JP2016049901A - In-wheel suspension device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an in-wheel suspension device capable of ensuring a high ride quality even when a vehicle runs over a protrusion.SOLUTION: At least part of suspension constituent elements is disposed within a wheel 9 to which a tire 4 is attached. In this in-wheel suspension device IWS1, a wheel support section of a suspension member 2 is connected to a main sliding shaft 3a of a slide mechanism 3 provided on a wheel support member 1 so as to be vertically movable, and at least one of an elastic element 5 and an attenuation element is disposed between the wheel support member 1 and the suspension member 2. The main sliding shaft 3a is disposed so that an upper end position thereof is on a vehicle rear side with respect to a lower end position in a vehicle side view and that a central line of the sliding shaft is inclined to the vehicle rear side.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an in-wheel type suspension apparatus in which at least a part of suspension components is disposed in a wheel on which a tire is mounted.

  2. Description of the Related Art Conventionally, an in-wheel suspension device is known in which a wheel support portion of a suspension member is connected to a slide shaft included in a slide mechanism provided on the wheel support member so as to be movable up and down (see, for example, Patent Document 1). ).

JP 2007-161195 A

  However, the conventional apparatus has a configuration in which the sliding shaft is arranged substantially perpendicular to the road surface, and the tire strokes substantially perpendicular to the road surface. For this reason, when there is an abrupt protrusion input to the tire from the road surface, such as overstepping, the impact absorption effect is low and the ride comfort is reduced because the input direction from the road surface does not match the trajectory in the vertical stroke direction of the suspension. There is a problem of worsening.

  The present invention has been made paying attention to the above-described problem, and an object thereof is to provide an in-wheel type suspension device that ensures the riding comfort with respect to overhanging protrusions.

In order to achieve the above object, the present invention comprises a suspension member having one end connected to a wheel support member and the other end elastically supported by a vehicle body, and at least a part of the suspension component is disposed in a wheel on which a tire is mounted. Has been.
In this in-wheel type suspension apparatus, the wheel support portion of the suspension member is connected to a slide shaft included in a slide mechanism provided on the wheel support member so as to be vertically movable. At the same time, at least one of an elastic element and a damping element is disposed between the wheel support member and the suspension member.
The sliding shaft is rearwardly inclined such that the upper end position in the vehicle side view is rearward of the vehicle relative to the lower end position, and the sliding shaft center line is inclined rearward of the vehicle.

Therefore, after the sliding shaft to which the wheel support portion of the suspension member is connected so as to be movable up and down, the upper end position in the vehicle side view is rearward of the vehicle relative to the lower end position, and the sliding shaft center line is inclined rearward of the vehicle. It is tilted.
In other words, when there is an abrupt protrusion input to the tire from the road surface, such as overcoming a step, the input direction from the road surface (direction tilting toward the rear of the vehicle) and the vertical stroke direction of the suspension (sliding direction due to backward tilting arrangement) The consistency of the trajectory increases.
As a result, the effect of absorbing shock by at least one of the elastic element and the damping element is enhanced, and the riding comfort over the protrusion can be ensured.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall perspective view of a right rear wheel to which an in-wheel type suspension device according to a first embodiment is applied as viewed obliquely from above a vehicle inside. It is a sliding shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 1 was applied from the vehicle inner side. It is a figure which shows the sliding frictional force which generate | occur | produces when a sliding shaft inclines backward in the in-wheel type suspension apparatus of Example 1. FIG. FIG. 6 is a comparison characteristic diagram showing a sliding frictional force generated on the sliding shaft in accordance with a change in vehicle speed when the backward tilt angle of the sliding shaft is varied in the in-wheel suspension device of the first embodiment. It is a sliding shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 1 (modification 1) was applied from the vehicle inner side. It is a sliding shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 1 (modification 2) was applied from the vehicle inner side. It is a sliding-shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 2 was applied from the vehicle inner side. It is a sliding-shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 2 (modification 1) was applied from the vehicle inner side. It is a sliding-shaft arrangement | positioning figure which shows the backward inclination of the sliding shaft in the side view which looked at the right rear wheel to which the in-wheel type suspension apparatus of Example 2 (modification 2) was applied from the vehicle inner side. FIG. 6 is a sliding shaft arrangement diagram showing a rearward inclination of the sliding shaft in a side view when the right rear wheel to which the in-wheel type suspension device of the third embodiment is applied is viewed from the inside of the vehicle. FIG. 6 is an overall system diagram showing a rearward tilt variable mechanism and a rearward tilt controller when the right rear wheel to which the in-wheel type suspension device of the third embodiment is applied is viewed from the rear of the vehicle. FIG. 6 is a vehicle speed / reverse tilt angle relationship characteristic diagram showing a relationship between a vehicle speed and a rearward tilt angle in the in-wheel type suspension apparatus of the third embodiment. FIG. 10 is a slide shaft arrangement diagram illustrating a case where the backward tilt angle θ of the slide shaft is set to an input angle α in a low speed region in the in-wheel type suspension device of the third embodiment. FIG. 6 is a slide shaft arrangement diagram illustrating a case where the backward tilt angle θ of the slide shaft is set to an input angle β in a high speed region in the in-wheel type suspension device of the third embodiment. FIG. 10 is a vehicle acceleration / backward tilt angle relationship characteristic diagram showing a relationship between vehicle acceleration and a rearward tilt angle in the in-wheel type suspension apparatus of the fourth embodiment. FIG. 10 is a vehicle speed / vehicle acceleration / backward tilt angle relationship characteristic diagram showing a relationship between vehicle speed, vehicle acceleration, and rearward tilt angle in the in-wheel suspension device of the fifth embodiment. FIG. 10 is a rearward tilt control map diagram illustrating an example of a map used for rearward tilt control in the in-wheel suspension device of the fifth embodiment.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the in-wheel type suspension apparatus of this invention is demonstrated based on Example 1-Example 5 shown in drawing.

First, the configuration will be described.
The configuration of the in-wheel type suspension apparatus IWS1 according to the first embodiment will be described by dividing it into “entire configuration” and “rear tilt arrangement configuration of the sliding shaft”.

[overall structure]
FIG. 1 is a perspective view of a right rear wheel (driven wheel) to which the in-wheel type suspension device IWS1 according to the first embodiment is applied as viewed obliquely from the inside of the vehicle. The overall configuration will be described below with reference to FIG. In FIG. 1, the left side is the vehicle traveling direction.

As shown in FIG. 1, the in-wheel suspension apparatus IWS1 includes a wheel support member 1, a suspension member 2, a sliding mechanism 3, a tire 4, an elastic element 5, a first elastic bush 6a, The second elastic bush 6b and the third elastic bush 6c are provided.
Here, the reason that the “in-wheel suspension device” is not simply a suspension device is that at least a part of the suspension component is disposed in the wheel 9 on which the tire 4 is mounted.

  The wheel support member 1 is constituted by a knuckle plate fixed in an inner space of a wheel 9 on which the tire 4 is mounted. The wheel support member 1 is fixed with the upper end portion and the lower end portion of the parallelly arranged main slide shaft 3a and sub-slide shaft 3b constituting the slide mechanism 3.

  The suspension member 2 is a suspension component having one end connected to the wheel support member 1 and the other end elastically supported by the vehicle body. The suspension member 2 integrally includes a first link 2a, a second link 2b, a third link 2c, a main sliding pipe 2d, and a sub-sliding link 2e. And the main sliding pipe 2d which is a wheel support part is connected with respect to the main sliding shaft 3a of the sliding mechanism 3 provided in the wheel support member 1. FIG. That is, the suspension member 2 operates as a whole as a whole, and is restricted to a vertical movement along the main slide shaft 3a as a degree of freedom of movement. Then, the first link 2a, the second link 2b, and the third link 2c arranged in different directions from the main sliding pipe 2d toward the vehicle body generate forces in three directions (vehicle up-down direction, vehicle front-rear direction, vehicle width direction). receive.

  The sliding mechanism 3 is composed of a main sliding shaft 3a and a sub-sliding shaft 3b which are fixed to the wheel support member 1 at the upper end and the lower end and are arranged in parallel to each other. An elastic element 5 constituted by a coil spring is interposed between the sub-sliding shaft 3b and the sub-sliding link 2e, and a spring biasing force is applied to the vertical sliding operation of the suspension member 2. .

  The first elastic bushing 6a is a cylindrical bushing that is provided on the vehicle body support portion of the first link 2a that extends from the main sliding pipe 2d in the vehicle upper direction and in the vehicle width direction. The second elastic bushing 6b is a cylindrical bushing that is provided on the vehicle body support portion of the second link 2b that extends from the main sliding pipe 2d to the vehicle lower side and the vehicle rear side. The third elastic bushing 6c is a cylindrical bushing that is provided on the vehicle body support portion of the third link 2c that extends downward from the main sliding pipe 2d and in the vehicle width direction.

[Reverse tilt arrangement of sliding shaft]
FIG. 2 shows the rearward inclination of the main sliding shaft 3a in a side view of the right rear wheel to which the in-wheel type suspension device IWS1 of the first embodiment is applied as viewed from the inside of the vehicle. Hereinafter, based on FIG. 2, a backward inclined arrangement configuration of the main sliding shaft 3 a according to the first embodiment will be described.

  As shown in FIG. 2, the main sliding shaft 3 a has a rearward inclined arrangement in which the upper end position in the vehicle side view is rearward of the vehicle relative to the lower end position, and the sliding shaft centerline 11 is inclined rearward of the vehicle. . At this time, the rearward tilt angle θ in the vehicle side view of the main sliding shaft 3a is set so that the sliding frictional force is a certain value or less in the vehicle speed range in the normal traveling environment. Specifically, the rearward tilt angle θ of the main sliding shaft 3a is set to be about 15 ° or less with respect to the tire center vertical shaft 14 passing through the wheel center 7 (see FIG. 4). In FIG. 2, 8 is a vehicle body attachment member, which is a vehicle body side member that elastically supports the elastic bushes 6a, 6b, 6c of the suspension member 2.

Next, the operation will be described.
The operation of the in-wheel type suspension apparatus IWS1 according to the first embodiment will be described by dividing it into “riding comfort ensuring operation against over-projection” and “other characteristic operations”.

[Riding comfort guarantee operation over bumps]
For example, an in-wheel type suspension device (comparative example) in which a sliding mechanism as described in JP 2007-161195 A is arranged has a sliding shaft arranged substantially perpendicular to the road surface. Can only stroke in the direction along the sliding axis. As described above, the in-wheel suspension device has a problem that the sliding resistance due to road surface input increases because the change in the tire posture during the vertical stroke is substantially restricted by the sliding mechanism. That is, when an abrupt protrusion input from the road surface such as stepping over a step occurs, a force is applied from the step to the tire not in the direction perpendicular to the road surface but in the direction inclined to the vehicle entry direction. However, in the case of the comparative example, the sliding shaft is arranged in a direction substantially perpendicular to the road surface. Therefore, in the case of the in-wheel type suspension device of the comparative example, the impact absorption effect is low because the trajectory between the input direction from the road surface when overcoming a step and the vertical stroke direction of the tire by the sliding mechanism do not match, Deteriorate ride comfort.

  On the other hand, in the first embodiment, the main sliding shaft 3a included in the sliding mechanism 3 that connects the wheel support portions of the suspension member 2 so as to be movable up and down is arranged such that the upper end position in the vehicle side view is behind the vehicle from the lower end position. Therefore, the sliding axis center line 11 is configured to be rearwardly inclined so as to be inclined rearward of the vehicle.

  That is, when an abrupt protrusion overriding input from the road surface 12 to the tire 4 such as overstepping occurs, the input direction from the road surface 12 (direction inclining toward the rear of the vehicle) and the vertical stroke direction of the suspension member 2 (rearward inclination arrangement) (The sliding direction) is more consistent with the locus. As described above, the shock caused by the road surface input can be absorbed by the vertical stroke of the suspension member 2 by substantially matching the road surface input direction.

Here, based on FIG. 3, the sliding frictional force μN2 generated on the sliding shaft surfaces of the main sliding shaft 3a and the main sliding pipe 2d when the protrusion is passed will be described. Assuming that the rearward tilt angle of the main sliding shaft 3a is θ and the road surface input direction over the protrusion is f, the rearward tilt angle θ and the road surface input direction f are shifted by a shift angle ω (deg). The force N2 acting perpendicularly to the sliding shaft surfaces of the sliding shaft 3a and the main sliding pipe 2d is
N2 = f × sinω (1)
become. Therefore, when the dynamic friction coefficient is μ, the sliding friction force μN2 is
μN2 = μ × f × sinω (2)
become. As is clear from this equation (2), when the deviation angle ω is zero, the sliding friction force μN2 becomes zero, and the smaller the deviation angle ω, that is, the consistency between the road surface input direction and the stroke direction is. The higher the sliding frictional force μN2 is, the smaller it is.

  As a result, in the in-wheel suspension device IWS1 having the main sliding shaft 3a, the impact absorbing effect by the elastic element 5 is increased when the protrusion is overridden, and the riding comfort for overriding the protrusion can be ensured. In addition, since the sliding frictional force μN2 is kept small when the protrusion is passed over, the twisting force acting on the sliding shaft surface is suppressed, and the durability of the main sliding shaft 3a and the main sliding pipe 2d forming the sliding shaft surface is reduced. Reliability can be improved.

[Other features]
As a relationship between the input direction from the road surface 12 to the tire 4 and the vehicle speed, the present inventor, when going over a step at an extremely low vehicle speed, increases the rearward tilt angle in the input direction to the tire 4, but the vehicle speed when going over the step. It has been found that the rearward tilt angle gradually decreases as the height increases.

  Therefore, when the rearward tilt angle θ of the main sliding shaft 3a is 20 °, as shown in FIG. 4, the sliding frictional force becomes zero at the vehicle speed VAP1 in the extremely low speed range, and the vehicle speed shifts to the middle / high speed range. Accordingly, the sliding frictional force increases. Further, when the rearward tilt angle θ of the main sliding shaft 3a is set to 15 °, as shown in FIG. 4, the sliding friction force decreases from the vehicle speed VAP1, and the sliding friction force becomes zero at the low speed vehicle speed VAP2, The sliding friction force increases as the vehicle speed shifts to the middle / high speed range. When the rearward tilt angle θ of the main sliding shaft 3a is 10 °, the sliding friction force decreases from the vehicle speed VAP1 as shown in FIG. 4, and the sliding friction force becomes zero at the medium speed vehicle speed VAP3. As the speed shifts to a high speed range, the sliding friction force increases. When the rearward tilt angle θ of the main sliding shaft 3a is 5 °, as shown in FIG. 4, the sliding friction force decreases from the vehicle speed VAP1, and the sliding friction force becomes zero at the high speed vehicle speed VAP4.

  On the other hand, in the first embodiment, the rearward tilt angle θ in the vehicle side view of the main sliding shaft 3a is set to a value where the sliding frictional force is constant in the vehicle speed range (for example, the vehicle speed VAP1 to the vehicle speed VAP4) in the normal traveling environment ( (Threshold value) or less.

  That is, when the rearward tilt angle θ of the main sliding shaft 3a is set in the range of 15 ° to 5 ° so that the sliding friction force is less than or equal to the threshold value in the vehicle speed range in the normal traveling environment, a certain amount of protrusion overcoming is expected. It is possible to cope with a change in the input direction from the road surface 12 over the protrusion in the normal traveling environment. As a result, it is possible to ensure a comfortable ride according to the traveling speed over a wide range.

In the first embodiment, the rearward tilt angle θ of the main sliding shaft 3a in a side view of the vehicle is set to be about 15 ° or less with respect to the tire center vertical axis 14 passing through the wheel center 7.
Thus, when the rearward tilt angle θ of the main sliding shaft 3a is set to be about 15 ° or less, as a result, as shown in FIG. 4, the sliding frictional force is generated in a wide vehicle speed range from the vehicle speed VAP1 to the vehicle speed VAP4. Falls below the threshold. Therefore, it is possible to cope with a change in the input direction from the road surface 12 over the bump in the extremely low speed to high speed vehicle speed range assumed in the urban area to the suburban area. As a result, it is possible to ensure a comfortable ride according to the traveling speed over a wide range.

  Incidentally, FIG. 2 showing the in-wheel type suspension device IWS1 of the first embodiment has two sliding shafts 3 (a main sliding shaft 3a and a secondary sliding shaft 3b), and a rearward tilt angle θ of the main sliding shaft 3a. This is an example in which the angle is about 10 °. FIG. 5 showing the in-wheel type suspension device IWS1 (1) of the first modification of the first embodiment has two sliding shafts 3 (a main sliding shaft 3a and a secondary sliding shaft 3b), and the main sliding shaft 3a. This is an example in which the rearward tilt angle θ is about 5 °. FIG. 6 showing the in-wheel type suspension device IWS1 (2) of the second modification of the first embodiment is an example in which one sliding shaft 3 is provided and the rearward tilt angle θ of the main sliding shaft 3a is about 15 °. is there. The rearward tilt angle θ shown in FIGS. 2, 5, and 6 can secure the riding comfort over the protrusions in any case, but, for example, the vehicle speed range in which measures for riding comfort over the protrusions are required is different. It can be selected for each vehicle type (passenger car, SUV, etc.).

Next, the effect will be described.
In the in-wheel type suspension apparatus IWS1 of the first embodiment, the effects listed below can be obtained.

(1) An in-wheel provided with a suspension member 2 having one end connected to the wheel support member 1 and the other end elastically supported by the vehicle body, and at least a part of the suspension components disposed in a wheel 9 on which the tire 4 is mounted. In type suspension device IWS1,
The wheel support portion of the suspension member 2 is connected to a slide shaft (main slide shaft 3a) provided in the slide mechanism 3 provided on the wheel support member 1 so as to be movable up and down, and the wheel support member 1 and the suspension are connected. At least one of the elastic element 5 and the damping element is disposed between the members 2;
The sliding shaft (main sliding shaft 3a) is rearwardly inclined such that the upper end position in the vehicle side view is the rear of the vehicle relative to the lower end position, and the sliding shaft center line 11 is inclined rearward of the vehicle (FIG. 2). .
For this reason, in the in-wheel suspension device IWS1 having the main sliding shaft 3a, the shock absorbing effect by the elastic element 5 is enhanced when the protrusion is overridden, so that the ride comfort over the protrusion can be ensured.

(2) The rearward tilt angle θ of the sliding shaft (main sliding shaft 3a) when viewed from the side of the vehicle is less than a certain value (threshold) when the sliding friction force is less than a certain value (threshold value) in the vehicle speed range (vehicle speed VAP1 to vehicle speed VAP4) (Fig. 4).
For this reason, in addition to the effect of (1), it is possible to cope with a change in the input direction from the road surface 12 when overriding a protrusion in a normal traveling environment where a certain amount of protrusion is expected.

(3) The rearward inclination angle θ in the vehicle side view of the sliding shaft (main sliding shaft 3a) is set to be about 15 ° or less with respect to the tire center vertical shaft 14 passing through the wheel center 7 (FIG. 4). ).
For this reason, in addition to the effect of (2), in response to changes in the input direction from the road surface 12 over the bump in the extremely low speed to high speed vehicle speed range assumed in urban driving to suburban driving. Can do.

  Example 2 is an example in which the lower end of the sliding shaft is set to be a position included in a tire ground contact surface range in a vehicle side view.

First, the configuration will be described.
FIG. 7 shows the rearward inclination of the sliding shaft 3 in a side view of the right rear wheel to which the in-wheel type suspension device IWS2 of the second embodiment is applied as viewed from the inside of the vehicle. Hereinafter, based on FIG. 7, a backward inclined arrangement configuration of the sliding shaft 3 of the second embodiment will be described.

  As shown in FIG. 7, the sliding shaft 3 (= sliding mechanism) is such that the position of the upper end 31 in the vehicle side view is rearward of the vehicle relative to the position of the lower end 32, and the sliding shaft centerline 11 is rearward of the vehicle. It is arranged in a rearward slanting direction. At this time, the lower end 32 of the sliding shaft 3 is set to a position (vehicle longitudinal direction position) included in the tire ground contact surface range 13 in a vehicle side view. And the lower end 32 of the sliding shaft 3 is set to the vehicle rear position rather than the tire center vertical axis | shaft 14 which passes the wheel center 7 in a vehicle side view. Since the overall configuration is the same as that of the first embodiment, illustration and description thereof are omitted. In addition, the ride comfort guaranteeing action over the protrusion is the same as that of the first embodiment, and the description thereof is omitted.

An operation common to the second embodiment will be described. In the second embodiment, the lower end 32 of the sliding shaft 3 is set to a position included in the tire contact surface range 13 in the vehicle side view.
For this reason, when the input from the road surface 12 occurs over the protrusion, the input efficiency from the tire contact surface to the sliding shaft 3 is high. That is, it is possible to suppress the possibility that the transmission efficiency of the vertical input and output will be lowered due to the moment acting on the sliding shaft 3 expected when installed outside the tire contact surface range. As a result, it can be realized without reducing the effect of absorbing the vertical input by the backward tilt of the sliding shaft 3 in a side view of the vehicle.

  In the case of FIG. 7 showing the in-wheel type suspension device IWS2 of the second embodiment, the lower end 32 of the sliding shaft 3 is set at a vehicle rear position relative to the tire center vertical shaft 14 passing through the wheel center 7 in a side view of the vehicle. Therefore, since the lower end 32 of the sliding shaft 3 is separated from the road surface input when riding over the protrusion during high speed traveling, force is transmitted to the sliding shaft 3 at the input timing from the tip of the ground surface, and the protrusion This has the effect of mitigating delays in operation when getting over.

  In the case of FIG. 8 showing the in-wheel type suspension device IWS2 (1) of the first modification of the second embodiment, the position where the lower end 32 of the sliding shaft 3 coincides with the tire center vertical axis 14 passing through the wheel center 7 in a side view of the vehicle. Is set. Therefore, by supporting the wheel 9 at the center with respect to the road surface input at the time of overriding the protrusion while traveling, the support rigidity is increased and there is an effect of operating stably.

  In the case of FIG. 9 showing the in-wheel type suspension device IWS2 (2) of the second modification of the second embodiment, the lower end 32 of the sliding shaft 3 is in front of the vehicle more than the tire center vertical shaft 14 passing through the wheel center 7 in a side view of the vehicle. The position is set. Therefore, there is an effect of reducing the moment input other than the axial direction input to the sliding shaft 3 with respect to the road surface input at the time of overriding the protrusion while traveling.

Next, the effect will be described.
In the in-wheel type suspension apparatus IWS2 of the second embodiment, the following effects can be obtained.

(4) The lower end 32 of the sliding shaft 3 is set to a position included in the tire contact surface range 13 in the vehicle side view (FIG. 7).
For this reason, in addition to the effects (1) to (3) above, the efficiency of input from the tire contact surface to the sliding shaft 3 is high, and the effect of absorbing the vertical input by the backward tilting of the sliding shaft 3 in a vehicle side view. This can be realized without lowering.

  The third embodiment is an example in which a rear tilt angle variable mechanism for changing the rear tilt angle of the sliding shaft is provided.

First, the configuration will be described.
FIG. 10 shows the rearward tilt of the sliding shaft 3 in a side view when the right rear wheel to which the in-wheel type suspension device IWS3 of the third embodiment is applied is viewed from the inside of the vehicle, and FIG. 11 shows the sliding in the rear view. 2 shows a back tilt actuator and a back tilt controller of the moving shaft 3. Hereinafter, based on FIG.10 and FIG.11, the back tilt angle change control structure of the sliding shaft 3 of Example 3 is demonstrated.

  As shown in FIGS. 10 and 11, the in-wheel suspension device IWS3 includes a wheel support member 1, a suspension member 2, a sliding mechanism 3, a tire 4, an elastic element 5, a damping element 10, A rear tilt actuator 15 (back tilt variable mechanism) and a rear tilt controller 16 (back tilt control means) are provided.

  The damping element 10 is constituted by a shock absorber, a lower end portion is attached to the wheel support member 1, and an upper end portion is attached to the vehicle body attachment member 8. That is, it is an element that attenuates the force transmitted to the vehicle body when the tire 4 moves up and down.

  The rearward tilt actuator 15 is provided on the vehicle body attachment member 8 and rotates the suspension member 2 and the sliding mechanism 3 together with the wheel support member 1 around the actuator shaft (in the direction of arrow A in FIG. 10). The rearward tilt angle θ of the main sliding shaft 3a is changed.

  The rearward tilt controller 16 controls the rearward tilt angle θ of the main sliding shaft 3a by outputting a control command to the rearward tilt actuator 15. The rear tilt controller 16 receives the vehicle speed information from the vehicle speed sensor 17 and the front / rear G information from the front / rear G sensor 18. As shown in FIG. 12, the rearward tilt controller 16 performs control to reduce the rearward tilt angle θ of the main sliding shaft 3a as the vehicle speed increases. Since other configurations are the same as those of the first embodiment, the description thereof is omitted.

Next, the backward tilt angle control action of the main sliding shaft 3a will be described.
First, as shown in FIG. 12, the relationship between the input direction (input angle) from the road surface over the protrusion and the vehicle speed is input as the vehicle speed increases with the input angle α at low speed and the input angle β (<α) at high speed. The angle tends to decrease. This point is the same as described in the first embodiment. When control is performed to reduce the rearward tilt angle θ of the main sliding shaft 3a according to the change in the input angle, the input direction from the road surface when overriding the protrusion is obtained. The vertical stroke directions of the suspension member 2 coincide. For example, at low speed, as shown in FIG. 13, the rearward tilt angle θ of the main sliding shaft 3a is made to coincide with the input angle α at low speed. On the other hand, at the time of high speed, as shown in FIG. 13, the backward tilt angle θ of the main sliding shaft 3a is made to coincide with the input angle β at high speed. As a result, it is possible to maintain the sliding frictional force at a substantially zero state despite the change in the vehicle speed.

In contrast, in the third embodiment, a rearward tilt actuator 15 that changes the rearward tilt angle θ of the main sliding shaft 3a is provided, and the rearward tilt angle 15 that controls the rearward tilt angle θ of the main sliding shaft 3a is provided in the rearward tilt angle actuator 15. The controller 16 is provided.
Therefore, the rearward tilt angle θ of the main sliding shaft 3a can be adjusted in response to a change in the input direction from the road surface 12 that occurs when the protrusion is passed.

In the third embodiment, the control is performed to reduce the backward tilt angle θ of the main sliding shaft 3a as the vehicle speed increases.
As described above, the backward tilt angle θ of the main sliding shaft 3a is decreased as the vehicle speed increases, thereby corresponding to a phenomenon in which the input angle from the road surface when the protrusion is overridden decreases as the vehicle speed increases. As a result, it is possible to appropriately cope with a change in the input direction from the road surface that occurs due to overriding the protrusion according to the traveling speed, and it is possible to increase the transmission efficiency of the input to the main sliding shaft 3a.

Next, the effect will be described.
In the in-wheel type suspension apparatus IWS3 of the third embodiment, the effects listed below can be obtained.

(5) A rear tilt variable mechanism (rear tilt actuator 15) for changing the rear tilt angle θ of the slide shaft (main slide shaft 3a) is provided.
The rear tilt angle variable mechanism (rear tilt angle actuator 15) is provided with rear tilt angle control means (rear tilt angle controller 16) for controlling the rear tilt angle θ of the slide shaft (main slide shaft 3a) (FIG. 11).
Therefore, in addition to the effects (1) to (4) described above, the rearward tilt angle θ of the sliding shaft (main sliding shaft 3a) is adjusted in response to the change in the input direction from the road surface 12 that occurs when the bump is overridden. can do.

(6) The rear tilt angle control means (rear tilt controller 16) uses the vehicle speed as input information and performs control to decrease the rear tilt angle θ of the slide shaft (main slide shaft 3a) as the vehicle speed increases (FIG. 12). ).
For this reason, in addition to the effect of (5), by appropriately responding to the change in the input direction from the road surface that occurs due to overriding the protrusion according to the traveling speed, the input is transmitted to the sliding shaft (main sliding shaft 3a). Efficiency can be increased.

  The fourth embodiment is an example in which vehicle acceleration is used as input information and control is performed to increase the rearward tilt angle of the sliding shaft as the vehicle acceleration increases.

  First, since the configuration of the in-wheel type suspension apparatus of the fourth embodiment is the same as the configuration shown in FIGS. 10 and 11 of the third embodiment, illustration and description thereof are omitted.

Next, the backward tilt angle control action of the main sliding shaft 3a will be described.
First, as shown in FIG. 15, the relationship between the input direction (input angle) from the road surface over the protrusion and the acceleration is as follows. The input angle γ is low G and the input angle δ (> γ) is high when the G is high. The input angle tends to increase with increasing. Therefore, when the control is performed to increase the backward tilt angle θ of the main sliding shaft 3a in accordance with the change in the input angle, the input direction from the road surface when the protrusion is overridden and the vertical stroke direction of the suspension member 2 coincide. As a result, it is possible to maintain the sliding frictional force in a substantially zero state despite the change in acceleration.

On the other hand, in the fourth embodiment, the control is performed to increase the rearward tilt angle θ of the main sliding shaft 3a as the vehicle acceleration increases.
As described above, when the rearward tilt angle θ of the main sliding shaft 3a is increased as the vehicle acceleration is increased, this corresponds to a phenomenon in which the input angle from the road surface when riding over the protrusion is increased as the vehicle acceleration is increased. As a result, it is possible to appropriately cope with a change in the input direction from the road surface that occurs when the bump is overridden according to the vehicle acceleration, and it is possible to increase the transmission efficiency of the input to the main sliding shaft 3a.

Next, the effect will be described.
In the in-wheel type suspension device of the fourth embodiment, the following effects can be obtained.

(7) The rear tilt angle control means (rear tilt controller 16) uses the vehicle acceleration as input information and performs control to increase the rear tilt angle θ of the sliding shaft (main sliding shaft 3a) as the vehicle acceleration increases ( FIG. 15).
For this reason, in addition to the effect of (5), the input is transmitted to the sliding shaft (main sliding shaft 3a) by appropriately responding to the change in the input direction from the road surface that occurs when the bump is overridden according to the vehicle acceleration. Efficiency can be increased.

  The fifth embodiment is an example in which the vehicle speed and the vehicle acceleration are used as input information, and control is performed so that the rearward tilt angle of the sliding shaft is an appropriate angle according to the vehicle speed and the vehicle acceleration.

  First, since the configuration of the in-wheel type suspension device of the fifth embodiment is the same as the configuration shown in FIGS. 10 and 11 of the third embodiment, illustration and description thereof are omitted.

Next, the backward tilt angle control action of the main sliding shaft 3a will be described.
First, as shown in FIG. 16, the input direction (input angle) from the road surface over the protrusion, the vehicle speed, and the acceleration are such that the vehicle speed increases at the input angle ε at low speed and at the input angle η (<ε) at high speed. As shown, the input angle tends to decrease. In addition, the input angle ζ tends to increase as the acceleration increases, with the input angle ζ when low G and the input angle ε (> ζ) when high G. Therefore, when control is performed to change the rearward tilt angle θ of the main sliding shaft 3a in accordance with the change in the input angle, the input direction from the road surface when overriding the protrusion matches the vertical stroke direction of the suspension member 2. As a result, it is possible to maintain the sliding frictional force at a substantially zero state despite changes in the vehicle speed and acceleration.

In contrast, in the fifth embodiment, control is performed so that the rearward tilt angle θ of the main sliding shaft 3a is a fastening angle according to the vehicle speed and the vehicle acceleration.
As described above, when the rearward tilt angle θ of the main sliding shaft 3a is appropriately controlled in accordance with the vehicle speed and the vehicle acceleration, it corresponds to a phenomenon in which the input angle from the road surface changes when the protrusion is overridden in accordance with the vehicle speed and the vehicle acceleration. . As a result, it is possible to appropriately cope with a change in the input direction from the road surface that occurs when the bump is overridden in accordance with the vehicle speed and the vehicle acceleration, and it is possible to increase the transmission efficiency of the input to the main sliding shaft 3a. Here, when the control is performed so that the rearward tilt angle θ of the main sliding shaft 3a is an appropriate angle according to the vehicle speed and the vehicle acceleration, as shown in FIG. 17, the vehicle speeds V1, V2,. , a2,..., a5 and the rearward tilt angles θ11,..., θ75 of the main sliding shaft 3a are mapped to facilitate control.

Next, the effect will be described.
In the in-wheel type suspension device of the fifth embodiment, the following effects can be obtained.

(8) The rear tilt angle control means (rear tilt controller 16) receives the vehicle speed and the vehicle acceleration as input information, and sets the rear tilt angle θ of the sliding shaft (main sliding shaft 3a) to an appropriate angle according to the vehicle speed and the vehicle acceleration. Control is performed (FIG. 16).
For this reason, in addition to the effect of (5), the input to the sliding shaft (main sliding shaft 3a) can be achieved by appropriately responding to the change in the input direction from the road surface that occurs when the vehicle rides over the protrusion according to the vehicle speed and the vehicle acceleration. Can improve the transmission efficiency.

  As mentioned above, although the in-wheel type suspension apparatus of this invention has been demonstrated based on Example 1- Example 5, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first to fifth embodiments, an elastic element 5 constituted by a coil spring is interposed between the sub-sliding shaft 3b and the sub-sliding link 2e, and a spring is attached to the suspension member 2 in the vertical direction. The example which gives power is shown. However, an example in which a damping element (damper) is arranged together with an elastic element (spring) between the sub-sliding shaft and the sub-sliding link may be used. Moreover, it is good also as an example which replaces with an elastic element and arrange | positions a damping element.

  In Examples 1-5, the example which applies the in-wheel type suspension apparatus of this invention to a rear wheel (driven wheel) was shown. However, the in-wheel suspension device of the present invention can also be applied to drive wheels. In short, it can be applied to any in-wheel type suspension device in which at least a part of the suspension components are arranged in a wheel on which a tire is mounted.

IWS1 to IWS3 In-wheel type suspension device 1 Wheel support member 2 Suspension member 3 Sliding mechanism 3a Main sliding shaft (sliding shaft)
3b Secondary sliding shaft (sliding shaft)
4 Tire 5 Elastic element 6a 1st elastic bush 6b 2nd elastic bush 6c 3rd elastic bush 7 Wheel center 8 Car body mounting member 9 Wheel 10 Damping element 11 Sliding axis center line 12 Road surface 13 Tire contact surface range 14 Wheel center vertical line 15 Back tilt actuator (back tilt variable mechanism)
16 Back tilt controller (back tilt control means)
17 Vehicle speed sensor 18 Front / rear G sensor

Claims (8)

In an in-wheel type suspension apparatus in which one end is connected to a wheel support member and the other end includes a suspension member that is elastically supported by the vehicle body, and at least a part of the suspension component is disposed in a wheel on which a tire is mounted.
A wheel support portion of the suspension member is connected to a slide shaft included in a slide mechanism provided in the wheel support member so as to be vertically movable, and at least an elastic element is provided between the wheel support member and the suspension member. Place one of the damping elements,
An in-wheel type suspension apparatus, wherein the sliding shaft is rearwardly inclined such that the upper end position in the vehicle side view is rearward of the vehicle relative to the lower end position, and the sliding shaft center line is inclined rearward of the vehicle. In the in-wheel type suspension device according to claim 1,
An in-wheel type suspension apparatus, wherein a rearward tilt angle of the sliding shaft in a side view of the vehicle is set so that a sliding frictional force is a certain value or less in a vehicle speed range in a normal traveling environment. In the in-wheel type suspension device according to claim 2,
An in-wheel suspension device, wherein a rearward tilt angle of the sliding shaft in a side view of the vehicle is set to be about 15 ° or less with respect to a vertical axis passing through the wheel center. In the in-wheel type suspension device according to any one of claims 1 to 3,
An in-wheel type suspension apparatus, wherein a lower end of the sliding shaft is set at a position included in a tire contact surface range in a vehicle side view. In the in-wheel type suspension device according to any one of claims 1 to 4,
A back tilt angle variable mechanism for changing a back tilt angle of the sliding shaft is provided;
An in-wheel type suspension apparatus, wherein the rear tilt angle variable mechanism is provided with a rear tilt angle control means for controlling a rear tilt angle of the sliding shaft. In the in-wheel type suspension device according to claim 5,
The in-wheel type suspension apparatus according to claim 1, wherein the backward inclination angle control means performs control to reduce the backward inclination angle of the sliding shaft as the vehicle speed increases with the vehicle speed as input information. In the in-wheel type suspension device according to claim 5,
The in-wheel type suspension apparatus according to claim 1, wherein the backward inclination angle control means performs control to increase the backward inclination angle of the sliding shaft as the vehicle acceleration increases with vehicle acceleration as input information. In the in-wheel type suspension device according to claim 5,
The in-wheel type suspension device is characterized in that the backward tilt angle control means uses the vehicle speed and the vehicle acceleration as input information, and controls the rear tilt angle of the sliding shaft to an appropriate angle according to the vehicle speed and the vehicle acceleration. .