JP7352174B2 - vehicle height adjustment device - Google Patents

Description

The present invention relates to a vehicle height adjusting device that adjusts vehicle height by driving a part of a vehicle's suspension.

Conventionally, as such a vehicle height adjustment device, there is one described in, for example, the following Patent Document 1 (see paragraphs [0035] to [0041] and FIG. 2, etc.).

This technology includes a vehicle height adjustment actuator that adjusts the height of a vehicle, and an alignment adjustment actuator that adjusts wheel alignment. The vehicle further includes a drive means for operating each of these actuators, a vehicle height detection means for detecting the vehicle height of the vehicle, and a control means for controlling wheel alignment based on vehicle height information from the vehicle height detection means. ing. In particular, the alignment adjustment actuator includes a hydraulically driven camber adjustment link provided on the upper link of the suspension, and a similarly hydraulically driven caster/toe adjustment link provided on the lower link.

In this device, when changing the vehicle height from Lo vehicle height to Hi vehicle height when driving on a rough road, for example, the vehicle height of the front and rear wheels is raised by the hydraulic pump. When the vehicle height is changed to Hi, the mounting points of the left and right front and rear suspension links on the vehicle body side are raised, the posture of each wheel changes in the positive camber direction, and the caster angle and toe angle change accordingly.

Therefore, in order to eliminate this change, information from the vehicle height sensor is input to the controller, and the camber adjustment link and caster/toe adjustment link are telescopically driven to adjust the camber angle and caster/toe angle of the front, rear, left and right wheels to appropriate values. be adjusted.

Japanese Patent Application Publication No. 9-71115

In the vehicle height adjustment device of Patent Document 1, in addition to a vehicle height adjustment actuator that adjusts the height of each wheel of the vehicle, an alignment adjustment actuator that corrects changes in caster/toe angle, etc. after vehicle height adjustment is provided. Required for each wheel. Therefore, it is necessary to secure a space in particular for installing the alignment adjustment actuator, which causes problems such as the interior space of the vehicle being reduced accordingly.

Furthermore, control software for operating the alignment adjustment actuator is required, which complicates the vehicle height adjustment device and increases costs.

As described above, there are various points that need to be improved in conventional vehicle height adjustment devices, and there has been a need for a simple and compact vehicle height adjustment device that can automatically adjust alignment when changing vehicle height. .

(Characteristic configuration)
The characteristic configuration of the vehicle height adjustment device according to the present invention is as follows:
A housing that is installed at the wheel side base of a vehicle side base and a wheel side base that constitute a suspension of a vehicle, and whose relative height with the wheel side base changes;
a vehicle height adjustment section that is provided on the housing and changes the height of the housing with respect to the wheel side base;
a drive motor that drives the vehicle height adjustment section;
A control unit that controls a driving mode of the drive motor,
The housing is connected to the knuckle through an engaging portion so as to be linked to changes in the steering angle of the knuckle that holds the wheel of the vehicle,
The present invention includes a toe angle adjusting member that connects a part of the steering member of the vehicle and the housing.

(effect)
By connecting the housing that adjusts the vehicle height and a part of the steering member of the vehicle with the toe angle adjustment member as in this configuration, when the height of the housing is changed during vehicle height adjustment, the toe angle adjustment member The relative attitude of the vehicle to the vehicle changes. As a result, the housing rotates around the axis along the vertical direction of the housing. By appropriately setting the mounting position of the toe angle adjustment member with respect to the steering member in consideration of the change in the attitude of the housing, it is possible to offset the toe angle of the wheel that changes when adjusting the vehicle height or to reduce the change in the toe angle. Therefore, by providing the toe angle adjustment member having this configuration, it is possible to obtain a vehicle height adjustment device that automatically corrects changes in toe angle during vehicle height adjustment without complicating the suspension structure.

(Characteristic configuration)
In the vehicle height adjustment device of this configuration, the angle between the axis of the toe angle adjustment member and the telescopic axis of the suspension when viewed in the front-rear direction of the vehicle is determined by the angle between the toe angle adjustment member and the wheel of the suspension. For the intersection angle between the region including the base,
A reference vehicle height state in which the height of the housing relative to the wheel side base is set to a reference vehicle height, and a Hi vehicle height state in which the height of the housing relative to the wheel side base is set to a Hi vehicle height higher than the reference vehicle height. When comparing the state and
The reference intersection angle in the reference vehicle height state is 90 degrees or less, the intersection angle in the high vehicle height state is set smaller than the reference intersection angle, and when the vehicle sinks, the wheels It is advantageous if the toe angle is adjusted outwardly.

(effect)
Some vehicle suspensions change the toe angle of the wheels toward the IN side when the vehicle height adjustment section sets the vehicle height to a Hi vehicle height state. In this case, at the moment when the vehicle shifts from the state of traveling straight in the Hi vehicle height state to the turning state, the toe angle of the front wheel on the outside of the turning state is in the IN state. However, since understeer characteristics are normally required during turning, such an IN condition needs to be corrected.

In this configuration, the relative posture between the toe angle adjustment member and the suspension is made different when the vehicle height setting by the vehicle height adjustment section is in the reference vehicle height state and when the vehicle height setting is in the Hi vehicle height state. As a result, especially when the vehicle sinks and the wheels approach the vehicle body, the difference between the rocking locus of the toe angle adjustment member in the Hi vehicle height state and the direction in which the housing is moving increases, causing the toe angle to move toward the OUT side. The effect of automatic adjustment increases. Therefore, regardless of the vehicle height condition determined by the vehicle height adjustment section, the steering characteristics can be stabilized, especially during cornering.

(Characteristic configuration)
In the vehicle height adjustment device of this configuration, the toe angle adjustment member can be provided on each of the wheels of the vehicle.

(effect)
For example, each wheel of a four-wheeled vehicle moves up and down independently when the vehicle travels on an uneven road surface or around a curve. In this case, the toe angle of each wheel is adjusted in a predetermined manner so that the running condition of the vehicle is stabilized. When the vehicle height is lowered, the toe angle of the outer front wheel in the turning direction is adjusted outward to achieve understeer when driving around a curve. When adjusting the outer rear wheel in the turning direction, adjust the toe angle inward while lowering the vehicle height.

As described above, since the lifting and lowering operations of each wheel are naturally different, in this configuration, toe angle adjusting members are provided on each of the front, rear, left and right wheels. Thereby, it is possible to obtain a vehicle height adjustment device that makes the running condition more stable regardless of the height adjustment.

An explanatory diagram showing the configuration of a vehicle height adjustment device according to the first embodiment An explanatory diagram showing the configuration of main parts of the vehicle height adjustment device according to the first embodiment An explanatory diagram showing the operation mode of the vehicle height adjustment device according to the first embodiment Explanatory diagram showing the amount of toe angle adjustment during bounce Explanatory diagram showing the amount of toe angle change due to vehicle height adjustment An explanatory diagram showing the configuration of a vehicle height adjustment device according to a second embodiment

[First embodiment]
(Overall overview)
1 to 3 show a vehicle height adjustment device U according to a first embodiment of the present invention and its operation mode. FIG. 1 shows, for example, a strut-type suspension S provided in a vehicle B, and particularly shows a front suspension. The front suspension has a vehicle side base S1 connected to the vehicle B side and a wheel side base S2 connected to the wheel W side.

The vehicle height adjustment device U of this embodiment is installed at a wheel side base S2 that moves up and down with the wheels W with respect to the vehicle B. The wheel side base S2 is a lower portion of the shock absorber A in this embodiment. The wheel side base S2 is fixed to a knuckle N that supports the wheel W using a fastening member N1 such as a bolt.

As shown in FIG. 1, a joint N2 composed of a ball joint or the like is provided at the lower part of the knuckle N, and a lower arm LA extending from the vehicle B is connected to this joint N2. The knuckle N is rotatable with respect to the rod A1 of the shock absorber A together with the wheel side base S2. These configurations allow the knuckle N to rotate, for example, around the axis X1 of the rod A1.

[Vehicle height adjustment device]
As shown in FIGS. 1 and 2, a vehicle height adjustment device U is attached to the wheel side base S2 of the shock absorber A. The vehicle height adjustment device U has a substantially cylindrical configuration so that it can be retrofitted while being inserted onto the wheel side base S2. In this embodiment, each wheel W is provided with such a vehicle height adjustment device U.

As shown in FIG. 2, the vehicle height adjustment device U includes a vehicle height adjustment section U1 inside the housing 1 that changes the height of the housing 1 with respect to the wheel side base S2 of the shock absorber A. A drive motor 2 for driving the vehicle height adjustment section U1 is provided externally. In addition, a control section 3 for controlling the drive mode of the drive motor 2 is provided inside and outside the housing 1 or at another location of the vehicle B.

A sleeve 4, a male threaded portion 5, and a rail 6 are fitted onto the wheel side base S2, and the first flange portion 4a provided at the lower end of the sleeve 4 and the upper end of the male threaded portion 5 are screwed onto the outer surface of the sleeve 4. The male threaded portion 5 and the rail 6 are fixed to the sleeve 4 with a fixing nut 7. A second flange portion 4b projecting toward the center is provided at the upper end of the sleeve 4, and comes into contact with the upper surface of the wheel side base portion S2. The sleeve 4 is urged downward by the coil spring 8 via the spring receiver 9, the housing 1, etc., and the second flange portion 4b is pressed against the wheel side base portion S2, so that the position of the sleeve 4 is fixed. A flexible dust cover 10 is provided between the upper and lower ends of the housing 1 and the sleeve 4.

A frame member 12 is rotatably supported in the housing 1 via a bearing 11, and a female threaded portion 12a formed on the inner surface of this frame member 12 is screwed into a male threaded portion 5. The frame member 12 supports the housing 1, and by rotating the frame member 12 in forward and reverse directions by the drive motor 2, the housing 1 is raised and lowered relative to the sleeve 4, and the height of the vehicle B is adjusted.

A cutout 1a is provided in the lower part of the housing 1. The notch 1a is arranged so as to straddle the rail 6 provided on the wheel side base S2, and prevents the housing 1 from rotating with respect to the wheel side base S2 when changing the vehicle height. This notch 1a and the rail 6 serve as an engaging portion for integrally rotating the housing 1 and the knuckle N. Note that rotation of the housing 1 is normally restricted by the frictional force between the coil spring 8 to which the vehicle weight is transmitted and the spring receiver 9.

〔clutch〕
A clutch C is provided between the drive motor 2 and the block member 12. This clutch C transmits the driving force of the drive motor 2 to the frame member 12 to enable vehicle height adjustment, while preventing the rotation of the frame member 12 in response to a reverse input of vehicle weight.

The clutch C includes a pawl member C1 that engages with the output shaft 2a of the drive motor 2, a cup-shaped case C2 that the pawl member C1 engages with, a coiled spring C3 provided inside the case C2, and a housing. 1, the coil spring C3 is provided with a cylindrical contact portion C4 that abuts and separates from each other in a wound state. The contact portion C4 is formed coaxially with the rotation axis X2 of the claw member C1.

A first gear C21 is provided on the outer periphery of the case C2. This first gear C21 engages with a second gear 121 provided on the outer periphery of the block member 12. A coiled spring C3 is installed inside the case C2, and a cylindrical contact portion C4 extending from the housing 1 is provided inside the case C2 between the coiled spring C3 and the inner peripheral surface of the case C2. is placed with it inserted.

A shaft portion C5 extends from the housing 1, passes through the case C2, and is inserted into the upper surface of the claw member C1.

The claw member C1 has a claw portion C12 that projects toward the case C2. The claw portion C12 penetrates the bottom surface of the case C2 and enters the inside of the case C2. When the drive motor 2 is rotated, the case C2 rotates forward and backward via the claw portion C12.

When the claw portion C12 rotates in the forward or reverse direction, the claw portion C12 pushes one of the locking portions C31 formed at both ends of the coiled spring C3 and bent inward in the radial direction. The claw portion C12 is located between the two locking portions C31. When the coil spring C3 is not rotated, the coil spring C3 expands in diameter to return to its natural state and comes into contact with the inner surface of the contact portion C4.

When the claw portion C12 is rotated in any direction by the drive motor 2, one of the locking portions C31 of the coiled spring C3 is pushed. In either case, the contact force of the coil spring C3 against the contact portion C4 decreases, the coil spring C3 begins to slide against the contact portion C4, and the claw portion C12 rotates the coil spring C3 and the case C2 together.

On the other hand, when the drive of the drive motor 2 is finished and the load of the vehicle B acts on the frame member 12 as a reverse input, the acting portion C6, which is integrally formed to protrude from the bottom surface of the case C2, is activated by either one of the coiled springs C3. Press the locking part C31. Since this pressing direction is opposite to the pushing direction by the claw portion C12, the coil spring C3 expands in diameter, and the coil spring C3 strongly contacts the contact portion C4, thereby preventing rotation of the block member 12. Thereby, the housing 1 is held at a constant height with respect to the male threaded portion 5.

[Toe angle adjustment member]
In the vehicle height adjustment device U of this embodiment, the toe angle γ (see FIG. 5) of the wheel W is automatically adjusted when adjusting the vehicle height. For this purpose, for example, a toe angle adjusting member T having a function of a tie rod, which is a part of a steering member constituting a steering mechanism provided in the vehicle B, is connected to the housing 1. The toe angle adjusting member T is a rod-shaped member as shown in FIGS. 1 and 2, and has a first end La connected to the first connecting portion J1 at the end of the steering member, and a second connecting portion of the housing 1. and a second end Lb attached to J2. The second connecting portion J2 is, for example, a ball joint extending rearward from the side surface of the housing 1.

FIGS. 3(a) and 3(b) show, for example, the manner in which the vehicle height of the right front wheel WR of vehicle B is changed from the intermediate reference vehicle height (displayed by a solid line) to the Hi vehicle height (displayed by a dashed-dotted line). . 3(a) shows a state in which the suspension S is seen from the rear to the front along the traveling direction of the vehicle B, and FIG. 3(b) shows a planar state in which the suspension S is seen in the vertical direction.

In a general vehicle B, when the vehicle height changes while the vehicle is running, the toe angle γ also changes as shown in FIG. For example, if the toe angle γ is zero when the vehicle height is at the central reference vehicle height in FIG. 5, the toe angle γ often changes outward at Lo vehicle height. For example, when driving around a corner, the apparent load on the outer front wheels increases and the vehicle height decreases, so the toe angle γ is changed outward in order to make the steering characteristics understeer.

When the vehicle height adjustment device U of this configuration is incorporated into the suspension S set in this way, when the vehicle height is changed in a stationary state, the toe angle γ changes somewhat outward or inward. For example, as shown in FIG. 3(a), when changing from the standard vehicle height state indicated by the solid line to the Hi vehicle height state indicated by the dashed line, the height position of the housing 1 does not change, and the height position of the shock absorber A changes. A wheel side base S2 protrudes downward from the housing 1. Along with this, the joint N2 moves downward, and the lower arm LA swings downward about the third connecting portion J3 of the vehicle B. As a result, the axis XL of the shock absorber A, which was in the standard vehicle height state, changes to the axis XH, which is closer to the vertical direction.

As a result, when the vehicle is displaced to the Hi vehicle height state, the second connecting portion J2 tends to be drawn toward the vehicle B side as the axis XL of the shock absorber A changes in attitude. However, since the length of the toe angle adjustment member T remains unchanged, a reaction force F1 is generated against the second connection part J2, as shown in FIG. 3(b), and the second connection part J2 approaches the vehicle B. This will be prevented. As a result, only the main body of the shock absorber A approaches the vehicle B, and the direction of the wheels W changes inward. Although not shown in the drawings, when the vehicle height is changed to Lo, the direction of the wheels W changes inward.

However, the change in the toe angle γ caused by a change in vehicle height when the vehicle is not running only slightly changes the left and right wheels W at the same time. There isn't. However, in a situation where a load is applied to one of the left and right wheels W, such as when the vehicle is turning, the suspension S needs to be set so that the toe angle γ changes appropriately.

The direction in which the toe angle γ changes when the vehicle height adjustment device U adjusts the vehicle height can be changed depending on the manner in which the toe angle adjustment member T is attached. In the example shown in FIGS. 1 to 3, the second connecting portion J2 extends rearward from the housing 1, but on the contrary, by extending the second connecting portion J2 forward from the housing 1, the vehicle The direction of rotation of the housing 1 during high adjustment is reversed. As a result, the direction of change of the toe angle γ is also reversed, with the toe angle γ pointing outward when the vehicle is at a Hi vehicle height and becoming inward when the vehicle is at a Lo vehicle height.

[Toe angle adjustment due to the expansion and contraction of the coil spring while driving]
In the example of FIG. 5, for example, when the load on the wheels W is removed and the vehicle height becomes Hi, the toe angle γ changes to the IN side. Also in the suspension S of this embodiment shown in FIG. 3, the wheels W change to the IN side when changing to the Hi vehicle height state.

In other words, when the suspension S shown in FIG. 3 is in the Hi vehicle height state, the steering feels less strange when the vehicle is traveling straight. However, when the vehicle transitions to cornering, the toe angle γ will deviate too much from the appropriate state to the IN side, and there is a possibility that the steering feeling will be different from at least the standard vehicle height state. . This strange feeling in the steering becomes more pronounced as the turning radius becomes smaller and the vehicle body sinks more.

In order to solve this problem, the suspension S of this embodiment automatically adjusts the toe angle γ according to changes in vehicle height while driving.In particular, when comparing the standard vehicle height state and the Hi vehicle height state, It is set so that the amount of adjustment in the vehicle height state is large.

Specifically, as shown in FIG. 3, the intersection angle between the axis of the toe angle adjusting member T and the axes XL and XH along which the suspension S expands and contracts is appropriately set when the vehicle B is viewed in the longitudinal direction. Regarding the intersection angle sandwiched between the toe angle adjustment member T and the region including the wheel side base S2 of the suspension S, the reference intersection angle α is the one in the stationary state at the standard vehicle height state, and the one in the stationary state at the Hi vehicle height state. Let the angle of intersection be β. In this embodiment, the reference intersection angle α is set to approximately 90 degrees, and the intersection angle β is set to a value smaller than the reference intersection angle α.

When the wheels W move up and down during running, the housing 1 also moves up and down together. This vertical direction is different between the reference vehicle height state and the Hi vehicle height state. In other words, when the vehicle is in the Hi vehicle height state, the vehicle moves in a direction that is more vertical. However, when the vehicle is in a stationary state, the position of the second connection portion J2 is the same in both the standard vehicle height state and the Hi vehicle height state. Therefore, for example, when the vehicle B sinks, the shock absorber A contracts, and the housing 1 approaches the vehicle side base S1, the second connection part J2 is in the Hi vehicle height state as shown in FIG. It deviates to the outside of vehicle B.

FIG. 4 schematically shows this situation. For example, the position of the second connecting portion J2 when the vehicle B is traveling straight is assumed to be J20. After this, when the vehicle B starts turning and the wheels W rise, the second connecting portion J2 moves on the rotational arc of the toe angle adjusting member T and reaches J21.

On the other hand, when the suspension S is in the standard vehicle height state, the housing 1 at the position J20 attempts to move to the position J2L along the solid line (axis center XL) when the wheel W rises. On the other hand, when the suspension S is in the Hi vehicle height state, the housing 1 attempts to move to the position J2H along the dashed line (axis center XH) when the wheel W rises. In this manner, when the wheels W are raised and the vehicle is in the Hi vehicle height state, the deviation between the movement locus of the second connection portion J2 and the direction in which the housing 1 is desired to move becomes large. That is, the housing 1 rises while being twisted around the axes XL and XH of the suspension S. As a result, the wheels W are turned outward, and the toe angle γ is adjusted in the OUT direction.

The degree of adjustment of the toe angle γ due to the vertical movement of the wheel W can be changed by appropriately setting the mounting state of the toe angle adjusting member T. For example, by providing the first connecting portion J1 of the toe angle adjusting member T shown in FIG. 3(a) at a position as far away from the second connecting portion J2 as possible, the toe angle adjusting member T changes in posture are reduced. In other words, horizontal movement of the second connecting portion J2 due to a change in the inclination of the toe angle adjusting member T is reduced. Therefore, the only factor that affects the adjustment of the toe angle γ is the amount of horizontal movement of the second connecting portion J2 due to the vertical movement of the housing 1, so that changes in the toe angle γ can be reduced.

Furthermore, in this embodiment, the reference crossing angle α in the standard vehicle height state is set to 90 degrees, but while maintaining the crossing angle β in the stationary state in the Hi vehicle height state to be smaller than the standard crossing angle α, It is also possible to set the reference intersection angle α to be smaller than 90 degrees. Even with this setting, the amount of automatic adjustment of toe angle γ toward the OUT side, especially when vehicle B bounces, will be greater when it is in the Hi vehicle height state, so it is important to change to the Hi vehicle height state. It is possible to effectively correct the change in the toe angle γ toward the IN side due to the change in the toe angle γ.

In the description so far, an example has been shown in which the toe angle γ is automatically adjusted to the OUT side when the coil spring 8 is compressed, in order to provide understeer characteristics particularly during cornering. However, in the configuration shown in FIGS. 3 and 4, when the load of the wheel W is removed and the toe angle adjusting member T swings downward, the following behavior is exhibited.

Referring to FIG. 4, when the vehicle height setting is in the standard vehicle height state, the direction in which the toe angle adjustment member T extends and the direction in which the housing 1 moves are 90 degrees. Therefore, as the wheel W descends, the second connecting portion J2 moves downwardly and inwardly on an arc from the position J20, and the amount of displacement from the descending direction of the housing 1 (axis XL in FIG. 4) increases. Therefore, torsion of the housing 1 occurs, and the toe angle γ of the wheel W is automatically adjusted to the OUT side. This adjustment direction is opposite to the direction in which the toe angle γ changes when the load on the wheel W is released in a normal suspension. However, the evaluation of the steering performance when the load on the wheels W is removed is less important than the evaluation when the load increases, and even with this configuration, no particular inconvenience occurs.

On the other hand, when the vehicle height setting is in the Hi vehicle height state, the extending direction of the toe angle adjusting member T and the moving direction of the housing 1 are not 90 degrees, and as the wheel W descends, the second connecting portion J2 The moving direction is outward from the downward direction of the housing 1 (axis XH in FIG. 4). Therefore, the housing 1 is twisted in the opposite direction, and the toe angle γ of the wheel W is automatically adjusted to the IN side. This adjustment direction is the same as the direction in which the toe angle γ changes when the load on the wheel W is released in a normal suspension. Therefore, even when the load of the vehicle B is removed, the suspension S of this configuration exhibits good steering performance.

In addition, in order to set the direction in which the toe angle γ changes in the opposite direction due to the expansion and contraction of the coil spring 8, the second connecting portion J2 is extended forward with respect to the housing 1, and the change direction of the housing 1 that occurs when the housing 1 moves up and down is set to the opposite direction. It is preferable to set the rotation direction opposite to that shown in FIG.

Such a toe angle adjustment member T can be provided on each of the front, rear, left, and right wheels W of the vehicle B. That is, a vehicle height adjustment device U is provided independently for each wheel W, and a toe angle adjustment member T is also provided. In that case, it is preferable to select the manner in which the second connection portion J2 is installed with respect to the housing 1 depending on whether the wheel W is a front wheel or a rear wheel. This makes it possible to uniformly adjust the toe angle of all wheels in response to changes in height in a static state, and to individually adjust the toe angle of each wheel W in response to changes in vehicle height during driving, making driving conditions more stable. It is possible to obtain a vehicle height adjustment device U that achieves

With this configuration, by simply providing the rod-shaped toe angle adjustment member T, which has a relatively simple configuration, changes in toe angle can be automatically corrected during vehicle height adjustment without complicating the suspension S structure. Further, since no special calculation device or actuator is required, a rational vehicle height adjustment device U can be obtained without causing a delay in response.

[Second embodiment]
The vehicle height adjustment device U according to the present invention is capable of optimizing toe angle adjustment when statically changing the vehicle height by the vehicle height adjustment device U, and dynamically changing the vehicle height as the coil spring 8 expands and contracts during driving. The following configuration can also be adopted in order to optimize the toe angle adjustment.

As shown in FIG. 6, the length of the toe angle adjusting member T can be finely adjusted by providing a driving section E at a position in the middle of the toe angle adjusting member T. Specifically, for example, a stator E1 and a rotor E2 are provided inside the first adjustment member T1. A male threaded portion E3a is formed at the tip of the rotating shaft E3 of the drive portion E. This drive section E is driven and controlled by an expansion/contraction control section E4 installed along with the first adjustment member T1 or provided at a different location. The rotational position of the drive unit E is grasped by an encoder or the like. The other second adjustment member T2 is formed with a female threaded portion E3b into which the male threaded portion E3a is screwed. It should be noted that, in addition to this embodiment, the structure of the drive section E may be of various types, such as one using a worm and a worm wheel.

The expansion/contraction control unit E4 is supplied with vehicle height data from a vehicle height sensor (not shown), etc., and first adjusts the toe angle to obtain the optimal toe angle γ according to changes in vehicle height during static vehicle height adjustment. The length of the adjustment member T is set. For example, when changing to Hi vehicle height as shown in FIG. 3, the toe angle adjustment member T is set short by the expansion/contraction control unit E4, and the toe angle γ is maintained constant as the vehicle height increases.

Also, when the coil spring 8 expands and contracts while driving, vehicle height data is similarly provided from a vehicle height sensor (not shown), and for example, the toe angle γ can be set to various values according to the driver's settings. It is. For example, it is possible to set the initial geometry so that the toe angle γ does not change at all when the vehicle height changes. Furthermore, when the coil spring 8 on the outside of the turn is compressed, the toe angle γ can be changed to the outside to set understeer, or conversely, the toe angle γ can be changed to the inside to set to oversteer. is also possible.

As in this configuration, if the automatic toe angle adjustment is basically performed based on the set length of the toe angle adjustment member T, and the drive unit E performs the insufficient adjustment, the length adjustment is performed by the drive unit E. It only needs to be small, and the time required for adjustment is shortened. Therefore, the toe angle can be adjusted with extremely good responsiveness both during static and dynamic vehicle height changes.

In addition to the configuration shown in FIG. 6, the drive section E may be expanded and contracted using a hydraulic circuit, and various drive mechanisms may be used.

The vehicle height adjustment device according to the present invention can be widely applied to suspensions that require maintenance of good steering characteristics during vehicle height adjustment.

1 Housing 2 Drive motor 3 Control unit B Vehicle N Knuckle S Suspension S1 Vehicle side base S2 Wheel side base T Toe angle adjustment member U Vehicle height adjustment device U1 Vehicle height adjustment unit W Wheel α Reference crossing angle β Crossing angle

Claims (3)

A housing that is installed at the wheel side base of a vehicle side base and a wheel side base that constitute a suspension of a vehicle, and whose relative height with the wheel side base changes;
a vehicle height adjustment section that is provided on the housing and changes the height of the housing with respect to the wheel side base;
a drive motor that drives the vehicle height adjustment section;
A control unit that controls a driving mode of the drive motor,
The housing is connected to the knuckle through an engaging portion so as to be linked to changes in the steering angle of the knuckle that holds the wheel of the vehicle,
A vehicle height adjustment device including a toe angle adjustment member connecting a part of the steering member of the vehicle and the housing. Of the intersection angle between the axis of the toe angle adjusting member and the expansion/contraction axis of the suspension when viewed in the longitudinal direction of the vehicle, the area sandwiched between the toe angle adjusting member and a region including the wheel side base of the suspension. per intersection angle,
A reference vehicle height state in which the height of the housing relative to the wheel side base is set to a reference vehicle height, and a Hi vehicle height state in which the height of the housing relative to the wheel side base is set to a Hi vehicle height higher than the reference vehicle height. When comparing the state and
The reference intersection angle in the reference vehicle height state is 90 degrees or less, and the intersection angle in the Hi vehicle height state is set smaller than the reference intersection angle,
The vehicle height adjustment device according to claim 1, wherein the toe angle of the wheel is adjusted outward when the vehicle sinks. The vehicle height adjustment device according to claim 1 or 2, wherein the toe angle adjustment member is provided on each of the wheels of the vehicle.

Images