CN101132936B - In-wheel suspension - Google Patents

In-wheel suspension Download PDF

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Publication number
CN101132936B
CN101132936B CN2006800067772A CN200680006777A CN101132936B CN 101132936 B CN101132936 B CN 101132936B CN 2006800067772 A CN2006800067772 A CN 2006800067772A CN 200680006777 A CN200680006777 A CN 200680006777A CN 101132936 B CN101132936 B CN 101132936B
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China
Prior art keywords
connecting rod
arm
wheel
coupled
support
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CN2006800067772A
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Chinese (zh)
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CN101132936A (en
Inventor
竹中秀裕
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Toyota Motor Corp
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Toyota Motor Corp
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Priority claimed from JP2005313198A external-priority patent/JP4258514B2/en
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority claimed from PCT/IB2006/002160 external-priority patent/WO2007026199A1/en
Publication of CN101132936A publication Critical patent/CN101132936A/en
Application granted granted Critical
Publication of CN101132936B publication Critical patent/CN101132936B/en
Expired - Fee Related legal-status Critical Current
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Abstract

An in-wheel suspension according to the invention includes a wheel (14); a carrier (70) that rotatably supports the wheel (14); an arm (90) that is coupled with a vehicle body, and that extends into the wheel (14); at least one link (Rl, R2) that is coupled with the carrier (70) so as to be pivotable about a shaft (721a, 722b) substantially parallel to a wheel rotation axis and coupled with the arm (90) so as to be pivotable about a shaft (921a, 922b) substantially parallel to the wheel rotation axis, the at least one link (Rl, R2) extending in a longitudinal direction of a vehicle; and at least one of an elastic element (50) and an attenuation element (52) that is arranged between the carrier (70) and the link (Rl, R2).

Description

In-wheel suspension
Technical field
The present invention relates to wherein, the main portion of sprung parts is disposed in the interior in-wheel suspension of wheel.
Background technology
For example in Japanese Unexamined Patent Publication No JP-A-10-338009, disclosed a kind of in-wheel suspension.The in-wheel suspension that discloses in the disclosure document comprises the wheel hub of support wheel.Wheel mainly comprises spoke and wheel rim.Wheel rim has datum width and datum diameter.In-wheel suspension comprises the wheel stand of the rotating shaft of having defined wheel hub, and the guide vehicle wheel support is with respect to the guide member of load-carrying element motion in the axial direction.Load-carrying element comprises the assembling device that is used for load-carrying element is assembled to vehicle chassis.Wheel stand is assembled to guide member by elongated single connecting rod, and slides according to the guiding of guide member.Forbid that wheel stand rotates on the slip axis.Wheel stand is assembled to the two ends of connecting rod.In-wheel suspension comprises and is used to support the device that is passed to the vehicle load of wheel stand by load-carrying element.Wheel stand, connecting rod and guide member are contained in the wheel along the diameter that is defined by datum diameter.Wheel stand, connecting rod and guide member are contained in the finite space of cylindrical shape, wherein, defined by the spoke of wheel in the surface of this cylindrical shape on the upwardly extending surface of axle of wheel stand, connecting rod and guide member, and define another surface by the virtual surface of contact wheel rim.
But above-mentioned in-wheel suspension is difficult to realize the compliance characteristic (for example resisting the rigidity of transverse force and the rigidity of opposing longitudinal force) of vehicle, and the required characteristic of other suspensions.
Summary of the invention
The object of the present invention is to provide a kind of in-wheel suspension, wherein the main portion of sprung parts is arranged in the wheel, and it realizes suitable compliance (compliance) characteristic.
One aspect of the present invention relates to a kind of in-wheel suspension, and it comprises: wheel; Rotatably support the support of described wheel; With car body coupling and extend to arm in the described wheel; At least one connecting rod, the coupling of itself and described support to be can pivoting around the axle with the rotation shaft of wheel almost parallel, and its with the coupling of described arm with can around with the axle pivot of described rotation shaft of wheel almost parallel, described at least one connecting rod is along the longitudinal extension of vehicle; And in elastic element and the damping element at least one, it is arranged between described support and the described connecting rod.
Also can be arranged on vertically or the mechanism of the motion of the described arm of guiding on the vertical direction roughly.
Described at least one connecting rod can comprise the second connecting rod that is arranged in the first connecting rod below.In described elastic element and the described damping element at least one is arranged between described support and described first connecting rod or the described second connecting rod.
The Coupling point of described first connecting rod and described second connecting rod and coupling place of described support can be set at the rear side of wheel center, makes to produce the moment that is used to increase angle of toein when transverse force is applied to described vehicle.
The line that mid point between the Coupling point that is coupled from described first connecting rod and described arm and the Coupling point at described second connecting rod and the described arm place of being coupled is connected to the mid point between the Coupling point at the Coupling point at described first connecting rod and the described support place of being coupled and described second connecting rod and the described support place of being coupled can be inclined upwardly towards the place ahead of described vehicle.
Span between the Coupling point at the Coupling point at described first connecting rod and the described arm place of being coupled and described second connecting rod and the described arm place of being coupled can be longer than be coupled span between the Coupling point at place of the Coupling point at described first connecting rod and the described support place of being coupled and described second connecting rod and described support.
In described first connecting rod and the described second connecting rod each all can comprise arm side connecting rod and bracket side connecting rod, described arm side connecting rod can pivot around described axle with respect to described arm, described bracket side connecting rod and described arm side connecting rod are coupled pivotly, and can pivot around described axle with respect to described support.In described first connecting rod and the described second connecting rod one can be via the coupling of first limiting rod and described support, and another person in described first connecting rod and the described second connecting rod can be coupled or described first connecting rod and described second connecting rod can be coupled to each other via described second limiting rod via second limiting rod and described support.
Described second limiting rod can be with the coupling of described first connecting rod and described second connecting rod, and in described elastic element and the described damping element at least one can be arranged between described second limiting rod and the described support.
Described damping element can be a rotary shock absorber, and it has S. A., and reduces to be passed to the rotational force of described S. A..In addition, described in-wheel suspension can also be provided with gear, it is set to described first connecting rod or described second connecting rod, and described gear pivots along with the pivoting action of described first connecting rod or described second connecting rod, and described rotational force is passed to the described S. A. of described rotary shock absorber.
Described rotary shock absorber can be arranged in the space in the end that is formed at described arm.
In described first connecting rod and the described second connecting rod each all can comprise arm side connecting rod and bracket side connecting rod, described arm side connecting rod can pivot around described axle with respect to described arm, described bracket side connecting rod and described arm side connecting rod are coupled pivotly, and can pivot around described axle with respect to described support.Limiting rod can be connected to the described arm side connecting rod of described second connecting rod and second coupling part at described bracket side connecting rod place coupled to each other with the described arm side connecting rod of described first connecting rod and first coupling part at described bracket side connecting rod place coupled to each other.In addition, at least one in described first coupling part and described second coupling part can be coupled pivotly via elastic component and described limiting rod.
Can be provided with: the slide shaft member, it is arranged at described support, and extends along vertical direction vertically or roughly in described wheel; And sliding component, it with along the axial and circumferential of described slide shaft member with respect to described slide shaft member slidably, and is connected to described arm around described sliding component setting pivotly.
The connecting portion that described slide shaft member is connected to described arm place can be arranged in the sidepiece of described slide shaft member on vehicle-width direction.
Described slide shaft member can be arranged in the rear side through the vertical axis at the center of tire/wheel assembly.
Described at least one connecting rod can comprise second connecting rod.Described first connecting rod can be in front end and the coupling of described support, in rear end and the coupling of described arm.Described second connecting rod can vertically or roughly separated with described first connecting rod on the vertical direction, and can be connected to described support at front end, in rear end and the coupling of described arm.Span between the Coupling point at the Coupling point at described first connecting rod and the described arm place of being coupled and described second connecting rod and the described arm place of being coupled can be shorter than be coupled span between the Coupling point at place of the Coupling point at described first connecting rod and the described support place of being coupled and described second connecting rod and described support.
Described sliding component can be connected to described arm at separated two connecting portion places on the vertical direction vertically or roughly.
The line that is connected with described two connecting portions that described sliding component are connected to described arm place along the axially extended line of described slide shaft member can be not parallel and coplane not.
Described sliding component can have upper and lower separated from one another on vertical direction vertically or roughly, and in described top and the described bottom each all can be connected to described arm pivotly.
According to the present invention, the main portion of sprung parts can be arranged in the wheel.
Description of drawings
With reference to the accompanying drawings,, will understand above-mentioned and other purposes of the present invention, feature and advantage by following description to exemplary embodiment, wherein green phase with label represent identical or corresponding part, wherein:
Fig. 1 shows the block diagram of tire/wheel assembly 10, and it shows the structure according to the major part of the in-wheel suspension of the first embodiment of the present invention;
Fig. 2 shows the block diagram of the arrangement that cold plates 40 is shown;
Fig. 3 shows the lateral plan of the main portion of schematically illustrated tire/wheel assembly 10 according to first embodiment;
Fig. 4 shows the block diagram of tire/wheel assembly 10, and it shows the structure of the major part of in-wheel suspension according to a second embodiment of the present invention;
Birds-eye view shown in Fig. 5 schematically shows the main portion of tire/wheel assembly 10;
Lateral plan shown in Fig. 6 schematically shows the main portion of tire/wheel assembly 10 according to a second embodiment of the present invention;
Fig. 7 shows the block diagram of tire/wheel assembly 10, and it shows the structure of main portion of the in-wheel suspension of a third embodiment in accordance with the invention;
View shown in Fig. 8 schematically shows the structure according to the main portion of the in-wheel suspension of the 3rd embodiment;
View shown in Fig. 9 schematically shows the structure according to the main portion of the in-wheel suspension of the modified example of the 3rd embodiment;
Figure 10 shows the view that is used to describe according to the rigidity of the opposing transverse force of the in-wheel suspension of the 3rd embodiment;
Figure 11 shows the block diagram of tire/wheel assembly 10, and it shows the structure of main portion of in-wheel suspension of another modified example of a third embodiment in accordance with the invention;
View shown in Figure 12 schematically shows the structure according to the main portion of the in-wheel suspension of the modified example as shown in figure 11 of the 3rd embodiment;
View shown in Figure 13 schematically shows the structure according to the main portion of the in-wheel suspension of the version of the modified example as shown in figure 11 of the 3rd embodiment;
Figure 14 show according to the in-wheel suspension of the 3rd embodiment with according to the in-wheel suspension of the modified example of the 3rd embodiment between with view from the comparison of the relevant characteristic of ground-surface input;
Figure 15 shows the block diagram of tire/wheel assembly 10, and it shows the structure according to the main portion of the in-wheel suspension of the 4th embodiment;
Figure 16 shows the pivot pivot shaft 931 that is used for connecting rod R1a, R1b and the cutaway view of limiting rod 84;
Figure 17 shows the view for the compliance characteristic of longitudinal force that is used to describe according to the in-wheel suspension of the 4th embodiment;
Figure 18 shows from vehicle outside and observes, near the block diagram of the part the end of the arm 90 of tire/wheel assembly shown in Figure 15 10, and it shows shock absorber 52 according to a fifth embodiment of the invention;
Figure 19 shows the block diagram of tire/wheel assembly 10, and it shows the structure of the main portion of in-wheel suspension according to a sixth embodiment of the invention;
Figure 20 show when along and the direction of the axis normal of slide shaft member 726 relation between slide shaft member 726 and the sliding component 60 when cutting in-wheel suspension;
Figure 21 shows the cutaway view of the part (rubber axle sleeve 80) at connecting rod R and arm 90 places coupled to each other;
Figure 22 shows the block diagram of tire/wheel assembly 10, and it shows the structure of the main portion of in-wheel suspension according to a seventh embodiment of the invention;
Figure 23 shows from the view of the tire/wheel assembly 10 of vehicle interior side observation, and it shows the structure according to the main portion of the in-wheel suspension of the eighth embodiment of the present invention;
Figure 24 shows the view of the example of position not parallel and not coplane the relation between the line of the centre of gration that slide shaft member 726 is shown and is connected to down ball-joint 40 from the centre of gration of last ball-joint 40;
Figure 25 shows the block diagram of tire/wheel assembly 10, and it shows the structure according to the main portion of the in-wheel suspension of the ninth embodiment of the present invention; And
Figure 26 shows the block diagram of tire/vehicle wheel component 10, and it shows the structure of the main portion of the in-wheel suspension of modified example according to an embodiment of the invention.
The specific embodiment
Describe exemplary embodiment of the present invention in detail below with reference to accompanying drawing.
Fig. 1 shows from the block diagram of the tire/wheel assembly 10 of vehicle interior side observation, and it shows the structure according to the main portion of the in-wheel suspension of the first embodiment of the present invention.In Fig. 1, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of first embodiment.But, also the in-wheel suspension according to first embodiment can be applied to front-wheel.
Tire/wheel assembly 10 comprises tire 12 and wheel 14.As detailed below, the main portion of sprung parts is disposed in the space that interior perimeter surface 14a defined by the wheel rim of wheel 14.Term " wheel in " is corresponding to term " in the substantial cylindrical space that interior perimeter surface 14a defined by the wheel rim of wheel 14 ".But, always do not represent being disposed in the wheel all of parts about the description that parts are disposed in the wheel.Foregoing description comprises the structure that parts partly stretch out from wheel.
Support 70 is arranged in the wheel.Support 70 is via bearing 70a support tire/vehicle wheel component 10 rotatably.Support 70 according to first embodiment has two arms (support arm) 721,722, and wherein the positions from close wheel center make progress and extend towards the rear portion of vehicle, and another person extends towards the rear portion of vehicle downwards from the position near wheel center.In addition, support 70 also has another arm 723 of downward extension.Connecting rod pivot pivot shaft 721a, 722b are arranged in the end of two arms 721,722.The lower end of shock absorber 52 (more specifically, the lower end of the housing of shock absorber 52) is assembled to the end that arm 723 extends downwards.
Brake clamp 20 is arranged between two arms,, is positioned at 73 places, joint portion of arm 721 and arm 722 that is.Brake clamp 20 is assembled to joint portion 73 from vehicle outside.Brake clamp 20 is construed as limiting the brake equipment that tire/wheel assembly 10 rotates with the brake disc 22 that is arranged in support 70 outsides.Joint portion 73 is the parts between the root of bearing 70a and two arms 721,722.The strength/rigidity of joint portion 73 is higher relatively.Thus, will have the part of the joint portion 73 of this higher-strength/rigidity, guarantee that opposing is when the desirable strength that carry out the power that glancing impact applies as assembling brake clamp 20.In addition, brake clamp 20 is assembled to support 70 with higher rigidity, has reduced brake oil thus.In addition, change the shape of support 70, can adopt the brake clamp 20 of various sizes by size based on the brake clamp 20 that is adopted.
The end 90a of arm 90 extends in the wheel.Arm 90 is the rod member of extending on vehicle-width direction.Another end (not shown) of arm 90 end of a relative side with end 90a (promptly) is connected to vehicle.In first embodiment, another end of arm 90 firmly is coupled with car body (for example, suspension member).But another end of arm 90 for example can be coupled via axle sleeve and car body.In the example depicted in fig. 1, another end of arm 90 is the rod member with approximate circular cross-section shape.But as long as guaranteed required rigidity/intensity, another end of arm 90 can have arbitrary section and shape.Two arm (not shown in figure 1)s are extended from the end 90a of arm 90.One in these two arms extends upward, and another arm extends downwards.Connecting rod pivot pivot shaft 921a, 922b are arranged in the end of these two arms.
(first connecting rod R1, second connecting rod R2) is arranged between arm 90 and the support 70 at two connecting rods that extend on the longitudinal direction of car.Each among both of first connecting rod R1 and second connecting rod R2 and arm 90 and support 70 is coupled, and can pivot with the axle center (extending on vehicle-width direction) of extending around the shaft parallel with wheel thus.Particularly, the front end of first connecting rod R1 and second connecting rod R2 is supported in connecting rod pivot pivot shaft 921a, 922b respectively in arm one side, makes first connecting rod R1 and second connecting rod R2 to pivot with respect to arm 90.Similarly, the rear end of first connecting rod R1 and second connecting rod R2 is supported in connecting rod pivot pivot shaft 721a, 722b respectively in support one side, makes first connecting rod R1 and second connecting rod R2 to pivot with respect to support 70.First connecting rod R1 and second connecting rod R2 can be supported for can freely pivot with respect to support 70 in fact (for example utilizing ball-joint).Perhaps, can utilize elastic component (for example, axle sleeve) that first connecting rod R1 and second connecting rod R2 are supported for and can pivot with respect to support 70.In addition, can utilize pin that first connecting rod R1 and second connecting rod R2 are supported for and can pivot with respect to support 70.
Therefore, but utilize first connecting rod R1 and second connecting rod R2 support tire/vehicle wheel component 10 with movable on vertical/roughly vertical direction with respect to arm 90 (in fact with respect to car body).That is, the suspension according to first embodiment suffers restraints with the degree of freedom to a certain degree when vertically/roughly vertical direction moves.
Spring (disc spring) 50 and shock absorber 52 are arranged in the wheel.Particularly, the upper end of spring 50/ shock absorber 52 (upper end of bar) is assembled to first connecting rod R1.The lower end of spring 50/ shock absorber 52 (lower end of housing) is assembled to support.That is, the upper end of spring 50/ shock absorber 52 is assembled to first connecting rod R1, and its lower end is assembled to the arm 723 that extends to second connecting rod R2 lower position.First connecting rod R1 and second connecting rod R2 are position vertically being arranged in the wheel along vehicle near vehicle outside.By this layout, spring 50/ shock absorber 52 can be arranged in the wheel.Only the department of assembly that is assembled to connecting rod pivot pivot shaft 721a, 921a, 722b, 922b of first connecting rod R1 and second connecting rod R2 Width along vehicle in wheel extends.Therefore, the POL of spring 50/ shock absorber 52 is positioned at wheel.
In Fig. 1, spring 50 is arranged between lower spring cup and the upper spring seat, thereby around shock absorber 52.Spring 50 and shock absorber 52 coaxially vertically/are roughly stretching and are shrinking on the vertical direction each other.But spring 50 must coaxially not arranged each other with shock absorber 52.In addition, can adopt disc spring or air bellow as spring 50.Shock absorber 52 can be the hydraulic damper that weakens the vibration input on vertical/roughly vertical direction, or weakens the rotating electromagnetic shock absorber of the vibration input on hand of rotation.
Pass through this set, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience), when relatively from the support unilateral observation, first connecting rod R1 pivots around connecting rod pivot pivot shaft 721a in support one side.Along with this pivoting action, spring 50/ shock absorber 52 stretches and shrinks.Therefore, weakened the vibration that is applied to car body from the road surface.
By the structure according to above-mentioned first embodiment, the connecting rod (R1, R2) (and not using slide mechanism) that can utilize low cost and high reliability is arranged in the main portion of sprung parts in the wheel.Can provide thus have can the low-cost structure that obtains in-wheel suspension.In addition, be arranged in the wheel, can reduce the departure distance between tire entrance point on the vehicle-width direction (tire input point) and each member by main portion with sprung parts.Can reduce the required strength/rigidity of each member thus, thereby reduce the weight of in-wheel suspension.
According to first embodiment, because connecting coupling part (connecting rod pivot pivot shaft 721a, 722b, 921a, 922b) is arranged in the wheel, so, change angle of toein and act on to the moment of connecting rod R1, R2 and connection coupling part significantly less with respect to the longitudinal force that acts on the tire.Therefore, with respect to the longitudinal force that is applied to tire, the change amount of angle of toein is very little.Therefore, the stability of vehicle in the time of can strengthening brake activation.
According to first embodiment, the departure distance between tyre load point and spring 50/ shock absorber 52 on vehicle-width direction is quite little, and the moment that changes camber angle because of the car weight effect is very little.Therefore, can reduce connecting rod R1, R2 and connect the required intensity of coupling part, further reduce the weight of suspension in the tire thus.
In first embodiment, the central part of first connecting rod R1 and second connecting rod R2 is arranged in the outside of connecting rod pivot pivot shaft 721a, 722b, 921a, 922b, spring 50/ shock absorber 52 can be arranged in the wheel thus.But if the departure distance deficiency between the central part of first connecting rod R1 and second connecting rod R2 and connecting rod pivot pivot shaft 721a, 722b, 921a, the 922b, then spring 50/ shock absorber 52 can stretch out from wheel on ground, vehicle-width direction top.Perhaps, the central part of first connecting rod R1 and/or second connecting rod R2 can be arranged in the inboard of connecting rod pivot pivot shaft 721a, 722b, 921a, 922b.Spring 50/ shock absorber 52 can be arranged on the vehicle-width direction between first connecting rod R1/ second connecting rod R2 and the support 70 thus.
According to above-mentioned first embodiment, it is less with respect to the stroke of tire/wheel assembly 10 to utilize first connecting rod R1 and second connecting rod R2 can make at the stroke of vertical/roughly vertical direction upper spring 50/ shock absorber 52.Therefore, even in having the wheel of finite space, spring 50/ shock absorber 52 also can stretch and shrink aequum (stroke of spring 50/ shock absorber 52 is in the diameter of wheel rim).In addition, as described below, can use cheap hydraulic damper to replace relatively costly rotating electromagnetic shock absorber.
As shown in Figure 1, according to first embodiment, arm 90 is arranged in the front side of spring 50/ shock absorber 52.Therefore, arm 90 can be protected the damage that spring 50 exempts from such as road gallets such as cobbles.In addition, as shown in Figure 2, can cold plates 40 be set near in the space in tire/wheel assembly 10 the place aheads, it cools off it by supplying air to shock absorber 52, and its damage that can protect spring 50 to exempt from such as road gallets such as cobbles.Thus, because the damage that arm 90 and cold plates 40 can protect spring 50 to exempt from such as road gallets such as cobbles, so can improve the durability of spring 50.In addition, plate 40 coolings because shock absorber 52 is cooled are so can improve the durability of shock absorber 52 by the rising that suppresses hydraulic pressure in the shock absorber 52.
In first embodiment, the lower end of spring 50/ shock absorber 52 is assembled to support 70, and the upper end of spring 50/ shock absorber 52 is assembled to first connecting rod R1.Perhaps, the lower end of spring 50/ shock absorber 52 second connecting rod R2 can be assembled to, and the upper end of spring 50/ shock absorber 52 support 70 can be assembled to.
In first embodiment, first connecting rod R1 and second connecting rod R2 can be parallel to each other.But first connecting rod R1 and second connecting rod R2 are also nonessential parallel to each other.In addition, first connecting rod R1 can be identical with the length of second connecting rod R2.Perhaps, first connecting rod R1 also can be different with the length of second connecting rod R2.
Lateral plan shown in Fig. 3 schematically shows the main portion of in-wheel suspension among Fig. 1.In Fig. 3, the left side is the place ahead of vehicle.In first embodiment, schematically show as Fig. 3, the connecting rod line T that mid point M1 between pivot shaft 921a, the 922b is connected with mid point M2 between connecting rod pivot pivot shaft 721a, the 722b that pivots is inclined upwardly towards the place ahead of vehicle.By this structure, when transverse force was applied to the tire contact point, shown in the arrow among Fig. 3, connecting rod R1, R2 moved to rotate on the acclivitous line T of vehicle front, and the directed change of tire/wheel assembly 10 makes angle of toein increase thus.Therefore, the horizontal steering effort that produces when transverse force is applied to the tire contact point is done in order to produce understeer.Therefore, by in-wheel suspension, can realize suitable cornering properties according to first embodiment.
Fig. 4 shows the block diagram of the tire/wheel assembly of observing from the inboard of vehicle 10, and it shows the structure of the main portion of in-wheel suspension according to a second embodiment of the present invention.In Fig. 4, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of second embodiment.But, also the in-wheel suspension according to second embodiment can be applied to front-wheel.Will with identical label represent with first embodiment in identical or corresponding part, below the second embodiment its specific structure is only described.
In second embodiment shown in Figure 4, brake clamp 20 is arranged in the wheel in the position near vehicle front.The Coupling point (connecting rod pivot pivot shaft 921a, 922b) that arm 90 and first connecting rod R1 and second connecting rod R2 are coupled is arranged in the rear side of brake clamp 20.
Planar view shown in Fig. 5 schematically shows the main portion according to the tire/wheel assembly 10 of second embodiment.In Fig. 5, the left side is the place ahead (therefore, the tire/wheel assembly among Fig. 5 10 is off hind wheels) of vehicle.
As shown in Figure 4 and Figure 5, in a second embodiment, the Coupling point that first connecting rod R1 and second connecting rod R2 and support 70 are coupled (connecting rod pivot pivot shaft 721a, 722b) is arranged in the rear side of wheel center.In addition, the Coupling point (connecting rod pivot pivot shaft 921a, 922b) that is coupled of first connecting rod R1 and second connecting rod R2 and arm 90 is arranged in the front side of wheel center.As shown in Figure 5, in the case, when transverse force is applied to the tire contact point as shown by arrows (particularly, the tire contact point from wheel center towards the rear of vehicle offset slightly), because the position that connecting rod pivot pivot shaft 721a, 722b are arranged all with wheel center deflected length L1, so produce to increase the moment of the angle of toein of tire/wheel assembly 10.Simultaneously because the position that connecting rod pivot pivot shaft 921a, 922b are arranged all with wheel center deflected length L2, so produce to increase the moment at the posterior cord angle of tire/wheel assembly 10.Therefore, when Coupling point has same stiffness, be longer than length L 2 if length L 1 is set at, then when transverse force effect during to the tire contact point, can produce the moment (that is, laterally steering effort plays a part to turn to not enough) of the angle of toein that is used to increase tire/wheel assembly 10.The position relation between above-mentioned each Coupling point and wheel center, also can suitably adjust the rigidity (characteristics of axle sleeve etc.) of each Coupling point, make when transverse force is applied to tire contact point generation be used to increase the moment of the angle of toein of tire/wheel assembly 10.
In a second embodiment, by brake clamp 20 is arranged in the front side of wheel center in wheel, the rear side of wheel center obtains exceptional space in wheel.As a result, can more easily connecting rod be pivoted pivot shaft 721a, 722b is arranged in the rear side of wheel center.In addition, similar with first embodiment, even brake clamp 20 is arranged in wheel in the structure of wheel center rear side therein, for example be arranged in the rear side of wheel center by connecting rod is pivoted pivot shaft 721a, 722b, also can produce the moment of the angle of toein that is used to increase tire/wheel assembly 10.
Lateral plan shown in Fig. 6 schematically shows the main portion according to the tire/wheel assembly 10 of second embodiment.In Fig. 6, the left side is the place ahead of vehicle.
As Fig. 4 and shown in Figure 6, in a second embodiment, the span between the Coupling point of first connecting rod R1 and second connecting rod R2 and arm 90 couplings is set at the span of being longer than between the Coupling point that first connecting rod R1 and second connecting rod R2 and support 70 be coupled.That is, the span SP1 that connecting rod is pivoted between pivot shaft 921a, the 922b is set at the span SP2 that is longer than between connecting rod pivot pivot shaft 721a, the 722b.Therefore, can reduce tire/wheel assembly 10 because of tire/wheel assembly 10 vertically/(curve) longitudinal movement amount that roughly vertical motion caused.Therefore, can reduce each length of first connecting rod R1 and second connecting rod R2.Therefore, the weight and the size of in-wheel suspension can be reduced, its rigidity can be improved simultaneously.
By structure, can utilize cheap failure-free connecting rod R1, R2 (and not needing to utilize slide mechanism) that the main portion of sprung parts is arranged in the wheel according to above-mentioned second embodiment.Therefore, can provide in-wheel suspension with the structure that obtains with low cost.In addition, because the main portion of sprung parts is arranged in the wheel, so reduced departure distance between tire entrance point on the vehicle-width direction and each member.Therefore, can reduce the required strength/rigidity of each member, reduce the weight of in-wheel suspension thus.
In addition, according to second embodiment, connect coupling part (connecting rod pivot pivot shaft 721a, 722b, 921a, 922b) and be arranged in the wheel.Therefore, be applied to connecting rod R1, R2 and connect coupling part and to change the moment of angle of toein quite little being used to of producing in response to the input in the tire in a longitudinal direction, and also less in response to the change of longitudinal force angle of toein.Therefore, the stability of vehicle in the time of can improving brake activation.
In addition, according to second embodiment, the departure distance between tyre load point on the vehicle-width direction and spring 50/ shock absorber 52 is quite little, and cause being used to changing the moment of camber angle because of car weight less.Therefore, can reduce R1, R2 and connect the coupling part desirable strength, and then reduce the weight of in-wheel suspension.
In a second embodiment, the central part of first connecting rod R1 is arranged in the outside of connecting rod pivot pivot shaft 721a, 921a, and the central part of second connecting rod R2 is arranged in the outside of connecting rod pivot pivot shaft 722b, 922b, spring 50/ shock absorber 52 can be arranged in the wheel thus.But if the departure distance deficiency, then spring 50/ shock absorber 52 can partly stretch out from wheel on vehicle-width direction.Substitute said structure, the central part of first connecting rod R1 can be arranged in the inboard of connecting rod pivot pivot shaft 721a, 921a, and the central part of second connecting rod R2 is arranged in the inboard of connecting rod pivot pivot shaft 722b, 922b, thus spring 50/ shock absorber 52 is being arranged on the vehicle-width direction between first connecting rod R1/ second connecting rod R2 and the support 70.
According to above-mentioned second embodiment, utilize first connecting rod R1 and second connecting rod R2, can make the stroke of spring 50/ shock absorber 52 less with respect to the stroke of tire/wheel assembly 10 (stroke on vertical/roughly vertical direction).Therefore, even in having the wheel of finite space, spring 50/ shock absorber 52 also can stretch and shrink enough amounts.In addition, as mentioned above, can use cheap hydraulic damper to substitute relatively costly rotating electromagnetic shock absorber.
According to second embodiment, because arm 90 is arranged in the front side of spring 50/ shock absorber 52, so 90 damages that can protect spring 50 to exempt from such as road gallets such as cobbles.In addition, with reference to as described in the figure 2 cold plates 40 can be set as previous, it is by supplying air to shock absorber 52 with its cooling, and its damage that can protect shock absorber 52 to exempt from such as road gallets such as cobbles.
Fig. 7 shows the block diagram of the tire/wheel assembly of observing from the inboard of vehicle 10, and it shows the structure of main portion of the in-wheel suspension of a third embodiment in accordance with the invention.In Fig. 7, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 3rd embodiment.But, also the in-wheel suspension according to the 3rd embodiment can be applied to front-wheel.Green phase label is together represented identical with first embodiment or corresponding part.The distinctive part of the 3rd embodiment is below only described.In the 3rd embodiment, a plurality of connecting rods are arranged in parallel on the vehicle-width direction.Therefore, will utilize the scheme drawing among Fig. 8 to describe the 3rd embodiment.
In the 3rd embodiment, first connecting rod R1 comprises around the pivotable arm side of the connecting rod pivot pivot shaft 921a of arm 90 connecting rod R1a; And around the pivotable bracket side connecting rod R1b of the connecting rod pivot pivot shaft 721a (not shown in Fig. 7) of support 70 referring to Fig. 8.By pivot pivot shaft 931a these two connecting rod R1a, R1b are coupled each other pivotly.Can support 931a by pivoting and support this two connecting rod R1a, R1b, can pivot around axis thus with the rotation shaft of wheel almost parallel.These two connecting rod R1a, R1b can be supported with can roughly pivot freely (for example utilizing ball-joint).Perhaps, can utilize elastic component (for example axle sleeve) that these two connecting rod R1a, R1b are supported for and can pivot.
In the example depicted in fig. 7, bracket side connecting rod R1b is roughly parallel to arm side connecting rod R1a.Bracket side connecting rod R1b is arranged in the outside of arm side connecting rod R1a.Bracket side connecting rod R1b is arranged to the rear extension towards vehicle from pivot pivot shaft 931a.Therefore, pivot pivot shaft 721a (end of the arm 721 of support 70) is disposed in the outside of pivot pivot shaft 921a.
Similarly, second connecting rod R2 comprises around the pivotable arm side of the connecting rod pivot pivot shaft 922b of arm 90 connecting rod R2a; And around the pivotable bracket side connecting rod R2b of the connecting rod pivot pivot shaft 722b (not shown in Fig. 7) of support 70 referring to Fig. 8.By pivot pivot shaft 932b these two connecting rod R2a, R2b are coupled each other pivotly.These two connecting rod R2a, R2b are supported for and can pivot around the axis with the rotation shaft of wheel almost parallel.These two connecting rod R2a, R2b can be supported with can roughly pivot freely (for example utilizing ball-joint).Perhaps, can utilize elastic component (for example axle sleeve) with these two connecting rod R2a, R2b is supported for and can pivots.
Similarly, in the example depicted in fig. 7, bracket side connecting rod R2b is roughly parallel to arm side connecting rod R2a.Bracket side connecting rod R2b is arranged in the outside of arm side connecting rod R2a.Bracket side connecting rod R2b is arranged to the rear extension towards vehicle from pivot pivot shaft 932b.Therefore, pivot pivot shaft 722b (end of the arm 722 of support 70) is disposed in the outside of pivot pivot shaft 922b.
First connecting rod R1 is by first limiting rod 80 and support 70 couplings.In the example depicted in fig. 7, the arm side connecting rod R1a of first connecting rod R1 extends beyond pivot pivot shaft 931a towards the place ahead of vehicle.One end of first limiting rod 80 is supported pivotly by the pivot pivot shaft 940 that is arranged in arm side connecting rod R1a end.The other end of first limiting rod 80 is supported via pivot pivot shaft 942 pivotly by support 70.By pivot pivot shaft 940,942 first limiting rod 80 is supported for around the axis with the rotation shaft of wheel almost parallel and can pivots.Can first limiting rod 80 be supported for roughly freely to pivot (utilize and use ball-joint) by pivot pivot shaft 940,942, or can pivot via elastic component (for example axle sleeve).
First connecting rod R1 and second connecting rod R2 are coupled to each other via second limiting rod 82.Particularly, second limiting rod 82 is via the arm side connecting rod R1a coupling of pivot pivot shaft 944 with first connecting rod R1.Second limiting rod 82 is via the arm side connecting rod R2a coupling of pivot pivot shaft 946 with second connecting rod R2.By pivot pivot shaft 944,946 second limiting rod 82 is supported for and can pivots around the axis with the rotation shaft of wheel almost parallel.Can second limiting rod 82 be supported for roughly freely to pivot (for example utilizing ball-joint) by pivot pivot shaft 944,946, or can pivot via elastic component (for example, axle sleeve).As shown in Figure 7, pivot pivot shaft 944,946 can be coaxial with pivot pivot shaft 931a, 932b respectively.In the case, pivot pivot shaft can play a part pivot pivot shaft 931a and 944 both, and another pivot pivot shaft can play a part pivot pivot shaft 932b and 946 both.Therefore, only need two pivot pivot shafts.
Therefore, utilize first connecting rod R1, second connecting rod R2 and limiting rod 80,82 to be supported on vertical/roughly vertical direction tire/wheel assembly 10 removable with respect to arm 90 (with respect to car body).That is, suffer restraints with level of freedom according to the motion on the vertical direction of being suspended in vertically of the 3rd embodiment/roughly.In the 3rd embodiment, make first connecting rod R1 and support 70 be coupled by first limiting rod 80, and making first connecting rod R1 and second connecting rod R2 coupled to each other by second limiting rod 82, the motion that is suspended in thus on vertical/roughly vertical direction suffers restraints with level of freedom.But as shown in Figure 9, first connecting rod R1 can be coupled by first limiting rod 80 and support 70, and second connecting rod R2 can be suspended in vertically/roughly be tied with level of freedom on the vertical direction thus by second limiting rod 82 and support 70 couplings.
In the 3rd embodiment, spring 50/ shock absorber 52 also is arranged in the wheel.Spring 50/ shock absorber 52 is arranged between second limiting rod 82 and the support 70.Particularly, as shown in Figure 7, second limiting rod 82 have from pivot pivot shaft 944 towards the place ahead of vehicle upwardly extending extension 82a.The upper end of spring 50/ shock absorber 52 (upper end of bar) is assembled to the end of extension 82a.The lower end of spring 50/ shock absorber 52 (lower end of housing) is assembled to from the end of support 70 towards the arm 723 of the anterior diagonally extending of vehicle.As shown in Figure 7, the department of assembly of limiting rod 80, the pivot shaft 942 that promptly pivots is assembled to the end of arm 723.Traditionally, need two hold-down arms as the department of assembly.But according to the 3rd embodiment, the quantity of hold-down arm is reduced to one.Therefore, can reduce the weight of support 70.Spring 50 does not need coaxial arrangement each other with shock absorber 52.In addition, can use disc spring or air bellow as spring 50.Shock absorber 52 can be the hydraulic damper that weakens the vibration input on vertical/roughly vertical direction, or weakens the rotating electromagnetic shock absorber of the vibration input on hand of rotation.
By this structure, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/when restoring), spring 50/ shock absorber 52 stretches and shrinks.Therefore, weakened the vibration that is applied to car body from the road surface.In modified example shown in Figure 9, similar to first embodiment, spring 50/ shock absorber 52 is disposed between first connecting rod R1 or second connecting rod R2 (being first connecting rod R1 in the modified example of Fig. 9) and the support 70.
According to the structure of above-mentioned the 3rd embodiment, by using cheapness and failure-free connecting rod R1, R2 (and not using slide mechanism) can be arranged in the main portion of sprung parts in the wheel.Therefore, can provide have can the low-cost structure that obtains in-wheel suspension.In addition, be arranged in the wheel, can reduce tire entrance point and the departure distance of each member on vehicle-width direction by main portion with sprung parts.Therefore, can reduce the required strength/rigidity of each member, reduce the weight of in-wheel suspension thus.
In addition, by structure, form first connecting rod R1, and form second connecting rod R2 by two connecting rod R2a, R2b by two connecting rod R1a, R1b according to the 3rd embodiment.Although the quantity of connecting rod increases, can reduce the length of each connecting rod.Therefore, the weight and the size of each connecting rod can be reduced, and the rigidity of each connecting rod can be improved.Promptly, shown in Figure 10 A and 10B, according to the 3rd embodiment, if connect coupling part (connecting rod pivot pivot shaft 721a, 722b, 921a, 922b etc.) has with parts are identical among first embodiment rigidity and shown in Figure 10 C the length of each connecting rod be among first embodiment parts 1/3rd, then can reduce on vehicle-width direction displacement in response to the transverse force input, that is, can improve the rigidity of opposing transverse force input.Figure 10 A and Figure 10 B show at connecting rod pivot pivot shaft 921a, 922b with respect to the position of wheel center and be connected coupling part 931a, 932b (connecting rod R1b, R2b are respectively from its extension) with respect to wheel center aspect, the position structure inequality of (that is, connecting rod R1b, R2b are respectively from connecting the direction that coupling part 931a, 932b extend).
Similarly, according to the 3rd embodiment, because connecting coupling part (connecting rod pivot pivot shaft 721a, 722b, 921a, 922b etc.) is arranged in the wheel, so with respect to the input of the vibration in the tire in a longitudinal direction, what be applied to connecting rod R1, R2 and connect coupling part is used to that to change the moment of angle of toein of tire/wheel assembly quite little, and the change that angle of toein produces in response to the vibration input of longitudinal force is also less.Therefore, the stability of vehicle in the time of can improving brake activation.
According to the 3rd embodiment, the departure distance between tyre load point on the vehicle-width direction and spring 50/ shock absorber 52 is quite little, and to change the moment of camber angle less because of car weight being used to of causing.Therefore, can reduce connecting rod R1, R2 and connect the coupling part desirable strength, thereby reduce the weight of in-wheel suspension.
According to above-mentioned the 3rd embodiment, use first connecting rod R1 and second connecting rod R2, can make the stroke of spring 50/ shock absorber 52 less with respect to the stroke of tire/wheel assembly 10 (stroke on vertical/roughly vertical direction).Therefore, even have at wheel under the situation of finite space, the amount that spring 50/ shock absorber 52 is also extensible and contraction is required.In addition, as described below, can use cheap hydraulic damper to substitute relatively costly rotating electromagnetic shock absorber.
According to the 3rd embodiment, arm 90 is arranged in the front side of spring 50/ shock absorber 52.Therefore, arm 90 can be protected the damage that spring 50 exempts from such as road fragments such as cobbles.In addition, as above described with reference to figure 2, cold plates 40 can be set, it cools off it by supplying air to shock absorber 52, and the damage of protecting shock absorber 52 to exempt from such as road fragments such as cobbles.
In the 3rd embodiment, the structure of first connecting rod R1 and second connecting rod R2 can be different from above description.That is, second connecting rod R2 can be by first limiting rod 80 and support 70 couplings.In the case, first connecting rod R1 and second connecting rod R2 each other can be by 82 couplings of second limiting rod, and second limiting rod 82 can extend from first connecting rod R1, and spring 50/ shock absorber 52 can be disposed between extension and the support 70.
In the 3rd embodiment, at least one that can be in first connecting rod R1 and second connecting rod R2 is provided with length adjustment mechanism (for example, bottle screw).Therefore, can need not to change spring 50 by the length of regulating connecting rod and regulate height of car.
In the 3rd embodiment and first embodiment, when from the vehicle lateral observation, the mid point between connection connecting rod pivot pivot shaft 921a, the 922b and the line of the mid point between connecting rod pivot pivot shaft 721a, the 722b can be inclined upwardly towards the place ahead of vehicle.Therefore, can make the horizontal steering effort understeer that when transverse force is imported, produces.In the 3rd embodiment and second embodiment, first connecting rod R1 and second connecting rod R2 can be coupled to span between the Coupling point of arm 90 and be set at the span of being longer than between the Coupling point that first connecting rod R1 and second connecting rod R2 be coupled to support 70.
Below, the modified example of the 3rd embodiment will be described with reference to figures 11 to Figure 14.
Figure 11 illustrates from the block diagram of the tire/wheel assembly 10 of vehicle interior side observation, and it shows the structure according to the main portion of the in-wheel suspension of the modified example of the 3rd embodiment.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the modified example of the 3rd embodiment.But, also the in-wheel suspension according to the modified example of the 3rd embodiment can be applied to front-wheel.In the following description, will represent identical with the 3rd embodiment or corresponding part, only the modified example unique portion will be described with identical label.In modified example, a plurality of connecting rods are arranged in parallel on vehicle-width direction.Therefore, also utilize the scheme drawing among Figure 12 to be described.
Modified example and example difference shown in Figure 8 are that second limiting rod 82 does not have the extension 82a that extends from pivot pivot shaft 944.In modified example, second limiting rod 82 is coupled via pivot pivot shaft 944 with the arm side connecting rod R1a of first connecting rod R1, and the arm side connecting rod R2a of second limiting rod 82 and second connecting rod R2 is via 946 couplings of pivot pivot shaft.
Therefore, support tire/vehicle wheel component 10 makes and utilizes first connecting rod R1, second connecting rod R2 and limiting rod 80,82, and tire/wheel assembly 10 can vertically/roughly moved on the vertical direction with respect to arm 90 (with respect to car body).That is, according to being suspended in vertically of modified example/roughly the motion of vertical direction is tied with level of freedom.In modified example, second connecting rod R2 and support 70 are via 80 couplings of first limiting rod, and first connecting rod R1 and second connecting rod R2 are coupled to each other via second limiting rod 82.Therefore, be suspended in vertically/roughly the motion of vertical direction suffers restraints with level of freedom.But, identical with notion shown in Figure 9, first connecting rod R1 can be coupled via first limiting rod 80 with support 70, and second connecting rod R2 can be coupled via second limiting rod 82 with support 70, is suspended in thus vertically/and roughly the motion of vertical direction suffers restraints with level of freedom.
In modified example, spring 50/ shock absorber 52 also is disposed in the wheel.Spring 50/ shock absorber 52 is disposed between the bracket side connecting rod R2b and support 70 of second connecting rod R2.Particularly, the bracket side connecting rod R2b of second connecting rod R2 has the extension towards the rear extension of vehicle from pivot pivot shaft 721a.The lower end of spring 50/ shock absorber 52 (lower end of housing) is assembled to the end of extension.The upper end of spring 50/ shock absorber 52 (upper end of bar) device is to the end of the arm 724 that tilts to stretch out towards the rear of vehicle from support 70.
Therefore, when (when tire/wheel assembly 10 jolts/resilience), spring 50/ shock absorber 52 stretches and shrinks when tire/wheel assembly 10 moves on vertical/roughly vertical direction.Therefore, can weaken the vibration that is applied to car body that causes because of from the ground-surface input.In modified example and the foregoing description, the structure of first connecting rod R1 and second connecting rod R2 can with different (with reference to Figure 13) described above.
As shown in Figure 14B, according to modified example, (R1, end R2) is assembled to connecting rod, and (R1, R2), it is connected to bracket side with the car body side to spring 50/ shock absorber 52 at connecting rod.Therefore, if the spring arm ratio is 0.5, the power that then is applied to bracket side is greater than be assembled to connecting rod (R1, the power in the time of R2) (participating in Figure 14 A) when spring 50/ position of shock absorber 52 between car body side and bracket side.But, except more than, can obtain roughly the same effect.In other words, can reduce the power that bracket side receives, and can reduce bracket side and connect the required intensity of coupling part and support 70.Therefore, can reduce the weight and the size of support 70, and can improve its rigidity.
Figure 15 shows the block diagram of the tire/wheel assembly of observing from vehicle interior side 10, and it shows the structure of main portion of the in-wheel suspension of a fourth embodiment in accordance with the invention.In Figure 15, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 4th embodiment.But, also the in-wheel suspension according to the 4th embodiment can be applied to front-wheel.In the following description, will represent identical with first embodiment or corresponding part, only the 4th embodiment unique portion will be described with identical label.
As shown in figure 15, first connecting rod R1 comprises around the pivotable arm side of the connecting rod pivot pivot shaft 921a of arm 90 connecting rod R1a; And around the pivotable bracket side connecting rod R1b of the connecting rod pivot pivot shaft 721a (not shown in Figure 15) of support 70.These two connecting rod R1a, R1b is coupled to each other pivotly by pivot pivot shaft 931a.As described in detail below, connecting rod R1a, R1b is supported by pivot pivot shaft 931a, makes connecting rod R1a, and R1b can pivot around the axis that is roughly parallel to rotation shaft of wheel.
Similarly, second connecting rod R2 comprises the arm side connecting rod R2a that can pivot around the connection pivotal axis 922b of arm 90; And the bracket side connecting rod R2b that can pivot around the connection pivotal axis 722b of support 70.These two connecting rod R2a, R2b is by pivot pivot shaft 932b coupling pivotly each other.As described in detail below, connecting rod R2a, R2b is supported by pivot pivot shaft 932a, makes connecting rod R2a, and R2b can pivot around the axis that is roughly parallel to rotation shaft of wheel.
The pivot pivot shaft 921a of first connecting rod R1,721a, the pivot pivot shaft 922b of 931a and second connecting rod R2,722b, 932b is parallel to each other, and is roughly parallel to rotation shaft of wheel.In the case, tire/wheel assembly 10 can be with respect to arm 90 (with respect to car body) at vertical/roughly vertical direction and roughly moving on the longitudinal direction.That is, vertical/roughly vertical direction and the level of freedom of the motion on the longitudinal direction have roughly been guaranteed to be suspended in.But, limited the motion that is suspended on the hand of rotation.
In the 4th embodiment, spring 50/ shock absorber 52 also is arranged in the wheel.Spring 50 is arranged between first connecting rod R1 and the support 70.Can adopt disc spring or air bellow as spring 50.In the 4th embodiment shown in Figure 15, shock absorber 52 is rotating electromagnetic shock absorbers, and is disposed among the hollow ends 90a of arm 90.Below will in the 5th embodiment, describe the structure of shock absorber 52 in detail.As shown in above-mentioned each embodiment, shock absorber 52 can be the coaxial or hydraulic damper of coaxial arrangement not with spring 50.
In the 4th embodiment, two connecting rod R1a of first connecting rod R1, two connecting rod R2a of the pivot pivot shaft 931a of R1b and second connecting rod R2, the pivot pivot shaft 932b of R2b is coupled to each other by limiting rod 84.
Figure 16 shows by by comprising two pivot pivot shaft 931a, the cutaway view that the plane of 932b comes the cutting car in-wheel suspension to obtain.Figure 16 shows limiting rod 84 and connecting rod R1a, the relation between the pivot pivot shaft 931a of R1b.Figure 16 only shows the cutaway view of the part of that side of first connecting rod R1.But, the cutaway view of the part of that side of second connecting rod R2, that is, limiting rod 84 and connecting rod R2a, the pivot pivot shaft 932b cutaway view of R2b is identical with cutaway view shown in Figure 16.
As shown in figure 16, two connecting rod R1a, R1b are respectively via axle sleeve 981a, and 981b and pivot pivot shaft 931a are coupled.In example shown in Figure 16, axle sleeve 981a, the inner core of 981b is fixed to limiting rod 84, and axle sleeve 981a, the urceolus of 981b is fixed to connecting rod R1a respectively, R1b.Rubber component 982a, 982b are disposed in inner core and axle sleeve 981a, between each urceolus of 981b.Perhaps, can be with axle sleeve 981a, the urceolus of 981b is fixed to limiting rod 84, and with axle sleeve 981a, the inner core of 981b is fixed to connecting rod R1a respectively, R1b.Can use other elastic components (for example, sphero-cylindrical lens combines with torsion spring) to substitute axle sleeve 981a, 981b with elasticity of torsion constant.
Therefore, by axle sleeve 981a, 981b has limited connecting rod R1a respectively, and R1b is around the motion that is pivoted relative to each other of pivot pivot shaft 931a.That is, when when vehicular sideview is observed since with axle sleeve 981a, the torsional stiffness Ka of 981b, the relation between the Kb has limited angle between connecting rod R1a and the limiting rod 84 and the angle between connecting rod R1b and the limiting rod 84.Similarly, in second connecting rod R2, because and the relation between the torsional stiffness of axle sleeve, limited angle between connecting rod R2a and the limiting rod 84 and the angle between connecting rod R2b and the limiting rod 84.Axle sleeve 981a, the torsional rigid Ka of 981b, Kb can be mutually the same.Perhaps, axle sleeve 981a, the torsional rigid Ka of 981b, Kb can differ from one another.
Figure 17 is the view that is used to describe the performance (vertically compliance) according to the suspension of the 4th embodiment.Figure 17 shows the schematic side elevation of tire/wheel assembly 10.As shown in figure 17, if apply load F to tire/wheel assembly 10 during brake activation, then the relation of the position between first connecting rod R1 and the second connecting rod R2 is changed into the relation shown in the dotted line from the relation shown in the solid line.That is, bracket side connecting rod R1b, R2b moves towards the rear of vehicle, while each connecting rod R1a, R1b, R2a, the change of the angle that R2b and limiting rod 84 form is limited by the antagonistic force that reverses of corresponding axle sleeve.Therefore, according to the 4th embodiment, by setting axle sleeve 981a, the less elasticity of torsion constant of 981b when brake activation, can be realized best vertically compliance, can keep the coupling unit higher stiffness of each connecting rod simultaneously.Therefore, can realize that comfortable driving controls both with stable.According to the 4th embodiment, clearly visible as mentioned above, by the axle sleeve 981a that applies on torsional direction, the elastic force of 981b can weaken vibration in a longitudinal direction effectively.Therefore, according to the in-wheel suspension of the 4th embodiment no longer the needs shock absorber with in the input that roughly reduces power on vertically.Only need on vertical/roughly vertical direction, to reduce the shock absorber of the input of power according to the in-wheel suspension of the 4th embodiment.
According to the structure of the 4th embodiment, by using cheapness and failure-free connecting rod R1, R2 (and not using slide mechanism) can be arranged in the main portion of sprung parts in the wheel.Therefore, can provide have can the low-cost structure that obtains in-wheel suspension.In addition, be arranged in the wheel, can reduce tire entrance point and the departure distance of each member on vehicle-width direction by main portion with sprung parts.Therefore, can reduce the required strength/rigidity of each member, reduce the weight of in-wheel suspension thus.
In addition, according to the 4th embodiment, connect coupling part (connecting rod pivot pivot shaft 721a, 722b, 921a, 922b etc.) and be arranged in the wheel.Therefore, be applied to connecting rod R1, R2 and connect coupling part and change the moment of angle of toein minimum in response to the input in the tire being used to of producing in a longitudinal direction, and the change that angle of toein takes place corresponding to longitudinal force is also less.Therefore, the stability of vehicle in the time of can improving brake activation.
In addition, according to the 4th embodiment, the departure distance between tyre load point on the vehicle-width direction and spring 50/ shock absorber 52 is quite little, and to change the moment of camber angle less because of car weight being used to of causing.Therefore, can reduce connecting rod R1, R2 and connect the coupling part desirable strength, thus reduce the weight of in-wheel suspension.
According to the 4th embodiment, because arm 90 is arranged in the front side of spring 50/ shock absorber 52, so the damage that arm 90 can protect spring 50 to exempt from such as road fragments such as cobbles.In addition, as above described with reference to figure 2, cold plates 40 can be set, it cools off it by supplying air to shock absorber 52, and the damage of protecting shock absorber 52 to exempt from such as road fragments such as cobbles.
In the 4th embodiment, axle sleeve is disposed in connecting rod R1, the coupling part place of R2 and limiting rod 84 couplings.But, connecting rod R1, one among the R2 can firmly be coupled with limiting rod 84, and only another connecting rod is coupled via axle sleeve and limiting rod 84.
In the 4th embodiment, two connecting rod R1a of connecting rod R1, R1b are respectively via two axle sleeve 981a, 981b and limiting rod 84 couplings (R2 is provided with same structure to connecting rod).But, connecting rod R1a, one among the R1b can firmly be coupled with limiting rod 84, and only another connecting rod via axle sleeve 981a or 981b and limiting rod 84 couplings.
The fifth embodiment of the present invention relates to uses the structure of rotating electromagnetic shock absorber as shock absorber 52.Can be with according to any one to above-mentioned first to fourth embodiment of the structure applications of the 5th embodiment.In the following description, will be according to the structure applications of the 5th embodiment in the 4th embodiment.
Figure 18 shows when when vehicle outside is observed, near the block diagram of the part the end of the arm 90 of tire/wheel assembly shown in Figure 15 10.As shown in figure 18, arm 90 forms tubulose at end 90a at least.Shock absorber 52 (rotating electromagnetic shock absorber) is arranged in the hollow bulb of end 90a.Shock absorber 52 is fixed to arm 90 via high rigidity assembled portion (not shown).
Shock absorber 52 has from the rotating shaft 52a of the hollow bulb projection of arm 90.Shock absorber 52 reduces the input of rotational force in rotating shaft 52a.When rotating shaft 52a rotates, produce the magnetic field that suppresses rotating shaft 52a rotation by the magnet that is contained in the damper main body.Therefore, can reduce the input of rotational force among the rotating shaft 52a.
In the 5th embodiment, gear 52b is formed among the rotating shaft 52a of shock absorber 52.Perhaps, gear 52b is arranged on the rotating shaft 52a of shock absorber 52.Gear 52b and gear 54 engagements integrally formed with arm side connecting rod R1a.Gear 54 uses the connecting rod pivot pivot shaft 921a of arm side connecting rod R1a as its pivotal axis.Arrange that shock absorber 52 makes its rotating shaft 52a be parallel to connecting rod pivot pivot shaft 921a.Shock absorber 52 and gear 54 provide higher rigidity to resist in the power except acting on other directions on the hand of rotation of connecting rod pivot pivot shaft 921a.
In the 5th embodiment, when gear 54 according to connecting rod R1, the pivoting action of R2 and when pivoting, rotational force is passed to rotating shaft 52a and is weakened by shock absorber 52.Therefore, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience), spring 50 is according to connecting rod R1, the pivoting action of R2 and stretch and shrink, and the rotating shaft 52a of shock absorber 52 just/negative side rotates up.Therefore, weakened the vibration that is applied to car body because of the road surface input.
In the 5th embodiment, gear 54 is integrally formed with arm side connecting rod R1a.But, gear 54 can with other connecting rods R1b, wherein any one is integrally formed for R2a, R2b.In the case, when the connecting rod pivot pivot shaft that is provided with gear 54 around connecting rod when gear 54 pivots, with gear 54 ingear rotating shaft 52a rotation, thus when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly jolt/during resilience) weaken the vibration that is applied to car body.According to above-mentioned the 5th embodiment, use the rotating electromagnetic shock absorber to replace hydraulic damper, and shock absorber 52 is arranged in the arm 90 as shock absorber 52, can improve the alerting ability of arranging sprung parts thus.In addition, according to the 5th embodiment, because shock absorber 52 is contained in the arm 90, so can prevent effectively such as the damage of the road fragment of cobble to shock absorber 52.
Figure 19 is from the block diagram of the tire/wheel assembly 10 of the inboard observation of vehicle, shows the main portion according to the of the present invention the 6th in-wheel suspension of implementing.In Figure 19, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 6th embodiment.But, also the in-wheel suspension according to the 6th embodiment can be applied to front-wheel.In the following description, will represent identical with first embodiment or corresponding part, only the 6th embodiment unique portion will be described with identical label.
As shown in figure 19, in the 6th embodiment, support 70 has the slide shaft support portion 724 of extending on vertical/roughly vertical direction.
Brake clamp 20 is arranged between two arms,, is positioned at the joint portion of arm 721 and arm 722 that is.
The slide shaft member 726 that its axis extends on vertical/roughly vertical direction is fixed to slide shaft load-carrying element 724.Slide shaft member 726 is provided with and can slides in the axial direction and can be around the sliding component 60 of slide shaft member 726 rotation with respect to slide shaft member 726.Particularly, as shown in figure 20, slide shaft member 726 has at least in the zone that sliding component 60 slides along axial unmodified circular section segment.Slide shaft member 726 passes the sliding component 60 that has corresponding to the peristome of slide shaft member 726.Axle sleeve 62 (for example, the metal axle sleeve of perfusion machine oil) can be set to allow the motion smoothly toward each other of these members 60,726 between sliding component 60 and slide shaft member 726, reduce the sliding resistance that between generates thus.
Two arm 90b stretch out from the end 90a of arm 90.Arm 90b extends upward and another arm 90b extends downwards.The tube portion that central axis extends on vehicle-width direction is formed on the end of two arm 90b respectively, arranges connecting rod pivot pivot shaft 921a thus, 922b.
Connecting rod R1, R2 and arm 90 and/or connecting rod R1, R2 and support 70 are coupled to each other via the tubular rubber axle sleeve 80 that its central axis extends on vehicle-width direction, to realize the required vertical compliance of vehicle.As shown in figure 21, each axle sleeve 80 includes inner core and the urceolus with the axle sleeve axis coaxial arrangement of extending on vehicle-width direction.Rubber component is arranged between inner core and the urceolus.In example shown in Figure 21, the inner core of axle sleeve is fixed to connecting rod R1, R2, and the urceolus of axle sleeve is fixed to the connecting rod pivot pivot shaft 921a of arm 90 1 sides, the connection pivot support portion 721a of 922b and support one side, 722b.
Therefore, utilize first connecting rod R1 and second connecting rod R2 that tire/wheel assembly 10 is supported for and can vertically/roughly moving on the vertical direction with respect to arm 90 (with respect to car body).That is, when keeping required compliance characteristic according to being suspended in of the 6th embodiment, the motion on vertical/roughly vertical direction suffers restraints with level of freedom.
Because the departure distance between tyre load point on the vehicle-width direction and spring 50/ shock absorber 52 is minimum, and because of car weight being used to of causing to change the moment of camber angle less, so can reduce connecting rod R1, R2 and the required intensity of connecting rod coupling part.
According to the 6th embodiment, spring 50/ position of shock absorber 52 between car body side and bracket side is assembled to first connecting rod R1 or second connecting rod R2 (it is connected to bracket side with the car body side).Therefore, the power of bracket side can be reduced to be applied to, and the required intensity of the connection coupling part of bracket side and support 70 can be reduced.Therefore, the weight and the size of support 70 can be reduced, and the rigidity of support 70 can be improved.
Sliding component 60 is connected to arm 90 (the 6th embodiment its specific structure) pivotly.In example shown in Figure 19, as shown in figure 20, sliding component 60 is connected to arm 90 via ball-joint 40.Ball-joint 40 comprises ball stud 42.The 42b of tapered rod portion is formed in the ball stud 42.Thread rod part 42c is being formed on the position of a relative side with the spherical portion of ball stud 42 near the end in the 42b of tapered rod portion.In example shown in Figure 20, the 42b of tapered rod portion that is included in the ball stud 42 in the ball-joint 40 is assemblied in and is formed at from the taper hole of arm 90 towards the arm 90c that vehicle front extends.Then, nut is fastened to thread rod part 42c, thus sliding component 60 is connected to arm 90 pivotly.
Ball-joint 40 can be arranged in the sidepiece of slide shaft member 726 on vehicle-width direction.That is, when from the end on observation of slide shaft member 726 (when observing as shown in Figure 20), the line that connects the axle center of the centre of gration of slide shaft member 726 and slide shaft member 726 can be roughly and the line parallel that extends on vehicle-width direction.Therefore, in-wheel suspension can suitably reduce longitudinal force.When tire/wheel assembly 10 applies transverse force, can receive this transverse force and in fact can not produce moment by slide shaft member 726 and sliding component 60 around slide shaft member 726.Therefore, can improve the rigidity of in-wheel suspension opposing transverse force.
By above-mentioned the 6th embodiment its specific structure, when tire/wheel assembly 10 moves on vertical/roughly vertical direction, sliding component 60 rotates around slide shaft, vertically/roughly sliding on the vertical direction with respect to slide shaft member 726 simultaneously, making arm 90 vertically/roughly move on the vertical direction thus.Therefore, when tire/wheel assembly 10 jolt/during resilience, can change the angle of toein of tire/wheel assembly 10.
In other words, if observe with respect to the arm side, when tire/wheel assembly 10 moved on vertical/roughly vertical direction, support 70 was around pair of links R1, and the instantaneous center between the R2 pivots.At this moment, by ball-joint 40 come limit slippage shaft component 726 vehicle vertically on displacement.Therefore, slide shaft member 726 is with respect to sliding component 60 rotations (that is, the restriction by 40 pairs of slide shaft members 726 of ball-joint move on longitudinal direction of car is obtained to compensate by the rotation of slide shaft member 726 with respect to sliding component 60).Changed the angle of toein of tire/wheel assembly 10 thus.
According to the 6th embodiment, by suitably regulate make when tire/wheel assembly 10 with respect to arm 90 on vertical/roughly vertical direction during motion support 70 along suitable path movement, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience) can be with the angle of toein change aequum of tire/wheel assembly 10.For example, as shown in figure 19, ball-joint 40 is arranged in the inside portion of slide shaft member 726 on vehicle-width direction.Therefore, when observing with respect to the arm side, when tire/wheel assembly 10 moved on vertical/roughly vertical direction, 726 rotations of slide shaft member were to regain towards the inboard of vehicle.Therefore, when tire/wheel assembly 10 jolt/during resilience, the orientation that can change tire/wheel assembly 10 makes angle of toein increase.
Similarly, by the degree of dip of suitable adjusting slide shaft member 726, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience) angle of toein of tire/wheel assembly 10 can be changed aequum.For example,, make the upper end of slide shaft member 726 be positioned at the front side of its lower end, when tire/wheel assembly 10 jolts, angle of toein can be changed greater amount by tilt slide shaft component 726 when when vehicular sideview is observed.
In the 6th embodiment, when longitudinal force is applied to tire/wheel assembly 10, for example because rubber axle sleeve 80 elastically-deformable former thereby keep required compliance.Therefore, when longitudinal force was applied to tire/wheel assembly 10, slide shaft member 726 moved towards the rear of vehicle with respect to arm 90.At this moment, by ball-joint 40 come limit slippage shaft component 726 vehicle vertically on motion.Therefore, slide shaft member 726 is with respect to sliding component 60 rotations, and the angle of toein of tire/wheel assembly 10 changes.
According to above-mentioned the 6th embodiment, when applying longitudinal force, the angle of toein of tire/wheel assembly 10 can be changed aequum, keep simultaneously for required compliance longitudinally.For example, as shown in figure 19, if observe, because ball-joint 40 is arranged in the inside portion of slide shaft member 726 on vehicle-width direction, so slide shaft member 726 rotates to regain towards the inboard of vehicle when applying longitudinal force with respect to the arm side.Therefore, when tire/wheel assembly 10 jolt/during resilience, can change the orientation of tire/wheel assembly 10, make angle of toein increase.
In the 6th embodiment, the span between the Coupling point of first connecting rod R1 and second connecting rod R2 and arm 90 couplings is set to the span that is shorter than between the Coupling point of first connecting rod R1 and second connecting rod R2 and support 70 couplings.Promptly, passenger in weight is in preset range is on the car, deflection angle is under the normal circumstances of intermediate value and stationary vehicle, can be with pair of links R1, the instantaneous center between the R2 is set in the side (being provided with a side of slide shaft member 726) near vehicle front.Therefore, can reduce sliding component 60 along with vertically/roughly vertical motion of tire/wheel assembly 10 vertical/roughly amount of vertical motion.Therefore, can reduce to comprise the weight and the size of the slide mechanism of slide shaft member 726 and sliding component 60.
In the 6th embodiment, by being arranged in the pars intermedia of second connecting rod R2, first connecting rod R1 is connected pivotal axis 721a, 722b, 921a, the outside of 922b is arranged in spring 50/ shock absorber 52 in the wheel.When departure distance was not enough, spring 50/ shock absorber 52 can be from the projection of wheel part on vehicle-width direction.Perhaps, by being arranged in, at least one the pars intermedia among first connecting rod R1 and the second connecting rod R2 connects pivotal axis 721a, 722b, 921a, the inboard of 922b is being arranged in spring 50/ shock absorber 52 between first connecting rod R1/ second connecting rod R2 and the support 70 on the vehicle-width direction.
In the 6th embodiment shown in Figure 19, spring 50 is arranged between lower spring cup and the upper spring seat with around shock absorber 52, and coaxial each other stretching, extension and the contraction on vertical/roughly vertical direction of spring 50 and shock absorber 52.But, must be with spring 50 and shock absorber 52 coaxial arrangement each other.In addition, can use disc spring or air bellow as spring 50.Shock absorber 52 can be vertically/roughly to weaken the hydraulic damper of vibration input or weaken the rotating electromagnetic shock absorber that vibration is imported on hand of rotation on the vertical direction.
Figure 22 shows from the block diagram of the tire/wheel assembly of vehicle interior side observation, and it shows the main portion of in-wheel suspension according to a seventh embodiment of the invention.In Figure 22, the left side is a vehicle front.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 7th embodiment.But, also the in-wheel suspension according to the 7th embodiment can be applied to front-wheel.In the following description, will represent identical with the 6th embodiment or corresponding part, only the 7th embodiment unique portion will be described with identical label.
Be according to the in-wheel suspension of the 7th embodiment and in-wheel suspension difference, comprise that the slide mechanism of slide shaft member 726 and sliding component 60 is disposed in the rear side of wheel center according to the 6th embodiment.That is, be mutually symmetrical about wheel center in a longitudinal direction according to the in-wheel suspension of the 7th embodiment and in-wheel suspension according to the 6th embodiment.
Particularly, in the 7th embodiment, sliding component 60 is pivotally connected to arm 90.As Figure 20 and shown in Figure 22, the 42b of tapered rod portion of ball-joint 40 is assemblied in and is formed at from the taper hole of arm 90 in the arm 90c of the rear extension of vehicle, then nut is fastened to thread rod part 42c, thus sliding component 60 is connected to arm 90 pivotly.
In the 7th embodiment, by regulate make when tire/wheel assembly 10 with respect to arm 90 on vertical/roughly vertical direction during motion support 70 along suitable path movement, can be when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience) with the angle of toein change aequum of tire/wheel assembly 10.For example, as shown in figure 22, because ball-joint 40 is arranged in the outside portion of slide shaft member 726 on vehicle-width direction, observe with respect to the arm side, when tire/wheel assembly 10 moved on vertical/roughly vertical direction, 726 rotations of slide shaft member were to regain towards the outside of vehicle.Therefore, the orientation that can change tire/wheel assembly 10 makes and to jolt/angle of toein increase during resilience when tire/wheel assembly 10.
Similarly, by the degree of dip of suitable adjusting slide shaft member 726, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience), the angle of toein of tire/wheel assembly 10 can be changed aequum.For example, make the upper end of slide shaft member 726 be positioned at the rear side of its lower end, can work as tire/wheel assembly 10 and change tire/wheel assembly 10 when jolting and make angle of toein further increase by tilt slide shaft component 726.
In the 7th embodiment, when longitudinal force was applied to tire/wheel assembly 10, slide shaft member 726 moved towards the rear of vehicle with respect to arm 90.At this moment, by ball-joint 40 come limit slippage shaft component 726 vehicle vertically on displacement.Therefore, slide shaft member 726 with respect to sliding component 60 rotations (promptly, by the restriction of the 40 pairs of motions of slide shaft member 726 on longitudinal direction of car of ball-joint, obtained to compensate by the rotation of slide shaft member 726 with respect to sliding component 60), and the angle of toein of change tire/wheel assembly 10.According to above-mentioned the 7th embodiment, when applying longitudinal force, the angle of toein of tire/wheel assembly 10 can be changed aequum, keep required compliance simultaneously for longitudinal force.For example, as shown in figure 22, by ball-joint 40 is arranged in the outside of slide shaft member 726 on vehicle-width direction, if observe with respect to the arm side, 726 rotations of slide shaft member are to regain towards the outside of vehicle when applying longitudinal force.Therefore, when tire/wheel assembly 10 jolt/during resilience, can change the orientation of tire/wheel assembly 10, make angle of toein increase.
In the 7th embodiment, the span between the Coupling point of first connecting rod R1 and second connecting rod R2 and arm 90 couplings is set at the span that is shorter than between the Coupling point that first connecting rod R1 and second connecting rod R2 and support 70 be coupled.That is, under above-mentioned normal circumstances, can be with pair of links R1, the instantaneous center between the R2 is set in the side (being provided with a side of slide shaft member 726) near rear view of vehicle.Therefore, can reduce sliding component 60 along with vertically/roughly vertical motion of tire/wheel assembly 10 vertical/roughly amount of vertical motion.Therefore, can reduce to comprise the weight and the size of the slide mechanism of slide shaft member 726 and sliding component 60.
Figure 23 shows from the block diagram of the tire/wheel assembly of vehicle interior side observation, and it shows the main portion according to the in-wheel suspension of the eighth embodiment of the present invention.In Figure 23, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 8th embodiment.But, also the in-wheel suspension according to the 8th embodiment can be applied to front-wheel.In the following description, will represent identical with the 6th embodiment or corresponding part, only the 8th embodiment unique portion will be described with identical label.
In the 8th embodiment, sliding component 60 and arm 90 all are connected to each other at two separate some places on vertical/roughly vertical direction.In example shown in Figure 23, sliding component 60 is connected to arm 90 (being connected to the example of the mode of arm 90 referring to sliding component among Figure 20 60) via two ball-joints 40.Particularly, the tapered rod portion of two ball-joints 40 is assemblied in and is formed at from arm 90 each taper hole in two arm 90c that extend in the place ahead of vehicle, then two nuts are fastened to two thread rod part 42c respectively, thus sliding component 60 all are connected to arm 90 pivotly at two some places.
According to the 8th embodiment,, can improve the rigidity that the in-wheel suspension opposing changes the power of camber angle by sliding component 60 is connected to arm 90 at two some places.In addition, according to the 8th embodiment, tyre load point and the departure distance of spring 50/ shock absorber 52 on vehicle-width direction are quite little, and to change the moment of camber angle less because of car weight being used to of causing.Therefore, in conjunction with the raising (realizing) of in-wheel suspension being resisted the rigidity of the power that changes camber angle, can reduce the desirable strength of the connection coupling part of second connecting rod R2 and second connecting rod R2 by sliding component 60 is connected to arm 90 at two some places.
In the 8th embodiment, sliding component 60 is connected to each other at two some places with arm 90.Therefore, retrained and be suspended on the hand of rotation and the freedom of motion on the camber angle change of direction.Therefore, the quantity of connecting rod R must not be two.Therefore, as shown in figure 23, second connecting rod R2 is not set in in-wheel suspension.
In the 8th embodiment, sliding component 60 is located to be connected to each other at two points (one of them point is positioned on the wheel center, and another point is positioned under the wheel center) with arm 90.In addition, can be not parallel and coplane not at axle upwardly extending line and the line that is connected two connecting portions (sliding component 60 is connected to arm 90 at these two connecting portion places) (line of the centre of gration of two ball-joints 40 of connection) of slide shaft member 726.In the case, when tire/wheel assembly 10 moves on vertical/roughly vertical direction (when tire/wheel assembly 10 jolt/during resilience), if observe with respect to the arm side, then slide shaft member 726 is different from slide shaft member 726 with respect to the motion of ball-joint 40 down with respect to the motion of last ball-joint 40.Therefore, slide shaft member 726 axially changes with respect to arm 90 (car body).Therefore, the camber angle of tire/wheel assembly 10 changes.
According to the 8th embodiment, by suitably setting along not parallel between the axially extended line of slide shaft member 726 and the line that is connected two connecting portions (sliding component 60 is connected to arm 90 at these two connecting portion places) and the relation of coplane not, when tire/wheel assembly 10 jolt/during resilience, the camber angle of tire/wheel assembly 10 can be changed aequum.For example, as shown in figure 24, last ball-joint 40 is arranged in the inside portion of slide shaft member 726 on vehicle-width direction, makes to be connected to the line of slide shaft member 726 in the clockwise direction from the line deviation angle α along the vehicle-width direction extension from last ball-joint 40.In addition, following ball-joint 40 is arranged in the inside portion of slide shaft member 726 on vehicle-width direction, makes to be connected to the line of slide shaft member 726 in the counterclockwise direction from the line deviation angle α along the vehicle-width direction extension from following ball-joint 40.By this structure, when tire/wheel assembly 10 jolted, slide shaft member 726 tilted to make the upper end of slide shaft member 726 be positioned at the outside of the lower end of slide shaft member 726.Therefore, when tire/wheel assembly 10 jolts, can change the orientation of tire/wheel assembly 10, make negative camber angle increase.
Figure 25 shows from the block diagram of the tire/wheel assembly of vehicle interior side observation, and it shows the main portion according to the in-wheel suspension of the ninth embodiment of the present invention.In Figure 25, the left side is the place ahead of vehicle.In the following description, will be applied to trailing wheel according to the in-wheel suspension of the 9th embodiment.But, also the in-wheel suspension according to the 9th embodiment can be applied to front-wheel.In the following description, will represent identical with the 6th embodiment or corresponding part, only the 9th embodiment unique portion will be described with identical label.
In the 9th embodiment and the 8th embodiment, sliding component 60 and arm 90 are connected to each other at two separate some places on vertical/roughly vertical direction.In the 9th embodiment, sliding component 60 has separate top 60a and bottom 60b on vertical direction roughly.Top 60a and bottom 60b are connected to arm 90 independently of one another, pivotly.In example shown in Figure 25, the top 60a of sliding component 60 is connected to arm 90 via last ball-joint 40.The bottom 60b of sliding component 60 is connected to arm 90 (sliding component 60 being connected to the example of the mode of arm 90 referring to Figure 20) via following ball-joint 40.
In the 9th embodiment, sliding component 60 has top 60a and bottom 60b.Therefore, when applying transverse force, receive transverse force by two connecting portions.Therefore, can prevent unsuitable position relation between sliding component 60 and the slide shaft member 726.Promptly, according to the 9th embodiment, because sliding component 60 is connected to each other at two some places with arm 90, so can prevent to produce unsuitable position relation between the sliding component 60 and slide shaft member 726 when apply transverse force, the rigidity of the power of change camber angle is resisted in raising simultaneously.
The embodiments of the invention of in specification sheets, having described all should be considered in all fields the explanation and unrestricted.Therefore be intended to and fall in the implication of equivalent of claims and the various changes in the scope are included in.
For example, in the above-described embodiments, spring 50/ shock absorber 52 is disposed in the rear side of arm 90, makes arm 90 protection springs 50/ shock absorber 52 exempt from such as the broken fast damage of roads such as cobble.But the present invention is not limited to this structure.Spring 50/ shock absorber 52 also can be arranged on the front side of arm 90.
In addition, in the above-described embodiments, used one group of slide mechanism (slide shaft member 726 and sliding component 60).But, also can use the two or more groups slide mechanism.For example, as shown in figure 26,, can obtain effect same with the above-mentioned embodiment by using two groups of slide mechanisms (two slide shaft members 726 and two sliding components 60).In example shown in Figure 26, outside from vehicle on vehicle-width direction, the upper end of spring 50/ shock absorber 52 is assembled to first connecting rod R1.
In addition, in the above-described embodiments, arm 90 is connected to each other via ball-joint 40 with sliding component 60.But the present invention is not limited to this structure.For example, arm 90 can be connected to each other via axle sleeve with sliding component 60.

Claims (18)

1. in-wheel suspension comprises:
Wheel (14);
Rotatably support the support (70) of described wheel;
With car body coupling and extend to arm (90) in the described wheel;
At least one connecting rod (R1), itself and the coupling of described support also can pivot around the primary shaft (721a, 921a) with the rotation shaft of wheel almost parallel, and the coupling of itself and described arm and can around with second pivot of described rotation shaft of wheel almost parallel, described at least one connecting rod is along the longitudinal extension of vehicle; And
In elastic element (50) and the damping element (52) at least one, it is arranged between described support and the described connecting rod.
2. in-wheel suspension according to claim 1 also comprises:
The mechanism (R2,726,60) of the motion of the described arm of guiding on vertical direction roughly.
3. in-wheel suspension according to claim 1, wherein,
Described at least one connecting rod comprises first connecting rod (R1) and is arranged in the second connecting rod (R2) of described first connecting rod (R1) below, and
In described elastic element and the described damping element at least one is arranged between described support and described first connecting rod or the described second connecting rod.
4. in-wheel suspension according to claim 3, wherein,
The Coupling point of described first connecting rod and described second connecting rod and coupling place of described support is set at the rear side of wheel center, makes to produce the moment that is used to increase angle of toein when transverse force is applied to described vehicle.
5. in-wheel suspension according to claim 3, wherein,
The line that mid point between the Coupling point (921a) that is coupled from described first connecting rod and described arm and the Coupling point (922b) at described second connecting rod and the described arm place of being coupled is connected to the mid point between the Coupling point (722b) at the Coupling point (721a) at described first connecting rod and the described support place of being coupled and described second connecting rod and the described support place of being coupled is inclined upwardly towards the place ahead of described vehicle.
6. in-wheel suspension according to claim 3, wherein,
Span (SP1) between the Coupling point at the Coupling point at described first connecting rod and the described arm place of being coupled and described second connecting rod and the described arm place of being coupled is longer than be coupled span (SP2) between the Coupling point at place of the Coupling point at described first connecting rod and the described support place of being coupled and described second connecting rod and described support.
7. in-wheel suspension according to claim 3, wherein,
In described first connecting rod and the described second connecting rod each includes arm side connecting rod (R1a, R2a) and bracket side connecting rod (R1b, R2b), described arm side connecting rod can be around described second pivot with respect to described arm, described bracket side connecting rod and described arm side connecting rod are coupled pivotly, and can pivot around described primary shaft with respect to described support, and
In described first connecting rod and the described second connecting rod one be via first limiting rod (80) and the coupling of described support, and another person in described first connecting rod and the described second connecting rod is coupled to each other via described second limiting rod via second limiting rod (82) and described support coupling or described first connecting rod and described second connecting rod.
8. in-wheel suspension according to claim 7, wherein,
Described second limiting rod is coupled described first connecting rod and described second connecting rod, and
In described elastic element and the described damping element at least one is arranged between described second limiting rod and the described support.
9. in-wheel suspension according to claim 3, wherein,
Described damping element is rotary shock absorber (52), and it has S. A. (52a), and reduces to be passed to the rotational force of described S. A., and
Described in-wheel suspension also comprises gear (54), it is set to described first connecting rod or described second connecting rod, described gear pivots along with the pivoting action of described first connecting rod or described second connecting rod, and described rotational force is passed to the described S. A. of described rotary shock absorber.
10. in-wheel suspension according to claim 9, wherein,
Described rotary shock absorber is arranged in the space in the end that is formed at described arm.
11. in-wheel suspension according to claim 3, wherein,
In described first connecting rod and the described second connecting rod each includes arm side connecting rod (R1a, R2a) and bracket side connecting rod (R1b, R2b), described arm side connecting rod can be around described second pivot with respect to described arm, described bracket side connecting rod and described arm side connecting rod are coupled pivotly, and can be around described primary shaft pivot with respect to described support
Limiting rod (84) is connected to the described arm side connecting rod of described second connecting rod and second coupling part (932b) at described bracket side connecting rod place coupled to each other with the described arm side connecting rod of described first connecting rod and first coupling part (931a) at described bracket side connecting rod place coupled to each other, and
In described first coupling part and described second coupling part at least one is coupled pivotly via elastic component (982a, 982b) and described limiting rod.
12. in-wheel suspension according to claim 1 also comprises:
Slide shaft member (726), it is arranged at described support, and roughly vertical direction extension of edge in described wheel; And
Sliding component, it is provided with along the axial and circumferential of described slide shaft member with respect to described slide shaft member slidably around described slide shaft member, and is connected to described arm pivotly.
13. in-wheel suspension according to claim 12, wherein,
The connecting portion (40) that described slide shaft member is connected to described arm place is arranged in the sidepiece of described slide shaft member on vehicle-width direction.
14. in-wheel suspension according to claim 12, wherein,
Described slide shaft member is arranged in the rear side through the vertical axis at the center of tire/wheel assembly.
15. in-wheel suspension according to claim 12, wherein,
Described at least one connecting rod comprises first connecting rod and second connecting rod (R2),
Described first connecting rod is coupled in rear end and described arm in front end and the coupling of described support,
Described second connecting rod is roughly being separated with described first connecting rod on the vertical direction, and is connected to described support at front end, in rear end and the coupling of described arm, and
Span between the Coupling point at the Coupling point at described first connecting rod and the described arm place of being coupled and described second connecting rod and the described arm place of being coupled is shorter than be coupled span between the Coupling point at place of the Coupling point at described first connecting rod and the described support place of being coupled and described second connecting rod and described support.
16. in-wheel suspension according to claim 12, wherein,
Described sliding component separated two connecting portions (40) on vertical direction roughly locate to be connected to described arm.
17. in-wheel suspension according to claim 16, wherein,
Not parallel and the coplane not of the line that is connected with described two connecting portions that described sliding component are connected to described arm place along the axially extended line of described slide shaft member.
18. in-wheel suspension according to claim 12, wherein,
Described sliding component has upper and lower separated from one another on vertical direction roughly, and in described top and the described bottom each all is connected to described arm pivotly.
CN2006800067772A 2005-08-31 2006-08-07 In-wheel suspension Expired - Fee Related CN101132936B (en)

Applications Claiming Priority (5)

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JP2005252327A JP4265586B2 (en) 2005-08-31 2005-08-31 In-wheel suspension
JP252327/2005 2005-08-31
JP313198/2005 2005-10-27
JP2005313198A JP4258514B2 (en) 2005-10-27 2005-10-27 In-wheel suspension
PCT/IB2006/002160 WO2007026199A1 (en) 2005-08-31 2006-08-07 In-wheel suspension

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JP6369230B2 (en) * 2014-08-29 2018-08-08 日産自動車株式会社 In-wheel type suspension system
IT201600124367A1 (en) * 2016-12-07 2018-06-07 Piaggio & C Spa SUSPENSION UNIT FOR MOTORCYCLES, WHEEL UNIT FOR MOTORCYCLES, MOTORCYCLE ADVANCES AND MOTORCYCLES RELATIVE
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