechanism having an auxiliary steering function as described above is intended to arbitrarily change the toe angle or the camber angle of the wheel in the vehicle, and thus requires a plurality of motors and speed reduction mechanisms and has a complicated configuration. It has become. In addition, it is difficult to ensure rigidity, and it is necessary to increase the size and weight in order to ensure rigidity. Further, when the kingpin shaft and the turning shaft of the mechanism having an auxiliary steering function coincide with each other, since the component parts are arranged behind the hub unit (vehicle body side), the overall size increases and becomes heavy. .
  • the steered shaft and the steered shaft support bearing need to increase the rigidity and strength in order to support the load from the wheels, but if the size is increased to ensure the rigidity, the weight increases and the motion performance of the vehicle decreases. To do.
  • the steered shaft is placed outside the tire wheel, the distance from the center of the steered shaft to the center of the ground contact surface of the wheel becomes longer, more force is required to steer the wheel, and the actuator becomes larger, resulting in the entire hub unit. Will increase in weight.
  • An object of the present invention is to provide a hub unit with a steering function and a vehicle equipped with the hub unit that can make the entire hub unit a compact shape while ensuring the rigidity of a unit support member provided in a suspension frame part. It is.
  • a hub unit with a steering function includes a hub unit body having a hub bearing that supports a wheel and a steered shaft portion that protrudes up and down from the outer periphery of a fixed wheel of the hub bearing, and a suspension frame part of a suspension device And a unit support member that rotatably supports the hub unit body about the turning shaft center of the upper and lower steering shaft portions, and for steering the hub unit body to rotate around the turning shaft center.
  • An actuator, and the unit support member is provided integrally with or separately from the underbody frame component and supports the hub unit body in a state in which the hub unit main body can be assembled and detached while leaving a part of the steered shaft portion.
  • the rudder angle difference between the left and right wheels can be changed according to the running speed. For this reason, it becomes possible to improve the motion performance of the vehicle and to travel with high stability and reliability. Furthermore, by appropriately changing the steering angle of the left and right steering wheels, the turning radius of the vehicle in turning traveling can be reduced, and the small turning performance can be improved. Furthermore, even during straight running, by adjusting the amount of toe angle according to each scene, it is possible to make adjustments such as ensuring running stability at high speed without reducing fuel consumption at low speed.
  • the unit support member includes a unit support member main body that supports the hub unit main body in a state in which the hub unit main body can be assembled and detached, leaving a part of the steered shaft portion, and the unit support member main body coupled to the unit support member main body.
  • the turning shaft part extended in an up-down direction can be arrange
  • the steering actuator can be reduced in size, and the entire hub unit can be reduced in size and weight. Furthermore, by making the unit support member into a structure in which the unit support member main body and the unit support member combination are divided, the turning shaft part and the bearing supporting the turning shaft part can be enlarged, and the rigidity of the unit support member can be increased. Can be secured.
  • the upper and lower steered shafts may be supported by the unit support member via bearings, and the bearings may be located in the wheels of the wheels.
  • the distance from the center of the steered shaft part to the center of the ground contact surface of the wheel can be reliably shortened and the force for steering the wheel can be reduced as compared with the conventional structure in which the steered shaft part is arranged outside the tire wheel Can do. Therefore, the steering actuator can be reduced in size, and the entire hub unit can be reduced in size and weight. Thereby, the motion performance of the vehicle can be enhanced.
  • any one of the upper and lower turning shaft portions may be supported by the unit support member main body, and the other turning shaft portion may be supported by the unit support member combination.
  • the rigidity of the unit support member can be increased as compared with a structure in which the unit support member is divided by a plane including the turning axis.
  • the unit support member main body may be integrally provided with a support portion for supporting the upper turning shaft portion on the unit support member main body.
  • the load received when the tire rides on a step or the like directly acts on the unit support member main body, not a fastening part such as a bolt, via bearings that respectively support the upper and lower steered shaft portions. Therefore, the rigidity of the entire hub unit can be increased.
  • the unit support member main body is provided integrally with the underbody frame component, the rigidity of the unit support member can be further increased.
  • a steering system is a steering system including the hub unit with a steering function according to any one of the above configurations of the present invention, and a control device that controls a steering actuator of the hub unit with the steering function.
  • the apparatus includes an auxiliary steering control unit that outputs a current command signal corresponding to a given steering angle command signal, and a driving current that corresponds to the current command signal input from the auxiliary steering control unit to output the steering actuator And an actuator drive controller for controlling the drive of the actuator.
  • the auxiliary steering control unit outputs a current command signal corresponding to the given steering angle command signal.
  • the actuator drive control unit outputs a drive current corresponding to the current command signal input from the auxiliary steering control unit to drive-control the steering actuator. Therefore, it is possible to arbitrarily change the wheel angle in addition to steering by a driver's steering wheel operation or the like.
  • either or both of the front wheels and the rear wheels are supported by using the steering function-equipped hub unit having any one of the configurations of the present invention. Therefore, each effect mentioned above is acquired about the hub unit with a steering function of this invention.
  • the front wheels are generally steered wheels, but when the hub unit with a steering function of the present invention is applied to the steered wheels, it is effective for adjusting the toe angle during traveling.
  • the rear wheels are generally non-steered wheels, when applied to non-steered wheels, the minimum turning radius during low-speed traveling can be reduced by slightly steering the non-steered wheels.
  • FIG. 6 is a sectional view taken along line VI-VI in FIG. 4. It is a perspective view which shows the unit support member of the hub unit with the same steering function. It is a disassembled perspective view which divides
  • FIG. 3 is an exploded front view showing the unit support member divided into a unit support member main body and a unit support member combined body.
  • FIG. 3 is an exploded front view showing the unit support member divided into a unit support member main body and a unit support member combined body.
  • FIG. 3 is an exploded side view showing the unit support member divided into a unit support member main body and a unit support member combined body.
  • FIG. 6 is a schematic plan view of another example of a vehicle including any one of the steering function-equipped hub units.
  • FIG. 10 is a schematic plan view of still another example of a vehicle including any one of the steering function-equipped hub units.
  • the hub unit 1 with a steering function includes a hub unit body 2, a unit support member 3, a rotation allowable support component 4, and a steering actuator 5.
  • the unit support member 3 is provided integrally with a knuckle 6 that is a suspension frame part.
  • An actuator body 7 of the steering actuator 5 is provided on the inboard side of the unit support member 3, and a hub unit body 2 is provided on the outboard side of the unit support member 3.
  • the vehicle width direction outer side of the vehicle is referred to as an outboard side
  • the vehicle width direction center side of the vehicle is referred to as an inboard side.
  • the hub unit main body 2 and the actuator main body 7 are connected by a joint portion 8.
  • the joint portion 8 is provided with a boot (not shown) for waterproofing and dustproofing.
  • the hub unit main body 2 is supported by the unit support member 3 via the rotation allowable support parts 4 and 4 at two upper and lower positions so as to be rotatable around the turning axis A extending in the vertical direction.
  • the turning axis A is an axis different from the rotation axis O of the wheel 9, and is different from the kingpin axis that performs main steering.
  • the kingpin angle is set at 10 to 20 degrees for the purpose of improving the straight running stability of the vehicle traveling.
  • the hub unit 1 with a steering function of this embodiment is different from the kingpin angle. It has a (shaft) steering shaft.
  • the wheel 9 includes a wheel 9a and a tire 9b.
  • the hub unit 1 with a steering function is added to the steering wheel, specifically, steering by the steering device 11 of the front wheel 9F of the vehicle 10 as shown in FIG.
  • the knuckle 6 of the suspension device 12 is integrally provided.
  • the steering device 11 is attached to the vehicle body, and is operated by an operation of the driver's handle 11 a, an automatic driving device (not shown), a command of a driving support device, or the like, and the tie rod 14 that moves forward and backward. Is coupled to a steering coupling portion 6 d (described later) of the unit support member 3.
  • the steering device 11 is a rack and pinion type or the like, but any type of steering device may be used.
  • the strut suspension mechanism that directly fixes the shock absorber to the knuckle 6 is applied to the suspension device 12, a multi-link suspension mechanism or other suspension mechanisms may be applied.
  • the hub unit main body 2 includes a hub bearing 15 for supporting the wheel 9, an outer ring 16, and an arm portion 17 (FIG. 3) that is a steering force receiving portion described later.
  • the hub bearing 15 includes an inner ring 18, an outer ring 19, and rolling elements 20 such as balls interposed between the inner and outer rings 18, 19. 1).
  • the hub bearing 15 is an angular ball bearing in which the outer ring 19 is a fixed ring, the inner ring 18 is a rotating ring, and the rolling elements 20 are in a double row.
  • the inner ring 18 includes a hub ring portion 18a having a hub flange 18aa and constituting a race surface on the outboard side, and an inner ring portion 18b constituting a race surface on the inboard side.
  • the wheel 9a of the wheel 9 is bolted to the hub flange 18aa so as to overlap the brake rotor 21a.
  • the inner ring 18 rotates around the rotation axis O.
  • the outer ring 16 includes an annular portion 16 a fitted to the outer peripheral surface of the outer ring 19, and a trunnion shaft-like steered shaft provided so as to protrude vertically from the outer periphery of the annular portion 16 a. Parts 16b and 16b.
  • the respective turning shaft portions 16b which are upper and lower mounting shaft portions are provided coaxially with the turning shaft center A.
  • the brake 21 has a brake rotor 21a and a brake caliper 21b.
  • the brake caliper 21b is mounted on two upper and lower brake caliper mounting portions 22 (FIG. 4) formed integrally with the outer ring 19 so as to project into an arm shape.
  • each rotation-allowing support component 4 is composed of a rolling bearing.
  • a tapered roller bearing is applied as the rolling bearing.
  • the rotation allowable support component 4 includes an inner ring 4a fitted to the outer periphery of the steered shaft portion 16b, an outer ring 4b fitted to the unit support member 3, and a plurality of rolling elements 4c interposed between the inner and outer rings 4a and 4b. And have.
  • the upper and lower steered shaft portions 16 b and 16 b are supported by the unit support member 3 via the rotation permission support parts 4 and 4, respectively, and each rotation permission support part 4 is inside the wheel 9 a of the wheel 9.
  • each rotation permission support component 4 is arranged in the middle of the wheel 9a in the width direction of the wheel 9a.
  • the unit support member 3 includes a unit support member main body 3A on the inboard side and a unit support member combination 3B on the outboard side.
  • the unit support member 3 is represented by oblique lines.
  • the unit support member main body 3A is provided integrally with the knuckle 6 and supports the hub unit main body 2 in a state in which the hub unit main body 2 can be assembled and removed while leaving a part of each steered shaft portion 16b.
  • the part of each steered shaft portion 16b is a substantially half portion in the circumferential direction of each steered shaft portion 16b. Partial semi-concave spherical fitting hole forming portions 3Aa are respectively formed in the upper and lower portions of the outboard side end of the unit support member main body 3A.
  • the unit support member assembly 3B is detachably coupled to the outboard side end of the unit support member main body 3A by a plurality (four in this example) of bolts 33.
  • the unit support member combination 3B is coupled to the unit support member main body 3A to support the remaining portion of each steered shaft portion 16b, and the hub unit main body 2 extends from the unit support member 3. Prevents withdrawal.
  • a partial semi-concave spherical fitting hole forming portion 3Ba is formed on each of the upper and lower portions of the side surface of the inboard side of the unit support member assembly 3B.
  • the unit support member assembly 3B is coupled to the outboard side end of the unit support member main body 3A, and the fitting hole forming portions 3Aa and 3Ba are combined with each other for each of the upper and lower portions, so that fitting holes connected to the entire circumference are formed. It is formed.
  • the outer ring 4b of the rotation-permitting support component 4 is fitted in this fitting hole.
  • Each turning shaft portion 16b in the outer ring 16 is formed with a female screw portion extending in the radial direction, and is provided with a bolt 23 that is screwed into the female screw portion.
  • a disc-like pressing member 24 is interposed on the end surface of the inner ring 4a, and a preload is applied to each rotation-allowing support component 4 by applying a pressing force to the end surface of the inner ring 4a by a bolt 23 that is screwed into the female screw portion. Giving. Thereby, the rigidity of each rotation permission support component 4 can be improved. Even when the weight of the vehicle acts on the hub unit, the initial preload is set so as not to be released.
  • the rolling bearing of the rotation-allowing support component 4 is not limited to the tapered roller bearing, and an angular ball bearing can be used depending on use conditions such as a maximum load. Even in that case, a preload can be applied in the same manner as described above.
  • the steering actuator 5 includes an actuator body 7 that rotates the hub unit body 2 about the turning axis A (FIG. 1). As shown in FIG. 2, the actuator body 7 converts a motor 26, a speed reducer 27 that decelerates the rotation of the motor 26, and a forward / reverse rotation output of the speed reducer 27 into a reciprocating linear motion of the linear motion output unit 25a. And a linear motion mechanism 25.
  • the motor 26 is, for example, a permanent magnet type synchronous motor, but may be a DC motor or an induction motor.
  • the reducer 27 may be omitted.
  • the reduction gear 27 can use a wrapping transmission mechanism such as a belt transmission mechanism or a gear train, and a belt transmission mechanism is used in the example of FIG.
  • the reducer 27 includes a drive pulley 27a, a driven pulley 27b, and a belt 27c.
  • a drive pulley 27 a is coupled to the motor shaft of the motor 26, and a driven pulley 27 b is provided in the linear motion mechanism 25.
  • the driven pulley 27b is disposed in parallel to the motor shaft.
  • the driving force of the motor 26 is transmitted from the drive pulley 27a to the driven pulley 27b via the belt 27c.
  • the drive pulley 27a, the driven pulley 27b, and the belt 27c constitute a winding-type speed reducer 27.
  • a feed screw mechanism such as a slide screw or a ball screw, a rack and pinion mechanism, or the like can be used.
  • a feed screw mechanism using a trapezoidal screw slide screw is used. Since the linear motion mechanism 25 includes a feed screw mechanism that uses a sliding screw of the trapezoidal screw, the effect of preventing reverse input from the tire 9b can be enhanced.
  • the actuator body 7 including the motor 26, the speed reducer 27, and the linear motion mechanism 25 is assembled as a semi-assembly and is detachably attached to the case 6b with bolts or the like. A mechanism that directly transmits the driving force of the motor 26 to the linear motion mechanism 25 without using a reduction gear is also possible.
  • the case 6b is integrally formed with the unit support member main body 3A as a part of the unit support member 3.
  • the case 6 b is formed in a bottomed cylindrical shape, and is provided with a motor housing portion that supports the motor 26 and a linear motion mechanism housing portion that supports the linear motion mechanism 25.
  • a fitting hole for supporting the motor 26 at a predetermined position in the case is formed in the motor housing portion.
  • the linear motion mechanism accommodating portion is formed with a fitting hole for supporting the linear motion mechanism 25 at a predetermined position in the case, a through hole for allowing the linear motion output portion 25a to advance and retreat.
  • the unit support member main body 3A includes the case 6b and a shock absorber mounting portion 6c that is a mounting portion of the shock absorber.
  • the unit support member main body 3A further includes a steering device coupling portion 6d serving as a coupling portion of the steering device 11 (FIG. 2).
  • the shock absorber mounting portion 6c and the steering device coupling portion 6d are also integrally formed with the unit support member main body 3A.
  • a shock absorber mounting portion 6c is formed on the upper portion of the outer surface portion of the unit support member main body 3A so as to protrude.
  • a steering device coupling portion 6d is formed on the side surface portion of the outer surface portion of the unit support member main body 3A so as to protrude.
  • the unit support member 3 includes the unit support member main body 3A that supports the hub unit main body 2 in a state in which the hub unit main body 2 can be assembled and detached while leaving a part of the steered shaft portion 16b.
  • the steering shaft part 16b extended to an up-down direction is used as the wheel 9. It can be arranged in the wheel 9a. Thereby, the distance from the center of the turning shaft portion 16b to the center of the ground contact surface of the wheel 9 is shortened, and the force for steering the wheel 9 can be reduced.
  • the steering actuator 5 can be reduced in size, and the entire hub unit can be reduced in size and weight. Furthermore, by making the unit support member 3 into a structure in which the unit support member main body 3A and the unit support member combined body 3B are divided, the turning allowable support component 4 that supports the turning shaft portion 16b and the turning shaft portion 16b is large-sized. The rigidity of the unit support member 3 can be ensured. Since the turning shaft portion 16b and the rotation-allowing support part 4 that supports the turning shaft portion 16b can be easily assembled even if the size thereof is increased, the rigidity of the knuckle 6 can be ensured.
  • the steered shaft portions 16b and 16b are supported by the unit support member 3 via the rotation-allowing support parts 4 and 4, respectively, and each rotation-allowing support part 4 is located in the wheel 9a of the wheel 9, the steered shaft
  • the distance from the center of the turning shaft portion 16b to the center of the ground contact surface of the wheel 9 can be reliably shortened and the force for steering the wheel 9 can be reduced as compared with the conventional structure in which the portion is disposed outside the tire wheel. Therefore, the steering actuator 5 can be reduced in size, and the entire hub unit can be reduced in size and weight. Thereby, the motion performance of the vehicle can be enhanced.
  • a steering function-equipped hub unit 1 according to a second embodiment will be described with reference to FIGS.
  • the upper turning shaft portion 16b of the upper and lower turning shaft portions 16b, 16b is supported by the unit support member main body 3A, and the lower turning shaft is provided.
  • the part 16b is supported by the unit support member combined body 3B.
  • a support portion 3Ab that supports the upper turning shaft portion 16b is provided integrally with the unit support member main body 3A.
  • the support portion 3Ab is provided at the upper end of the unit support member main body 3A on the outboard side.
  • the support portion 3Ab is formed with a fitting hole 3Ac for fitting the outer ring outer peripheral surface of the upper rotation-allowing support component 4.
  • the unit support member assembly 3B includes a substantially cylindrical tubular member 3Bb and a flange portion 3Bc extending outward in the radial direction from the outer peripheral surface of the tubular member 3Bb.
  • a plurality of bolts 35 can be screwed to the coupled portion 3Ad via the flange portion 3Bc of the unit support member coupled body 3B.
  • the rotation-allowing support component 4 and the pressing member 24 are bolted 23 from the Z direction. Assemble by fastening. Also in the second embodiment, the upper and lower steered shaft portions 16b and 16b are supported by the unit support member 3 via the rotation allowable support components 4 and 4, respectively, and each rotation allowable support component 4 is the wheel 9a of the wheel 9. (FIG. 1).
  • the upper turning shaft portion 16b is supported by the unit support member main body 3A, and the lower turning shaft portion 16b is supported by the unit support member combined body 3B.
  • the rigidity of the unit support member 3 can be increased compared to the structure in which the unit support member is divided by a plane including the turning axis as in the first embodiment.
  • the unit support member main body 3A is integrally provided with the unit support member main body 3A with the support portion 3Ab for supporting the upper turning shaft portion 16b, the load received when the tire rides on a step or the like is It acts directly on the unit support member main body 3A rather than a fastening part such as a bolt via bearings that respectively support the upper and lower steered shaft portions 16b and 16b. Therefore, the rigidity of the entire hub unit can be increased. In particular, when the unit support member main body 3A is provided integrally with the knuckle 6 which is a suspension frame part, the rigidity of the unit support member 3 can be further increased.
  • the lower turning shaft portion 16b may be supported by the unit support member body 3A, and the upper turning shaft portion 16b may be supported by the unit support member combination 3B.
  • a support portion that supports the lower turning shaft portion is provided integrally with the unit support member body, and the upper unit support member assembly is detachably configured with respect to the unit support member body.
  • the unit support member 3 may be configured separately from the underbody frame part, and the unit support member 3 may be detachably provided on the underbody frame part.
  • the hub unit 1 with a steering function may be used for non-steered wheels.
  • the suspension frame part 6 ⁇ / b> R serving as the wheel bearing installation portion of the suspension device 12 ⁇ / b> R that supports the rear wheel 9 ⁇ / b> R may be set and used for rear wheel steering.
  • the hub unit 1 with a steering function may be used for the left and right front wheels 9F and 9F as steering wheels and the left and right rear wheels 9R and 9R as non-steering wheels, respectively.
  • the steering system includes the hub unit 1 with a steering function according to any of the embodiments, and a control device 29 that controls the steering actuator 5 of the hub unit 1 with the steering function.
  • the control device 29 includes an auxiliary steering control unit 30 and an actuator drive control unit 31.
  • the auxiliary steering control unit 30 outputs a current command signal f corresponding to the auxiliary steering angle command signal (steering angle command signal) e given from the host control unit 32.
  • the upper control unit 32 is an upper control unit of the auxiliary steering control unit 30, and an electric control unit (Vehicle Control Unit, abbreviated as VCU) for controlling the entire vehicle is applied as the upper control unit 32, for example.
  • VCU Electric Control Unit
  • the actuator drive control unit 31 drives and controls the steering actuator 5 by outputting a drive current g corresponding to the current command signal f input from the auxiliary steering control unit 30.
  • the actuator drive control unit 31 controls the power supplied to the coil of the motor 26.
  • the actuator drive control unit 31 configures, for example, a half bridge circuit using a switch element (not shown), and performs PWM control for determining a motor applied voltage based on the ON-OFF duty ratio of the switch element.
  • SYMBOLS 1 Steering function hub unit, 2 ... Hub unit main body, 3 ... Unit support member, 3A ... Unit support member main body, 3Ab ... Support part, 3B ... Unit support member coupling body, 4 ... Rotation permission support component (bearing), 5 ... Steering actuator, 6 ... Knuckle (suspension frame component), 6R ... Suspension frame component, 9 ... Wheel, 9a ... Wheel, 9F ... Front wheel, 9R ... Rear wheel, 12, 12R ... Suspension device, 15 ... Hub Bearings, 16b ... steering shafts, 19 ... outer wheels (fixed wheels), 29 ... control devices, 30 ... auxiliary steering control units, 31 ... actuator drive control units

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

Abstract

Provided is a hub unit having a steering function such that it is possible to make the entire hub unit compact while ensuring the rigidity of a unit support member disposed on a suspension frame component. Also provided is a vehicle equipped with the hub unit having a steering function. This hub unit (1) having a steering function comprises: a hub unit body (2) that has a hub bearing (15) and turning shafts projecting upward and downward; a unit support member (3) that supports the hub unit body (2) rotatably about the turning axis of the upper and lower turning shafts; and a steering actuator (5). The unit support member (3) is divided into: a unit support member body (3A) which, excluding a portion of the turning shafts, detachably supports the hub unit body (2); and a unit support member coupled body (3B) which is coupled to the unit support member body (3A) so as to support the remaining portion of the turning shafts and prevents the hub unit body (2) from detaching from the unit support member (3).

Description

操舵機能付ハブユニットおよびこれを備えた車両Hub unit with steering function and vehicle equipped with the same 関連出願Related applications
　この出願は、２０１８年３月２７日出願の特願２０１８－０５９１７３の優先権を主張するものであり、その全体を参照によりこの出願の一部をなすものとして引用する。 This application claims the priority of Japanese Patent Application No. 2018-059173 filed on Mar. 27, 2018, and is incorporated herein by reference in its entirety as a part of this application.
　この発明は、ステアリング装置による操舵に付加して補助的な操舵を左右独立で行う機能を備えた操舵機能付ハブユニットおよびこれを備えた車両に関し、ナックル等の剛性を確保しつつ、転舵軸をタイヤホイール内に収まるようにコンパクトな形状とした技術に関する。 The present invention relates to a hub unit with a steering function having a function of performing left and right independent auxiliary steering in addition to steering by a steering device, and a vehicle including the same, and a steering shaft while ensuring rigidity of a knuckle or the like The present invention relates to a technology for making a compact shape so as to fit in a tire wheel.
　一般的な自動車等の車両は、ハンドルとステアリング装置が機械的に接続され、また、ステアリング装置の両端はタイロッドによってそれぞれの左右輪につながっている。そのため、ハンドルの動きによる左右輪の切れ角度は初期の設定によって決まる。車両のジオメトリには、(1) 左右輪の切れ角度が同じである「パラレルジオメトリ」、(2) 旋回中心を１か所にするために旋回内輪車輪角度を旋回外輪車輪角度よりも大きく切る「アッカーマンジオメトリ」が知られている。 In general vehicles such as automobiles, 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 handle is determined by the initial setting. The vehicle geometry includes (1) “Parallel geometry” where the left and right wheels have the same turning angle, and (2) The turning inner wheel angle is turned larger than the turning outer wheel angle in order to make the turning center one place. Ackermann geometry is known.
　アッカーマンジオメトリは、車両に作用する遠心力を無視できるような低速域での旋回において、車両をスムーズに旋回させるために、各輪が共通の一点を中心として旋回するように左右輪の舵角差を設定している。しかし、遠心力を無視できない高速域の旋回においては、車輪は遠心力とつり合う方向にコーナリングフォースを発生させることが望ましいため、アッカーマンジオメトリよりもパラレルジオメトリとすることが好ましい。 The Ackermann geometry is the difference in rudder angle between the left and right wheels so that each wheel turns around a common point in order to smoothly turn the vehicle when turning at low speeds where the centrifugal force acting on the vehicle can be ignored. Is set. However, in high-speed turning where the centrifugal force cannot be ignored, it is desirable that the wheels generate a cornering force in a direction that balances with the centrifugal force. Therefore, the parallel geometry is preferable to the Ackermann geometry.
　前述したように一般的な車両の操舵装置は機械的に車輪と接続されているため、一般的には固定された単一のステアリングジオメトリしか取ることができず、アッカーマンジオメトリとパラレルジオメトリとの中間的なジオメトリに設定されることが多い。しかし、この場合、低速域では左右輪の舵角差が不足して外輪の舵角が過大となり、高速域では内輪の舵角が過大となる。このように内外輪の車輪横力配分に不要な偏りがあると、走行抵抗の増大による燃費低下及びタイヤの早期摩耗の原因となり、また内外輪を効率的に利用できないので、コーナリングのスムーズさが損なわれるといった課題がある。 As described above, since a general vehicle steering device is mechanically connected to a wheel, generally only a single fixed steering geometry can be taken, and an intermediate between the Ackermann geometry and the parallel geometry. Often set to static geometry. However, in this case, the difference in steering angle between the left and right wheels is insufficient in the low speed range, the steering angle of the outer wheel is excessive, and the steering angle of the inner wheel is excessive in the high speed range. If there is an unnecessary bias in the lateral force distribution of the inner and outer wheels in this way, it will cause a reduction in fuel consumption due to increased running resistance and premature tire wear, and the inner and outer wheels cannot be used efficiently. There is a problem that it is damaged.
　走行状況に応じてステアリングジオメトリを可変とした機構に関しては、例えば特許文献１が提案されている。この特許文献１では、モータ２個を使い、トー角とキャンバー角の両方を任意の角度に傾けることを可能にしている。また、４輪独立操舵の機構につき、特許文献２で提案されている。 For example, Patent Document 1 has been proposed regarding a mechanism in which the steering geometry is variable depending on the driving situation. In Patent Document 1, two motors are used, and both the toe angle and the camber angle can be tilted to an arbitrary angle. Further, Patent Document 2 proposes a mechanism for four-wheel independent steering.
独国特許出願公開第１０２０１２２０６３３７号明細書German Patent Application Publication No. 10201206337 特開２０１４－０６１７４４号公報JP 2014-061744 A
　特許文献１では、モータを２個使っているため、モータ個数の増大によるコスト増が生じるだけでなく、制御が複雑になる。特許文献２は、転舵軸に対しハブベアリングを片持ち支持しているため、剛性が低下し、過大な走行Ｇの発生によってステアリングジオメトリが変化してしまう可能性がある。また、転舵軸上に減速機を設けた場合、モータを含めてサイズが大きくなる。サイズが大きくなると車輪の内周部に全体を配置することが困難となる。また、減速比の大きい減速機を設けた場合、応答性が低下する。 In Patent Document 1, since two motors are used, not only the cost increases due to the increase in the number of motors, but also the control becomes complicated. In Patent Document 2, since the hub bearing is cantilevered with respect to the steered shaft, the rigidity is lowered, and the steering geometry may change due to the excessive traveling G. Moreover, when a reduction gear is provided on the steered shaft, the size including the motor increases. When the size increases, it becomes difficult to arrange the entire wheel on the inner periphery. Moreover, when a reduction gear with a large reduction ratio is provided, the responsiveness decreases.
　上記のように従来の補助的な操舵機能を備えた機構は、車両において車輪のトー角またはキャンバー角を任意に変更することを目的としているため、モータおよび減速機構が複数必要になり複雑な構成となっている。また、剛性を確保することが困難となり、剛性を確保するためには大型化する必要があり重くなる。また、キングピン軸と補助的な操舵機能を備えた機構の転舵軸が一致する場合は、構成要素部品がハブユニットの後方（車体側）に配置されるために全体のサイズが大きくなり重くなる。 The conventional mechanism having an auxiliary steering function as described above is intended to arbitrarily change the toe angle or the camber angle of the wheel in the vehicle, and thus requires a plurality of motors and speed reduction mechanisms and has a complicated configuration. It has become. In addition, it is difficult to ensure rigidity, and it is necessary to increase the size and weight in order to ensure rigidity. Further, when the kingpin shaft and the turning shaft of the mechanism having an auxiliary steering function coincide with each other, since the component parts are arranged behind the hub unit (vehicle body side), the overall size increases and becomes heavy. .
　車両において、車輪のトー角またはキャンバー角を任意に変更するためには、複雑な構成が必要であり、構成部品が多くなり、巨大化する。転舵軸および転舵軸支持軸受は、車輪からの荷重を支えるため、剛性、強度を高くする必要があるが、剛性確保のためにサイズを大きくすると重量が増加し、車両の運動性能が低下する。また、転舵軸をタイヤホイール外に配置すると、転舵軸の中心から車輪の接地面中心までの距離が長くなり、車輪を操舵させる力がより必要になりアクチュエータが大きくなることでハブユニット全体の重量が増加してしまう。 In a vehicle, in order to arbitrarily change the toe angle or camber angle of a wheel, a complicated configuration is required, and the number of components increases and the size becomes large. The steered shaft and the steered shaft support bearing need to increase the rigidity and strength in order to support the load from the wheels, but if the size is increased to ensure the rigidity, the weight increases and the motion performance of the vehicle decreases. To do. In addition, if the steered shaft is placed outside the tire wheel, the distance from the center of the steered shaft to the center of the ground contact surface of the wheel becomes longer, more force is required to steer the wheel, and the actuator becomes larger, resulting in the entire hub unit. Will increase in weight.
　この発明の目的は、足回りフレーム部品に設けられるユニット支持部材の剛性を確保しつつ、ハブユニット全体をコンパクトな形状にすることができる操舵機能付ハブユニットおよびこれを備えた車両を提供することである。 An object of the present invention is to provide a hub unit with a steering function and a vehicle equipped with the hub unit that can make the entire hub unit a compact shape while ensuring the rigidity of a unit support member provided in a suspension frame part. It is.
　この発明の操舵機能付ハブユニットは、車輪を支持するハブベアリングおよびこのハブベアリングの固定輪の外周から上下にそれぞれ突出する転舵軸部とを有するハブユニット本体と、懸架装置の足回りフレーム部品に設けられ、前記ハブユニット本体を上下の前記転舵軸部の転舵軸心回りに回転自在に支持するユニット支持部材と、前記ハブユニット本体を前記転舵軸心回りに回転駆動させる操舵用アクチュエータと、を備え、前記ユニット支持部材は、前記足回りフレーム部品と一体または別体に設けられて前記ハブユニット本体を組込み離脱自在な状態に、前記転舵軸部の一部分を残して支持するユニット支持部材本体とこのユニット支持部材本体に結合されて前記転舵軸部の前記一部分である残り部分を支持し、前記ハブユニット本体が前記ユニット支持部材から離脱することを阻止するユニット支持部材結合体と、に分割されている。 A hub unit with a steering function according to the present invention includes a hub unit body having a hub bearing that supports a wheel and a steered shaft portion that protrudes up and down from the outer periphery of a fixed wheel of the hub bearing, and a suspension frame part of a suspension device And a unit support member that rotatably supports the hub unit body about the turning shaft center of the upper and lower steering shaft portions, and for steering the hub unit body to rotate around the turning shaft center. An actuator, and the unit support member is provided integrally with or separately from the underbody frame component and supports the hub unit body in a state in which the hub unit main body can be assembled and detached while leaving a part of the steered shaft portion. A hub unit that is coupled to the unit support member main body and the unit support member main body to support the remaining part of the steered shaft portion; Body is divided into a unit support member conjugates prevented from leaving from the unit support member.
　この構成を前輪等の操舵輪に用いる場合は、運転者のハンドル操作で、車輪は足回りフレーム部品およびユニット支持部材とともに操舵されるがこの操舵に付加する形で転舵軸心回りに僅かな角度の補助操舵を車輪毎に独立して行える。この構成を後輪等の非操舵輪に適用する場合は、ハブユニット全体は操舵しないが、補助操舵機能により、前輪等の操舵輪と同様に僅かな角度の操舵を車輪毎に独立して行える。 When this configuration is used for a steered wheel such as a front wheel, the wheel is steered together with the undercarriage frame parts and the unit support member by the driver's steering operation. Angle auxiliary steering can be performed independently for each wheel. When this configuration is applied to a non-steering wheel such as a rear wheel, the entire hub unit is not steered, but an auxiliary steering function can be used to steer a small angle independently for each wheel, like a steering wheel such as a front wheel. .
　また、旋回走行時に、走行速度に応じて左右輪の舵角差を変えることができる。このため、車両の運動性能を向上させ、高い安定性と信頼性で走行することが可能となる。さらに、左右の操舵輪の操舵角度を適切に変えることで、旋回走行における車両の旋回半径を小さくし、小回り性能を向上させることもできる。さらに直線走行時にも、それぞれの場面に合わせてトー角の量を調整することで、低速時には燃費を低下させることなく、高速時には走行安定性を確保する等調整が可能である。 Also, when turning, the rudder angle difference between the left and right wheels can be changed according to the running speed. For this reason, it becomes possible to improve the motion performance of the vehicle and to travel with high stability and reliability. Furthermore, by appropriately changing the steering angle of the left and right steering wheels, the turning radius of the vehicle in turning traveling can be reduced, and the small turning performance can be improved. Furthermore, even during straight running, by adjusting the amount of toe angle according to each scene, it is possible to make adjustments such as ensuring running stability at high speed without reducing fuel consumption at low speed.
　特に、ユニット支持部材は、ハブユニット本体を組込み離脱自在な状態に、転舵軸部の一部分を残して支持するユニット支持部材本体と、このユニット支持部材本体に結合されて前記転舵軸部の残り部分を支持するユニット支持部材結合体とに分割された構造にすることで、上下方向に延びる転舵軸部を車輪のホイール内に配置させることができる。これにより、転舵軸部の中心から車輪の接地面中心までの距離が短くなり、車輪を操舵させる力を低減することができる。 In particular, the unit support member includes a unit support member main body that supports the hub unit main body in a state in which the hub unit main body can be assembled and detached, leaving a part of the steered shaft portion, and the unit support member main body coupled to the unit support member main body. By making it the structure divided | segmented into the unit support member coupling body which supports the remaining part, the turning shaft part extended in an up-down direction can be arrange | positioned in the wheel of a wheel. As a result, the distance from the center of the steered shaft portion to the center of the ground contact surface of the wheel is shortened, and the force for steering the wheel can be reduced.
　したがって、操舵用アクチュエータの小型化を図りハブユニット全体の小型化および重量低減を図ることができる。さらにユニット支持部材をユニット支持部材本体とユニット支持部材結合体とに分割された構造にすることで、転舵軸部および転舵軸部を支持する軸受を大型化でき、ユニット支持部材の剛性を確保することができる。 Therefore, the steering actuator can be reduced in size, and the entire hub unit can be reduced in size and weight. Furthermore, by making the unit support member into a structure in which the unit support member main body and the unit support member combination are divided, the turning shaft part and the bearing supporting the turning shaft part can be enlarged, and the rigidity of the unit support member can be increased. Can be secured.
　上下の前記転舵軸部はそれぞれ軸受を介して前記ユニット支持部材に支持され、前記各軸受が前記車輪のホイール内に位置するものであってもよい。この場合、転舵軸部がタイヤホイール外に配置される従来構造よりも、転舵軸部の中心から車輪の接地面中心までの距離を確実に短縮でき、車輪を操舵させる力を低減することができる。したがって、操舵用アクチュエータの小型化を図りハブユニット全体の小型化および重量低減を図ることができる。これにより車両の運動性能を高めることができる。 The upper and lower steered shafts may be supported by the unit support member via bearings, and the bearings may be located in the wheels of the wheels. In this case, the distance from the center of the steered shaft part to the center of the ground contact surface of the wheel can be reliably shortened and the force for steering the wheel can be reduced as compared with the conventional structure in which the steered shaft part is arranged outside the tire wheel Can do. Therefore, the steering actuator can be reduced in size, and the entire hub unit can be reduced in size and weight. Thereby, the motion performance of the vehicle can be enhanced.
　上下の前記転舵軸部のいずれか一方の転舵軸部が前記ユニット支持部材本体に支持され、他方の転舵軸部が前記ユニット支持部材結合体に支持されたものであってもよい。この場合、例えば、ユニット支持部材が転舵軸心を含む平面で分割された構造等よりも、ユニット支持部材の剛性を高めることが可能となる。 Any one of the upper and lower turning shaft portions may be supported by the unit support member main body, and the other turning shaft portion may be supported by the unit support member combination. In this case, for example, the rigidity of the unit support member can be increased as compared with a structure in which the unit support member is divided by a plane including the turning axis.
　前記ユニット支持部材本体には、上側の転舵軸部を支持する支持部が前記ユニット支持部材本体に一体に設けられていてもよい。この場合、タイヤが段差等に乗り上げたときに受ける荷重は、上下の転舵軸部をそれぞれ支持する軸受を介して、ボルト等の締結部品ではなくユニット支持部材本体に直接作用する。したがって、ハブユニット全体の剛性を高め得る。特に、このユニット支持部材本体が足回りフレーム部品と一体に設けられている場合、ユニット支持部材の剛性をさらに高めることができる。 The unit support member main body may be integrally provided with a support portion for supporting the upper turning shaft portion on the unit support member main body. In this case, the load received when the tire rides on a step or the like directly acts on the unit support member main body, not a fastening part such as a bolt, via bearings that respectively support the upper and lower steered shaft portions. Therefore, the rigidity of the entire hub unit can be increased. In particular, when the unit support member main body is provided integrally with the underbody frame component, the rigidity of the unit support member can be further increased.
　この発明の操舵システムは、この発明の上記いずれかの構成の操舵機能付ハブユニットと、この操舵機能付ハブユニットの操舵用アクチュエータを制御する制御装置とを備えた操舵システムであって、前記制御装置は、与えられた操舵角指令信号に応じた電流指令信号を出力する補助操舵制御部と、この補助操舵制御部から入力された電流指令信号に応じた駆動電流を出力して前記操舵用アクチュエータを駆動制御するアクチュエータ駆動制御部とを有する。 A steering system according to the present invention is a steering system including the hub unit with a steering function according to any one of the above configurations of the present invention, and a control device that controls a steering actuator of the hub unit with the steering function. The apparatus includes an auxiliary steering control unit that outputs a current command signal corresponding to a given steering angle command signal, and a driving current that corresponds to the current command signal input from the auxiliary steering control unit to output the steering actuator And an actuator drive controller for controlling the drive of the actuator.
　この構成によると、補助操舵制御部は、与えられた操舵角指令信号に応じた電流指令信号を出力する。アクチュエータ駆動制御部は、補助操舵制御部から入力された電流指令信号に応じた駆動電流を出力して操舵用アクチュエータを駆動制御する。したがって、運転者のハンドル操作等による操舵に付加して車輪角度を任意に変更することができる。 According to this configuration, the auxiliary steering control unit outputs a current command signal corresponding to the given steering angle command signal. The actuator drive control unit outputs a drive current corresponding to the current command signal input from the auxiliary steering control unit to drive-control the steering actuator. Therefore, it is possible to arbitrarily change the wheel angle in addition to steering by a driver's steering wheel operation or the like.
　この発明の車両は、この発明の上記いずれかの構成の操舵機能付ハブユニットを用いて前輪および後輪のいずれか一方または両方が支持される。そのため、この発明の操舵機能付ハブユニットにつき前述した各効果が得られる。前輪は一般的に操舵輪とされるが、操舵輪にこの発明の操舵機能付ハブユニットを適用した場合は、走行中におけるトー角調整に効果的である。また、後輪は一般的に非操舵輪とされるが、非操舵輪に適用した場合は、非操舵輪の若干の操舵によって低速走行時における最小回転半径の低減を図ることができる。 In the vehicle according to the present invention, either or both of the front wheels and the rear wheels are supported by using the steering function-equipped hub unit having any one of the configurations of the present invention. Therefore, each effect mentioned above is acquired about the hub unit with a steering function of this invention. The front wheels are generally steered wheels, but when the hub unit with a steering function of the present invention is applied to the steered wheels, it is effective for adjusting the toe angle during traveling. Although the rear wheels are generally non-steered wheels, when applied to non-steered wheels, the minimum turning radius during low-speed traveling can be reduced by slightly steering the non-steered wheels.
　請求の範囲および／または明細書および／または図面に開示された少なくとも２つの構成のどのような組み合わせも、この発明に含まれる。特に、請求の範囲の各請求項の２つ以上のどのような組み合わせも、この発明に含まれる。 Any combination of at least two configurations disclosed in the claims and / or the specification and / or the drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the invention.
　この発明は、添付の図面を参考にした以下の好適な実施形態の説明から、より明確に理解されるであろう。しかしながら、実施形態および図面は単なる図示および説明のためのものであり、この発明の範囲を定めるために利用されるべきものではない。この発明の範囲は添付の請求の範囲によって定まる。添付図面において、複数の図面における同一の符号は、同一または相当する部分を示す。
この発明の第１実施形態に係る操舵機能付ハブユニットおよびその周辺の構成を示す縦断面図である。 同操舵機能付ハブユニットおよびその周辺の構成を示す水平断面図である。 同操舵機能付ハブユニットの外観を示す斜視図である。 同操舵機能付ハブユニットの側面図である。 同操舵機能付ハブユニットの平面図である。 図４のVI - VI線断面図である。 同操舵機能付ハブユニットのユニット支持部材等を示す斜視図である。 同ユニット支持部材をユニット支持部材本体とユニット支持部材結合体に分割して示す分解斜視図である。 同操舵機能付ハブユニットの一部を分割して示す分解断面図である。 同ユニット支持部材本体の斜視図である。 同ユニット支持部材をユニット支持部材本体とユニット支持部材結合体に分割して示す分解正面図である。 同ユニット支持部材本体の側面図である。 同操舵機能付ハブユニットを備えた車両の一例の模式平面図である。 この発明の第２実施形態に係る操舵機能付ハブユニットのユニット支持部材等を示す斜視図である。 同ユニット支持部材をユニット支持部材本体とユニット支持部材結合体に分割して示す分解斜視図である。 同ユニット支持部材をユニット支持部材本体とユニット支持部材結合体に分割して示す分解正面図である。 同ユニット支持部材をユニット支持部材本体とユニット支持部材結合体に分割して示す分解側面図である。 いずれかの操舵機能付ハブユニットを備えた車両の他の例の模式平面図である。 いずれかの操舵機能付ハブユニットを備えた車両のさらに他の例の模式平面図である。 The present invention will be more clearly understood from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.
It is a longitudinal cross-sectional view which shows the hub unit with a steering function which concerns on 1st Embodiment of this invention, and the structure of the periphery. It is a horizontal sectional view showing the same hub unit with a steering function and the configuration around it. It is a perspective view which shows the external appearance of the hub unit with the same steering function. It is a side view of the hub unit with the same steering function. It is a top view of the hub unit with the same steering function. FIG. 6 is a sectional view taken along line VI-VI in FIG. 4. It is a perspective view which shows the unit support member of the hub unit with the same steering function. It is a disassembled perspective view which divides | segments the same unit support member into a unit support member main body and a unit support member coupling body. It is a disassembled sectional view which divides and shows some hub units with the same steering function. It is a perspective view of the unit support member main body. FIG. 3 is an exploded front view showing the unit support member divided into a unit support member main body and a unit support member combined body. It is a side view of the unit support member main body. It is a schematic plan view of an example of the vehicle provided with the same hub unit with a steering function. It is a perspective view which shows the unit support member etc. of the hub unit with a steering function concerning 2nd Embodiment of this invention. It is a disassembled perspective view which divides | segments the same unit support member into a unit support member main body and a unit support member coupling body. FIG. 3 is an exploded front view showing the unit support member divided into a unit support member main body and a unit support member combined body. FIG. 3 is an exploded side view showing the unit support member divided into a unit support member main body and a unit support member combined body. FIG. 6 is a schematic plan view of another example of a vehicle including any one of the steering function-equipped hub units. FIG. 10 is a schematic plan view of still another example of a vehicle including any one of the steering function-equipped hub units.
　　［第１実施形態］
　この発明の第１実施形態に係る操舵機能付ハブユニットを図１ないし図１３と共に説明する。
　＜操舵機能付ハブユニット１の概略構造＞
　図１に示すように、この操舵機能付ハブユニット１は、ハブユニット本体２と、ユニット支持部材３と、回転許容支持部品４と、操舵用アクチュエータ５とを備える。足回りフレーム部品であるナックル６に一体にユニット支持部材３が設けられている。このユニット支持部材３のインボード側に、操舵用アクチュエータ５のアクチュエータ本体７が設けられ、ユニット支持部材３のアウトボード側に、ハブユニット本体２が設けられる。操舵機能付ハブユニット１を車両に搭載した状態で、車両の車幅方向外側をアウトボード側といい、車両の車幅方向中央側をインボード側という。 [First Embodiment]
A hub unit with a steering function according to a first embodiment of the present invention will be described with reference to FIGS.
<Schematic structure of the hub unit 1 with a steering function>
As shown in FIG. 1, the hub unit 1 with a steering function includes a hub unit body 2, a unit support member 3, a rotation allowable support component 4, and a steering actuator 5. The unit support member 3 is provided integrally with a knuckle 6 that is a suspension frame part. An actuator body 7 of the steering actuator 5 is provided on the inboard side of the unit support member 3, and a hub unit body 2 is provided on the outboard side of the unit support member 3. In the state where the hub unit 1 with a steering function is mounted on a vehicle, the vehicle width direction outer side of the vehicle is referred to as an outboard side, and the vehicle width direction center side of the vehicle is referred to as an inboard side.
　図２および図３に示すように、ハブユニット本体２とアクチュエータ本体７とはジョイント部８により連結されている。通常、このジョイント部８は、防水、防塵のために図示しないブーツが取り付けられている。 2 and 3, the hub unit main body 2 and the actuator main body 7 are connected by a joint portion 8. Usually, the joint portion 8 is provided with a boot (not shown) for waterproofing and dustproofing.
　図１に示すように、ハブユニット本体２は、上下方向に延びる転舵軸心Ａ回りに回転自在なように、上下二箇所で回転許容支持部品４，４を介してユニット支持部材３に支持されている。転舵軸心Ａは、車輪９の回転軸心Ｏとは異なる軸心であり、主な操舵を行うキングピン軸とも異なっている。通常の車両は、車両走行の直進安定性の向上を目的としてキングピン角度が１０～２０度で設定されているが、この実施形態の操舵機能付ハブユニット１は、前記キングピン角度とは別の角度（軸）の転舵軸を有する。車輪９は、ホイール９ａとタイヤ９ｂとを備える。 As shown in FIG. 1, the hub unit main body 2 is supported by the unit support member 3 via the rotation allowable support parts 4 and 4 at two upper and lower positions so as to be rotatable around the turning axis A extending in the vertical direction. Has been. The turning axis A is an axis different from the rotation axis O of the wheel 9, and is different from the kingpin axis that performs main steering. In a normal vehicle, the kingpin angle is set at 10 to 20 degrees for the purpose of improving the straight running stability of the vehicle traveling. However, the hub unit 1 with a steering function of this embodiment is different from the kingpin angle. It has a (shaft) steering shaft. The wheel 9 includes a wheel 9a and a tire 9b.
　＜操舵機能付ハブユニット１の設置箇所＞
　この操舵機能付ハブユニット１は、この実施形態では操舵輪、具体的には図１３に示すように、車両１０の前輪９Ｆのステアリング装置１１による操舵に付加して左右輪個別に微小な角度（約±５ｄｅｇ）を操舵させる機構として、懸架装置１２のナックル６に一体に設けられる。 <Installation location of the hub unit 1 with a steering function>
In this embodiment, the hub unit 1 with a steering function is added to the steering wheel, specifically, steering by the steering device 11 of the front wheel 9F of the vehicle 10 as shown in FIG. As a mechanism for steering about ± 5 deg), the knuckle 6 of the suspension device 12 is integrally provided.
　図２および図１３に示すように、ステアリング装置１１は、車体に取り付けられ、運転者のハンドル１１ａの操作、または図示しない自動運転装置、運転支援装置の指令等によって動作し、その進退するタイロッド１４が、ユニット支持部材３のステアリング結合部６ｄ（後述する）に連結されている。ステアリング装置１１は、ラック・ピニオン式等とされるが、どのタイプのステアリング装置でも構わない。懸架装置１２は、例えば、ショックアブソーバーをナックル６に直接固定するストラット式サスペンション機構を適用しているが、マルチリンク式サスペンション機構、その他のサスペンション機構を適用してもよい。 As shown in FIGS. 2 and 13, the steering device 11 is attached to the vehicle body, and is operated by an operation of the driver's handle 11 a, an automatic driving device (not shown), a command of a driving support device, or the like, and the tie rod 14 that moves forward and backward. Is coupled to a steering coupling portion 6 d (described later) of the unit support member 3. The steering device 11 is a rack and pinion type or the like, but any type of steering device may be used. For example, although the strut suspension mechanism that directly fixes the shock absorber to the knuckle 6 is applied to the suspension device 12, a multi-link suspension mechanism or other suspension mechanisms may be applied.
　＜ハブユニット本体２について＞
　図１に示すように、ハブユニット本体２は、車輪９の支持用のハブベアリング１５と、アウターリング１６と、後述の操舵力受け部であるアーム部１７（図３）とを備える。
　図６に示すように、ハブベアリング１５は、内輪１８と、外輪１９と、これら内外輪１８，１９間に介在したボール等の転動体２０とを有し、車体側の部材と車輪９（図１）とを繋ぐ役目をしている。 <About hub unit body 2>
As shown in FIG. 1, the hub unit main body 2 includes a hub bearing 15 for supporting the wheel 9, an outer ring 16, and an arm portion 17 (FIG. 3) that is a steering force receiving portion described later.
As shown in FIG. 6, the hub bearing 15 includes an inner ring 18, an outer ring 19, and rolling elements 20 such as balls interposed between the inner and outer rings 18, 19. 1).
　このハブベアリング１５は、図示の例では、外輪１９が固定輪、内輪１８が回転輪となり、転動体２０が複列とされたアンギュラ玉軸受とされている。内輪１８は、ハブフランジ１８ａａを有しアウトボード側の軌道面を構成するハブ輪部１８ａと、インボード側の軌道面を構成する内輪部１８ｂとを有する。図１に示すように、ハブフランジ１８ａａに、車輪９のホイール９ａがブレーキロータ２１ａと重なり状態でボルト固定されている。内輪１８は、回転軸心Ｏ回りに回転する。 In the illustrated example, the hub bearing 15 is an angular ball bearing in which the outer ring 19 is a fixed ring, the inner ring 18 is a rotating ring, and the rolling elements 20 are in a double row. The inner ring 18 includes a hub ring portion 18a having a hub flange 18aa and constituting a race surface on the outboard side, and an inner ring portion 18b constituting a race surface on the inboard side. As shown in FIG. 1, the wheel 9a of the wheel 9 is bolted to the hub flange 18aa so as to overlap the brake rotor 21a. The inner ring 18 rotates around the rotation axis O.
　図６に示すように、アウターリング１６は、外輪１９の外周面に嵌合された円環部１６ａと、この円環部１６ａの外周から上下に突出して設けられたトラニオン軸状の転舵軸部１６ｂ，１６ｂとを有する。上下の取付軸部である各転舵軸部１６ｂは、転舵軸心Ａに同軸に設けられる。図２に示すように、ブレーキ２１は、ブレーキロータ２１ａと、ブレーキキャリパ２１ｂとを有する。ブレーキキャリパ２１ｂは、外輪１９に一体にアーム状に突出して形成された上下二箇所のブレーキキャリパ取付部２２（図４）に取付けられる。 As shown in FIG. 6, the outer ring 16 includes an annular portion 16 a fitted to the outer peripheral surface of the outer ring 19, and a trunnion shaft-like steered shaft provided so as to protrude vertically from the outer periphery of the annular portion 16 a. Parts 16b and 16b. The respective turning shaft portions 16b which are upper and lower mounting shaft portions are provided coaxially with the turning shaft center A. As shown in FIG. 2, the brake 21 has a brake rotor 21a and a brake caliper 21b. The brake caliper 21b is mounted on two upper and lower brake caliper mounting portions 22 (FIG. 4) formed integrally with the outer ring 19 so as to project into an arm shape.
　＜回転許容支持部品４およびユニット支持部材３について＞
　図６に示すように、各回転許容支持部品４は転がり軸受から成る。この例では、転がり軸受として、テーパころ軸受が適用されている。回転許容支持部品４は、転舵軸部１６ｂの外周に嵌合された内輪４ａと、ユニット支持部材３に嵌合された外輪４ｂと、内外輪４ａ，４ｂ間に介在する複数の転動体４ｃとを有する。図１に示すように、上下の転舵軸部１６ｂ，１６ｂは、それぞれ回転許容支持部品４，４を介してユニット支持部材３に支持され、各回転許容支持部品４が車輪９のホイール９ａ内に位置する。この例では、各回転許容支持部品４が、ホイール９ａ内でこのホイール９ａの幅方向中間付近に配置される。 <About the rotation-supporting support component 4 and the unit support member 3>
As shown in FIG. 6, each rotation-allowing support component 4 is composed of a rolling bearing. In this example, a tapered roller bearing is applied as the rolling bearing. The rotation allowable support component 4 includes an inner ring 4a fitted to the outer periphery of the steered shaft portion 16b, an outer ring 4b fitted to the unit support member 3, and a plurality of rolling elements 4c interposed between the inner and outer rings 4a and 4b. And have. As shown in FIG. 1, the upper and lower steered shaft portions 16 b and 16 b are supported by the unit support member 3 via the rotation permission support parts 4 and 4, respectively, and each rotation permission support part 4 is inside the wheel 9 a of the wheel 9. Located in. In this example, each rotation permission support component 4 is arranged in the middle of the wheel 9a in the width direction of the wheel 9a.
　＜ユニット支持部材３の分割構造等について＞
　図７および図８に示すように、ユニット支持部材３は、インボード側のユニット支持部材本体３Ａと、アウトボード側のユニット支持部材結合体３Ｂとを有する。図７において、ユニット支持部材３を斜線で表す。図９および図１０に示すように、ユニット支持部材本体３Ａは、ナックル６に一体に設けられてハブユニット本体２を組込み離脱自在な状態に、各転舵軸部１６ｂの一部分を残して支持する。前記各転舵軸部１６ｂの一部分とは、この例では、各転舵軸部１６ｂの円周方向における略半分の部分である。ユニット支持部材本体３Ａのアウトボード側端のうち上下の部分には、部分的な半凹球面状の嵌合孔形成部３Ａａがそれぞれ形成されている。 <About the division structure of the unit support member 3>
As shown in FIGS. 7 and 8, the unit support member 3 includes a unit support member main body 3A on the inboard side and a unit support member combination 3B on the outboard side. In FIG. 7, the unit support member 3 is represented by oblique lines. As shown in FIGS. 9 and 10, the unit support member main body 3A is provided integrally with the knuckle 6 and supports the hub unit main body 2 in a state in which the hub unit main body 2 can be assembled and removed while leaving a part of each steered shaft portion 16b. . In this example, the part of each steered shaft portion 16b is a substantially half portion in the circumferential direction of each steered shaft portion 16b. Partial semi-concave spherical fitting hole forming portions 3Aa are respectively formed in the upper and lower portions of the outboard side end of the unit support member main body 3A.
　図８、図１１および図１２に示すように、ユニット支持部材結合体３Ｂは、ユニット支持部材本体３Ａのアウトボード側端に、複数（この例では４つ）のボルト３３により着脱自在に結合される。図８および図９に示すように、ユニット支持部材結合体３Ｂは、ユニット支持部材本体３Ａに結合されて各転舵軸部１６ｂの残り部分を支持し、ハブユニット本体２がユニット支持部材３から離脱することを阻止する。ユニット支持部材結合体３Ｂのインボード側側面のうち上下の部分には、部分的な半凹球面状の嵌合孔形成部３Ｂａがそれぞれ形成されている。 As shown in FIGS. 8, 11, and 12, the unit support member assembly 3B is detachably coupled to the outboard side end of the unit support member main body 3A by a plurality (four in this example) of bolts 33. The As shown in FIGS. 8 and 9, the unit support member combination 3B is coupled to the unit support member main body 3A to support the remaining portion of each steered shaft portion 16b, and the hub unit main body 2 extends from the unit support member 3. Prevents withdrawal. A partial semi-concave spherical fitting hole forming portion 3Ba is formed on each of the upper and lower portions of the side surface of the inboard side of the unit support member assembly 3B.
　ユニット支持部材本体３Ａのアウトボード側端にユニット支持部材結合体３Ｂが結合され、各上下の部分につき、嵌合孔形成部３Ａａ，３Ｂａが互いに組み合わされることにより、全周に連なる嵌合孔が形成される。この嵌合孔に回転許容支持部品４の外輪４ｂが嵌合されている。 The unit support member assembly 3B is coupled to the outboard side end of the unit support member main body 3A, and the fitting hole forming portions 3Aa and 3Ba are combined with each other for each of the upper and lower portions, so that fitting holes connected to the entire circumference are formed. It is formed. The outer ring 4b of the rotation-permitting support component 4 is fitted in this fitting hole.
　アウターリング１６における各転舵軸部１６ｂには、雌ねじ部が径方向に延びるように形成され、この雌ねじ部に螺合するボルト２３が設けられている。内輪４ａの端面に円板状の押圧部材２４を介在させ、前記雌ねじ部に螺合するボルト２３により、内輪４ａの端面に押圧力を付与することで、各回転許容支持部品４にそれぞれ予圧を与えている。これにより各回転許容支持部品４の剛性を高め得る。車両の重量がこのハブユニットに作用した場合でも初期予圧が抜けないように設定される。なお、回転許容支持部品４の転がり軸受は、テーパころ軸受に限るものではなく、最大負荷等の使用条件によってはアンギュラ玉軸受を用いることも可能である。その場合も、上記と同様に予圧を与えることができる。 Each turning shaft portion 16b in the outer ring 16 is formed with a female screw portion extending in the radial direction, and is provided with a bolt 23 that is screwed into the female screw portion. A disc-like pressing member 24 is interposed on the end surface of the inner ring 4a, and a preload is applied to each rotation-allowing support component 4 by applying a pressing force to the end surface of the inner ring 4a by a bolt 23 that is screwed into the female screw portion. Giving. Thereby, the rigidity of each rotation permission support component 4 can be improved. Even when the weight of the vehicle acts on the hub unit, the initial preload is set so as not to be released. Note that the rolling bearing of the rotation-allowing support component 4 is not limited to the tapered roller bearing, and an angular ball bearing can be used depending on use conditions such as a maximum load. Even in that case, a preload can be applied in the same manner as described above.
　＜組立＞
　図８に示すように、ユニット支持部材３およびハブユニット本体２を組立てる際、先ず、ハブベアリング１５（ブレーキキャリパ取付部２２は除く）およびアウターリング１６（図１）とユニット支持部材結合体３Ｂとを共にＸ方向に動かし、ユニット支持部材本体３Ａに対しボルト３３による締結を行う。次に、ブレーキキャリパ取付部２２をＹ方向に動かしハブベアリング１５に対しボルト３４による締結を行う。最後に、回転許容支持部品４および押圧部材２４をＺ方向からボルト２３による締結により組付ける。 <Assembly>
As shown in FIG. 8, when the unit support member 3 and the hub unit body 2 are assembled, first, the hub bearing 15 (excluding the brake caliper mounting portion 22), the outer ring 16 (FIG. 1), the unit support member assembly 3B, Are moved in the X direction, and the unit support member main body 3A is fastened by the bolt 33. Next, the brake caliper mounting portion 22 is moved in the Y direction to fasten the hub bearing 15 with the bolt 34. Finally, the rotation-allowing support component 4 and the pressing member 24 are assembled by fastening with the bolts 23 from the Z direction.
　＜操舵用アクチュエータ５＞
　図３に示すように、操舵用アクチュエータ５は、ハブユニット本体２を転舵軸心Ａ（図１）回りに回転駆動させるアクチュエータ本体７を有する。図２に示すように、アクチュエータ本体７は、モータ２６と、モータ２６の回転を減速する減速機２７と、この減速機２７の正逆の回転出力を直動出力部２５ａの往復直線動作に変換する直動機構２５とを備える。モータ２６は、例えば永久磁石型同期モータとされるが、直流モータであっても、誘導モータであってもよい。減速機２７は省略される場合もある。 <Steering actuator 5>
As shown in FIG. 3, the steering actuator 5 includes an actuator body 7 that rotates the hub unit body 2 about the turning axis A (FIG. 1). As shown in FIG. 2, the actuator body 7 converts a motor 26, a speed reducer 27 that decelerates the rotation of the motor 26, and a forward / reverse rotation output of the speed reducer 27 into a reciprocating linear motion of the linear motion output unit 25a. And a linear motion mechanism 25. The motor 26 is, for example, a permanent magnet type synchronous motor, but may be a DC motor or an induction motor. The reducer 27 may be omitted.
　減速機２７は、ベルト伝達機構等の巻き掛け式伝達機構またはギヤ列等を用いることができ、図２の例ではベルト伝達機構が用いられている。減速機２７は、ドライブプーリ２７ａと、ドリブンプーリ２７ｂと、ベルト２７ｃとを有する。モータ２６のモータ軸にドライブプーリ２７ａが結合され、直動機構２５にドリブンプーリ２７ｂが設けられている。このドリブンプーリ２７ｂは、前記モータ軸に平行に配置されている。モータ２６の駆動力は、ドライブプーリ２７ａからベルト２７ｃを介してドリブンプーリ２７ｂに伝達される。前記各ドライブプーリ２７ａとドリブンプーリ２７ｂとベルト２７ｃとで、巻き掛け式の減速機２７が構成される。 The reduction gear 27 can use a wrapping transmission mechanism such as a belt transmission mechanism or a gear train, and a belt transmission mechanism is used in the example of FIG. The reducer 27 includes a drive pulley 27a, a driven pulley 27b, and a belt 27c. A drive pulley 27 a is coupled to the motor shaft of the motor 26, and a driven pulley 27 b is provided in the linear motion mechanism 25. The driven pulley 27b is disposed in parallel to the motor shaft. The driving force of the motor 26 is transmitted from the drive pulley 27a to the driven pulley 27b via the belt 27c. The drive pulley 27a, the driven pulley 27b, and the belt 27c constitute a winding-type speed reducer 27.
　直動機構２５は、滑りねじまたはボールねじ等の送りねじ機構、またはラック・ピニオン機構等を用いることができ、この例では台形ねじの滑りねじを用いた送りねじ機構が用いられている。直動機構２５は、前記台形ねじの滑りねじを用いた送りねじ機構を備えるため、タイヤ９ｂからの逆入力の防止効果を高め得る。モータ２６、減速機２７および直動機構２５を備えたアクチュエータ本体７は、準組立品として組み立てられてケース６ｂにボルト等により着脱自在に取り付けられる。なお、モータ２６の駆動力を、減速機を介さず直接直動機構２５へ伝達する機構も可能である。 As the linear motion mechanism 25, a feed screw mechanism such as a slide screw or a ball screw, a rack and pinion mechanism, or the like can be used. In this example, a feed screw mechanism using a trapezoidal screw slide screw is used. Since the linear motion mechanism 25 includes a feed screw mechanism that uses a sliding screw of the trapezoidal screw, the effect of preventing reverse input from the tire 9b can be enhanced. The actuator body 7 including the motor 26, the speed reducer 27, and the linear motion mechanism 25 is assembled as a semi-assembly and is detachably attached to the case 6b with bolts or the like. A mechanism that directly transmits the driving force of the motor 26 to the linear motion mechanism 25 without using a reduction gear is also possible.
　ケース６ｂは、ユニット支持部材３の一部として、ユニット支持部材本体３Ａに一体に形成されている。ケース６ｂは、有底筒状に形成され、モータ２６を支持するモータ収容部と、直動機構２５を支持する直動機構収容部が設けられている。前記モータ収容部には、モータ２６をケース内所定位置に支持する嵌合孔が形成されている。前記直動機構収容部には、直動機構２５をケース内所定位置に支持する嵌合孔、および、直動出力部２５ａの進退を許す貫通孔等が形成されている。 The case 6b is integrally formed with the unit support member main body 3A as a part of the unit support member 3. The case 6 b is formed in a bottomed cylindrical shape, and is provided with a motor housing portion that supports the motor 26 and a linear motion mechanism housing portion that supports the linear motion mechanism 25. A fitting hole for supporting the motor 26 at a predetermined position in the case is formed in the motor housing portion. The linear motion mechanism accommodating portion is formed with a fitting hole for supporting the linear motion mechanism 25 at a predetermined position in the case, a through hole for allowing the linear motion output portion 25a to advance and retreat.
　図３および図１０に示すように、ユニット支持部材本体３Ａは、前記ケース６ｂと、ショックアブソーバの取り付け部となるショックアブソーバ取り付け部６ｃとを有する。ユニット支持部材本体３Ａはさらに、ステアリング装置１１（図２）の結合部となるステアリング装置結合部６ｄを有する。これらショックアブソーバ取り付け部６ｃおよびステアリング装置結合部６ｄも、ユニット支持部材本体３Ａに一体に形成されている。ユニット支持部材本体３Ａの外表面部における上部に、ショックアブソーバ取り付け部６ｃが突出するように形成されている。ユニット支持部材本体３Ａの外表面部における側面部には、ステアリング装置結合部６ｄが突出するように形成されている。 As shown in FIGS. 3 and 10, the unit support member main body 3A includes the case 6b and a shock absorber mounting portion 6c that is a mounting portion of the shock absorber. The unit support member main body 3A further includes a steering device coupling portion 6d serving as a coupling portion of the steering device 11 (FIG. 2). The shock absorber mounting portion 6c and the steering device coupling portion 6d are also integrally formed with the unit support member main body 3A. A shock absorber mounting portion 6c is formed on the upper portion of the outer surface portion of the unit support member main body 3A so as to protrude. A steering device coupling portion 6d is formed on the side surface portion of the outer surface portion of the unit support member main body 3A so as to protrude.
　＜作用効果＞
　以上説明した操舵機能付ハブユニット１によれば、ユニット支持部材３は、ハブユニット本体２を組込み離脱自在な状態に、転舵軸部１６ｂの一部分を残して支持するユニット支持部材本体３Ａと、このユニット支持部材本体３Ａに結合されて転舵軸部１６ｂの残り部分を支持するユニット支持部材結合体３Ｂとに分割された構造にすることで、上下方向に延びる転舵軸部１６ｂを車輪９のホイール９ａ内に配置させることができる。これにより、転舵軸部１６ｂの中心から車輪９の接地面中心までの距離が短くなり、車輪９を操舵させる力を低減することができる。したがって、操舵用アクチュエータ５の小型化を図りハブユニット全体の小型化および重量低減を図ることができる。さらにユニット支持部材３をユニット支持部材本体３Ａとユニット支持部材結合体３Ｂとに分割された構造にすることで、転舵軸部１６ｂおよび転舵軸部１６ｂを支持する回転許容支持部品４を大型化でき、ユニット支持部材３の剛性を確保することができる。転舵軸部１６ｂおよび転舵軸部１６ｂを支持する回転許容支持部品４を大型化してもこれらの組付けは容易にできるため、ナックル６の剛性を確保することができる。 <Effect>
According to the steering function-equipped hub unit 1 described above, the unit support member 3 includes the unit support member main body 3A that supports the hub unit main body 2 in a state in which the hub unit main body 2 can be assembled and detached while leaving a part of the steered shaft portion 16b. By making it the structure divided | segmented into the unit support member coupling body 3B couple | bonded with this unit support member main body 3A and supporting the remaining part of the steering shaft part 16b, the steering shaft part 16b extended to an up-down direction is used as the wheel 9. It can be arranged in the wheel 9a. Thereby, the distance from the center of the turning shaft portion 16b to the center of the ground contact surface of the wheel 9 is shortened, and the force for steering the wheel 9 can be reduced. Therefore, the steering actuator 5 can be reduced in size, and the entire hub unit can be reduced in size and weight. Furthermore, by making the unit support member 3 into a structure in which the unit support member main body 3A and the unit support member combined body 3B are divided, the turning allowable support component 4 that supports the turning shaft portion 16b and the turning shaft portion 16b is large-sized. The rigidity of the unit support member 3 can be ensured. Since the turning shaft portion 16b and the rotation-allowing support part 4 that supports the turning shaft portion 16b can be easily assembled even if the size thereof is increased, the rigidity of the knuckle 6 can be ensured.
　上下の転舵軸部１６ｂ，１６ｂはそれぞれ回転許容支持部品４，４を介してユニット支持部材３に支持され、各回転許容支持部品４が車輪９のホイール９ａ内に位置するため、転舵軸部がタイヤホイール外に配置される従来構造よりも、転舵軸部１６ｂの中心から車輪９の接地面中心までの距離を確実に短縮でき、車輪９を操舵させる力を低減することができる。したがって、操舵用アクチュエータ５の小型化を図りハブユニット全体の小型化および重量低減を図ることができる。これにより車両の運動性能を高めることができる。 Since the upper and lower steered shaft portions 16b and 16b are supported by the unit support member 3 via the rotation-allowing support parts 4 and 4, respectively, and each rotation-allowing support part 4 is located in the wheel 9a of the wheel 9, the steered shaft The distance from the center of the turning shaft portion 16b to the center of the ground contact surface of the wheel 9 can be reliably shortened and the force for steering the wheel 9 can be reduced as compared with the conventional structure in which the portion is disposed outside the tire wheel. Therefore, the steering actuator 5 can be reduced in size, and the entire hub unit can be reduced in size and weight. Thereby, the motion performance of the vehicle can be enhanced.
　＜他の実施形態について＞
　以下の説明においては、各実施形態で先行して説明している事項に対応している部分には同一の符号を付し、重複する説明を略する。構成の一部のみを説明している場合、構成の他の部分は、特に記載のない限り先行して説明している実施形態と同様とする。同一の構成から同一の作用効果を奏する。各実施形態で具体的に説明している部分の組合せばかりではなく、特に組合せに支障が生じなければ、実施形態同士を部分的に組合せることも可能である。 <About other embodiments>
In the following description, the same reference numerals are given to portions corresponding to the matters described in advance in the respective embodiments, and overlapping descriptions are omitted. When only a part of the configuration is described, the other parts of the configuration are the same as those of the embodiment described above unless otherwise specified. The same effect is obtained from the same configuration. In addition to the combination of parts specifically described in each embodiment, the embodiments may be partially combined as long as the combination does not hinder the combination.
　　［第２実施形態］
　第２実施形態に係る操舵機能付ハブユニット１を図１４ないし図１７と共に説明する。　図１５に示すように、この操舵機能付ハブユニット１は、上下の転舵軸部１６ｂ，１６ｂのうち上側の転舵軸部１６ｂがユニット支持部材本体３Ａに支持され、下側の転舵軸部１６ｂがユニット支持部材結合体３Ｂに支持されている。ユニット支持部材本体３Ａには、上側の転舵軸部１６ｂを支持する支持部３Ａｂがユニット支持部材本体３Ａに一体に設けられている。支持部３Ａｂは、ユニット支持部材本体３Ａの上側のアウトボード側端に設けられている。この支持部３Ａｂに、上側の回転許容支持部品４の外輪外周面を嵌合する嵌合孔３Ａｃが形成されている。 [Second Embodiment]
A steering function-equipped hub unit 1 according to a second embodiment will be described with reference to FIGS. As shown in FIG. 15, in the steering function hub unit 1, the upper turning shaft portion 16b of the upper and lower turning shaft portions 16b, 16b is supported by the unit support member main body 3A, and the lower turning shaft is provided. The part 16b is supported by the unit support member combined body 3B. In the unit support member main body 3A, a support portion 3Ab that supports the upper turning shaft portion 16b is provided integrally with the unit support member main body 3A. The support portion 3Ab is provided at the upper end of the unit support member main body 3A on the outboard side. The support portion 3Ab is formed with a fitting hole 3Ac for fitting the outer ring outer peripheral surface of the upper rotation-allowing support component 4.
　図１４および図１５に示すように、ユニット支持部材結合体３Ｂは、略円筒状の筒状部材３Ｂｂと、この筒状部材３Ｂｂの外周面から半径方向外方に延びるフランジ部３Ｂｃとを有する。図１５～図１７に示すように、ユニット支持部材本体３Ａの下側のアウトボード側端には、筒状部材３Ｂｂの外周面の一部が嵌め込まれる部分的な凹球面状の被結合部３Ａｄが形成されている。この被結合部３Ａｄに、ユニット支持部材結合体３Ｂのフランジ部３Ｂｃを介して複数のボルト３５が螺合可能である。 As shown in FIGS. 14 and 15, the unit support member assembly 3B includes a substantially cylindrical tubular member 3Bb and a flange portion 3Bc extending outward in the radial direction from the outer peripheral surface of the tubular member 3Bb. As shown in FIGS. 15 to 17, a partially concave spherical coupled portion 3Ad into which a part of the outer peripheral surface of the cylindrical member 3Bb is fitted at the lower end of the unit support member main body 3A on the outboard side. Is formed. A plurality of bolts 35 can be screwed to the coupled portion 3Ad via the flange portion 3Bc of the unit support member coupled body 3B.
　＜組立＞
　図１５に示すように、ユニット支持部材３およびハブユニット本体２を組立てる際、先ず、ハブベアリング１５（ブレーキキャリパ取付部２２は除く）およびアウターリングを、転舵軸部１６ｂがＺ方向に対し傾けた状態でユニット支持部材本体３Ａに組み付ける。つまりユニット支持部材本体３Ａにおける上側の支持部３Ａｂの嵌合孔３Ａｃに、上側の転舵軸部１６ｂを収容する。次に、ブレーキキャリパ取付部２２をＹ方向に動かしハブベアリング１５に対しボルト３４による締結を行う。最後に、ユニット支持部材本体３Ａの下側の被結合部３Ａｄに対し、ユニット支持部材結合体３ＢをＺ方向から組み付けボルト結合した後、回転許容支持部品４および押圧部材２４をＺ方向からボルト２３による締結により組付ける。この第２の実施形態においても、上下の転舵軸部１６ｂ，１６ｂはそれぞれ回転許容支持部品４，４を介してユニット支持部材３に支持され、各回転許容支持部品４が車輪９のホイール９ａ（図１）内に位置する。 <Assembly>
As shown in FIG. 15, when the unit support member 3 and the hub unit main body 2 are assembled, first, the hub bearing 15 (excluding the brake caliper mounting portion 22) and the outer ring are tilted with respect to the Z direction. In this state, it is assembled to the unit support member body 3A. That is, the upper turning shaft portion 16b is accommodated in the fitting hole 3Ac of the upper support portion 3Ab in the unit support member main body 3A. Next, the brake caliper mounting portion 22 is moved in the Y direction to fasten the hub bearing 15 with the bolt 34. Finally, after the unit support member assembly 3B is assembled and bolted from the Z direction to the lower coupled portion 3Ad on the lower side of the unit support member main body 3A, the rotation-allowing support component 4 and the pressing member 24 are bolted 23 from the Z direction. Assemble by fastening. Also in the second embodiment, the upper and lower steered shaft portions 16b and 16b are supported by the unit support member 3 via the rotation allowable support components 4 and 4, respectively, and each rotation allowable support component 4 is the wheel 9a of the wheel 9. (FIG. 1).
　第２実施形態の操舵機能付ハブユニット１によると、上側の転舵軸部１６ｂがユニット支持部材本体３Ａに支持され、下側の転舵軸部１６ｂがユニット支持部材結合体３Ｂに支持されたため、第１の実施形態のようにユニット支持部材が転舵軸心を含む平面で分割された構造等よりも、ユニット支持部材３の剛性を高めることが可能となる。 According to the hub unit 1 with a steering function of the second embodiment, the upper turning shaft portion 16b is supported by the unit support member main body 3A, and the lower turning shaft portion 16b is supported by the unit support member combined body 3B. The rigidity of the unit support member 3 can be increased compared to the structure in which the unit support member is divided by a plane including the turning axis as in the first embodiment.
　また、ユニット支持部材本体３Ａには、上側の転舵軸部１６ｂを支持する支持部３Ａｂがユニット支持部材本体３Ａに一体に設けられているため、タイヤが段差等に乗り上げたときに受ける荷重は、上下の転舵軸部１６ｂ，１６ｂをそれぞれ支持する軸受を介して、ボルト等の締結部品ではなくユニット支持部材本体３Ａに直接作用する。したがって、ハブユニット全体の剛性を高め得る。特に、このユニット支持部材本体３Ａが足回りフレーム部品であるナックル６と一体に設けられている場合、ユニット支持部材３の剛性をさらに高めることができる。 Further, since the unit support member main body 3A is integrally provided with the unit support member main body 3A with the support portion 3Ab for supporting the upper turning shaft portion 16b, the load received when the tire rides on a step or the like is It acts directly on the unit support member main body 3A rather than a fastening part such as a bolt via bearings that respectively support the upper and lower steered shaft portions 16b and 16b. Therefore, the rigidity of the entire hub unit can be increased. In particular, when the unit support member main body 3A is provided integrally with the knuckle 6 which is a suspension frame part, the rigidity of the unit support member 3 can be further increased.
　他の実施形態として、下側の転舵軸部１６ｂがユニット支持部材本体３Ａに支持され、上側の転舵軸部１６ｂがユニット支持部材結合体３Ｂに支持されてもよい。この場合、下側の転舵軸部を支持する支持部がユニット支持部材本体に一体に設けられ、ユニット支持部材本体に対し、上側のユニット支持部材結合体が着脱自在に構成される。その他の実施形態として、ユニット支持部材３を、足回りフレーム部品に別体に構成し、この足回りフレーム部品にユニット支持部材３を着脱自在に設けてもよい。 As another embodiment, the lower turning shaft portion 16b may be supported by the unit support member body 3A, and the upper turning shaft portion 16b may be supported by the unit support member combination 3B. In this case, a support portion that supports the lower turning shaft portion is provided integrally with the unit support member body, and the upper unit support member assembly is detachably configured with respect to the unit support member body. As another embodiment, the unit support member 3 may be configured separately from the underbody frame part, and the unit support member 3 may be detachably provided on the underbody frame part.
　＜非操舵輪への適用について＞
　この操舵機能付ハブユニット１は、非操舵輪に対して用いてもよい。例えば、図１８に示すように、前輪操舵の車両において、後輪９Ｒを支持する懸架装置１２Ｒの車輪用軸受設置部となる足回りフレーム部品６Ｒに設定し、後輪操舵に用いてもよい。その他図１９に示すように、操舵機能付ハブユニット１を、操舵輪である左右の前輪９Ｆ，９Ｆおよび非操舵輪である左右の後輪９Ｒ，９Ｒにそれぞれ用いてもよい。 <Application to non-steering wheels>
The hub unit 1 with a steering function may be used for non-steered wheels. For example, as shown in FIG. 18, in a front wheel steering vehicle, the suspension frame part 6 </ b> R serving as the wheel bearing installation portion of the suspension device 12 </ b> R that supports the rear wheel 9 </ b> R may be set and used for rear wheel steering. In addition, as shown in FIG. 19, the hub unit 1 with a steering function may be used for the left and right front wheels 9F and 9F as steering wheels and the left and right rear wheels 9R and 9R as non-steering wheels, respectively.
　＜操舵システムについて＞
　図３に示すように、この操舵システムは、いずれかの実施形態に係る操舵機能付ハブユニット１と、この操舵機能付ハブユニット１の操舵用アクチュエータ５を制御する制御装置２９とを備える。制御装置２９は、補助操舵制御部３０と、アクチュエータ駆動制御部３１とを有する。補助操舵制御部３０は、上位制御部３２から与えられた補助操舵角指令信号（操舵角指令信号）ｅに応じた電流指令信号ｆを出力する。 <About the steering system>
As shown in FIG. 3, the steering system includes the hub unit 1 with a steering function according to any of the embodiments, and a control device 29 that controls the steering actuator 5 of the hub unit 1 with the steering function. The control device 29 includes an auxiliary steering control unit 30 and an actuator drive control unit 31. The auxiliary steering control unit 30 outputs a current command signal f corresponding to the auxiliary steering angle command signal (steering angle command signal) e given from the host control unit 32.
　前記上位制御部３２は補助操舵制御部３０の上位の制御手段であり、この上位制御部３２として、例えば、車両全般を制御する電気制御ユニット（Vehicle Control Unit,略称ＶＣＵ）が適用される。アクチュエータ駆動制御部３１は、補助操舵制御部３０から入力された電流指令信号ｆに応じた駆動電流ｇを出力して操舵用アクチュエータ５を駆動制御する。アクチュエータ駆動制御部３１は、モータ２６のコイルに供給する電力を制御する。このアクチュエータ駆動制御部３１は、例えば、図示しないスイッチ素子を用いたハーフブリッジ回路を構成し、前記スイッチ素子のＯＮ－ＯＦＦデューティ比によりモータ印加電圧を決定するＰＷＭ制御を行う。これにより、運転者のハンドル操作による操舵に付加して、車輪を微小に角度変化することができる。直線走行時にも、それぞれの場面に合わせてトー角の量を調整し得る。 The upper control unit 32 is an upper control unit of the auxiliary steering control unit 30, and an electric control unit (Vehicle Control Unit, abbreviated as VCU) for controlling the entire vehicle is applied as the upper control unit 32, for example. The actuator drive control unit 31 drives and controls the steering actuator 5 by outputting a drive current g corresponding to the current command signal f input from the auxiliary steering control unit 30. The actuator drive control unit 31 controls the power supplied to the coil of the motor 26. The actuator drive control unit 31 configures, for example, a half bridge circuit using a switch element (not shown), and performs PWM control for determining a motor applied voltage based on the ON-OFF duty ratio of the switch element. Thereby, in addition to steering by the driver's steering wheel operation, the angle of the wheel can be minutely changed. Even when running straight, the amount of toe angle can be adjusted to suit each scene.
　以上のとおり、図面を参照しながら好適な実施形態を説明したが、当業者であれば、本件明細書を見て、自明な範囲内で種々の変更および修正を容易に想定するであろう。したがって、そのような変更および修正は、請求の範囲から定まる発明の範囲内のものと解釈される。 As described above, the preferred embodiments have been described with reference to the drawings. However, those skilled in the art will readily assume various changes and modifications within the obvious scope by looking at the present specification. Accordingly, such changes and modifications are to be construed as within the scope of the invention as defined by the appended claims.
　１…操舵機能付ハブユニット、２…ハブユニット本体、３…ユニット支持部材、３Ａ…ユニット支持部材本体、３Ａｂ…支持部、３Ｂ…ユニット支持部材結合体、４…回転許容支持部品（軸受）、５…操舵用アクチュエータ、６…ナックル（足回りフレーム部品）、６Ｒ…足回りフレーム部品、９…車輪、９ａ…ホイール、９Ｆ…前輪、９Ｒ…後輪、１２，１２Ｒ…懸架装置、１５…ハブベアリング、１６ｂ…転舵軸部、１９…外輪（固定輪）、２９…制御装置、３０…補助操舵制御部、３１…アクチュエータ駆動制御部 DESCRIPTION OF SYMBOLS 1 ... Steering function hub unit, 2 ... Hub unit main body, 3 ... Unit support member, 3A ... Unit support member main body, 3Ab ... Support part, 3B ... Unit support member coupling body, 4 ... Rotation permission support component (bearing), 5 ... Steering actuator, 6 ... Knuckle (suspension frame component), 6R ... Suspension frame component, 9 ... Wheel, 9a ... Wheel, 9F ... Front wheel, 9R ... Rear wheel, 12, 12R ... Suspension device, 15 ... Hub Bearings, 16b ... steering shafts, 19 ... outer wheels (fixed wheels), 29 ... control devices, 30 ... auxiliary steering control units, 31 ... actuator drive control units

Claims (6)

  1. 　車輪を支持するハブベアリングおよびこのハブベアリングの固定輪の外周から上下にそれぞれ突出する転舵軸部を有するハブユニット本体と、
    　懸架装置の足回りフレーム部品に設けられ、前記ハブユニット本体を上下の前記転舵軸部の転舵軸心回りに回転自在に支持するユニット支持部材と、
    　前記ハブユニット本体を前記転舵軸心回りに回転駆動させる操舵用アクチュエータと、を備え、
    　前記ユニット支持部材は、
    　前記足回りフレーム部品と一体または別体に設けられて前記ハブユニット本体を組込み離脱自在な状態に、前記転舵軸部の一部分を残して支持するユニット支持部材本体と、
    　このユニット支持部材本体に結合されて前記転舵軸部の前記一部分である残り部分を支持し、前記ハブユニット本体が前記ユニット支持部材から離脱することを阻止するユニット支持部材結合体と、に分割された操舵機能付ハブユニット。     A hub unit main body having a hub bearing that supports the wheel and a steered shaft that protrudes up and down from the outer periphery of the fixed wheel of the hub bearing;
    A unit support member that is provided on a suspension frame part of the suspension device, and that supports the hub unit main body so as to be rotatable about the turning axis of the upper and lower turning shafts;
    A steering actuator for rotating the hub unit body about the turning axis, and
    The unit support member is
    A unit support member main body that is provided integrally or separately with the underbody frame component, and that supports the hub unit main body in a state in which the hub unit main body can be assembled and detached, leaving a part of the steered shaft portion;
    Divided into a unit support member assembly that is coupled to the unit support member main body, supports the remaining portion of the steered shaft portion, and prevents the hub unit main body from being detached from the unit support member. Hub unit with steering function.
  2. 　請求項１に記載の操舵機能付ハブユニットにおいて、上下の前記転舵軸部はそれぞれ軸受を介して前記ユニット支持部材に支持され、前記各軸受が前記車輪のホイール内に位置する操舵機能付ハブユニット。 The hub unit with a steering function according to claim 1, wherein the upper and lower turning shaft portions are respectively supported by the unit support member via bearings, and each of the bearings is located in a wheel of the wheel. unit.
  3. 　請求項１または請求項２に記載の操舵機能付ハブユニットにおいて、上下の前記転舵軸部のいずれか一方の転舵軸部が前記ユニット支持部材本体に支持され、他方の転舵軸部が前記ユニット支持部材結合体に支持された操舵機能付ハブユニット。 The hub unit with a steering function according to claim 1 or 2, wherein any one of the upper and lower turning shaft portions is supported by the unit support member main body, and the other turning shaft portion is supported. A hub unit with a steering function supported by the unit support member combined body.
  4. 　請求項３に記載の操舵機能付ハブユニットにおいて、前記ユニット支持部材本体には、上側の転舵軸部を支持する支持部が前記ユニット支持部材本体に一体に設けられている操舵機能付ハブユニット。 4. The hub unit with a steering function according to claim 3, wherein the unit support member main body is integrally provided with a support portion for supporting the upper turning shaft portion on the unit support member main body. .
  5. 　請求項１ないし請求項４のいずれか１項に記載の操舵機能付ハブユニットと、この操舵機能付ハブユニットの操舵用アクチュエータを制御する制御装置とを備えた操舵システムであって、前記制御装置は、与えられた操舵角指令信号に応じた電流指令信号を出力する補助操舵制御部と、この補助操舵制御部から入力された電流指令信号に応じた駆動電流を出力して前記操舵用アクチュエータを駆動制御するアクチュエータ駆動制御部とを有する操舵システム。 A steering system comprising: the hub unit with a steering function according to any one of claims 1 to 4; and a control device that controls a steering actuator of the hub unit with a steering function. Auxiliary steering control unit that outputs a current command signal according to a given steering angle command signal, and a driving current according to the current command signal input from the auxiliary steering control unit to output the steering actuator A steering system having an actuator drive control unit for drive control.
  6. 　請求項１ないし請求項４のいずれか１項に記載の操舵機能付ハブユニットを用いて前輪および後輪のいずれか一方または両方が支持された車両。 A vehicle in which one or both of the front wheels and the rear wheels are supported by using the steering function-equipped hub unit according to any one of claims 1 to 4.
PCT/JP2019/012727 2018-03-27 2019-03-26 Hub unit having steering function and vehicle equipped with same WO2019189102A1 (en)

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JP2014061744A (en) * 2012-09-20 2014-04-10 Jtekt Corp Steering device and vehicle
JP2018024284A (en) * 2016-08-08 2018-02-15 株式会社豊田中央研究所 Steer-by-wire type steering device

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JPH08142895A (en) * 1994-11-28 1996-06-04 Toyo Umpanki Co Ltd Axle device
DE102012206337A1 (en) * 2012-04-18 2013-10-24 Schaeffler Technologies AG & Co. KG Wheel suspension device for use in two-lane vehicle to actively adjust camber and/or track of wheel bearing of wheel axle, has adjusting device adjusting displacement between bearing and wheel and connected with adjustable housing
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JP2018024284A (en) * 2016-08-08 2018-02-15 株式会社豊田中央研究所 Steer-by-wire type steering device

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Publication number Priority date Publication date Assignee Title
WO2021182312A1 (en) * 2020-03-10 2021-09-16 Ntn株式会社 Hub unit having steering function, and vehicle equipped with same
JP2021142767A (en) * 2020-03-10 2021-09-24 Ntn株式会社 Steering function-equipped hub unit and vehicle including the same
CN115243958A (en) * 2020-03-10 2022-10-25 Ntn株式会社 Hub unit with steering function and vehicle with hub unit
JP7320468B2 (en) 2020-03-10 2023-08-03 Ntn株式会社 HUB UNIT WITH STEERING FUNCTION AND VEHICLE INCLUDING THE SAME
US11851123B2 (en) 2020-03-10 2023-12-26 Ntn Corporation Hub unit having steering function, and vehicle equipped with same

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