JPH0664436A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To not only restrain a pitch angle at the time of braking but also enhance riding comfort at the time of normal running in a suspension device for a vehicle. CONSTITUTION:In order that the installation position of a transverse link 2 is changed in such a way that anti dive geometry is straightened when the brake is applied to a vehicle, a compression rod bush 7 is provided with a first liquid chamber 8, a second liquid chamber 9 and a communication pipe 10.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a vehicle in which control for suppressing pitching of the vehicle is performed during braking or driving.

[0002]

2. Description of the Related Art Conventionally, as a vehicle front suspension device having a transverse link and a strut as suspension members, for example, those described on pages C55 to C56 of "Nissan Service Weekly Issue 615" issued in December 1988. It has been known.

The movement of the front suspension during braking in this conventional device becomes a rotational movement centered on the QF point as shown in FIG. Therefore, the braking force BF that acts on the front wheels
Has a fulcrum at the QF point, and is divided into a force BF ₁ toward the QF and a force BF ₂ toward the ground contact point. This BF ₂ acts in the direction opposite to the force applied to the front suspension during braking, so that the nose dive is suppressed. The suspension arrangement that suppresses this nose dive is called anti-dive geometry, which is determined by the mounting angle of the strut and the mounting angle of the transverse link.

Further, as a vehicle rear suspension device using upper links and lower links as suspension members, for example, the one described on page C-60 of "Nissan Service Weekly Report No. 615" issued in December 1988 is known. Has been.

In this conventional apparatus, the movement of the rear suspension at the time of starting acceleration becomes a rotational movement around the QR point as shown in FIG. Therefore, the driving torque reaction force AR at the time of starting acceleration is divided into AR ₁ and the force AR ₂ toward the ground contact point. Then, this AR ₂ acts as a force for suppressing the scut on the scut that the rear side sinks at the time of starting acceleration. In this way, the suspension arrangement that suppresses scut is called anti-scut geometry, and it is determined by the mounting angle of the upper link and the mounting angle of the lower link.

The suspension arrangement for suppressing the lift of the front wheels or the rear wheels is called an anti-lift geometry, and the anti-dive geometry and the anti-scat geometry are generally called an anti-pitting geometry.

[0007]

However, in such a conventional vehicle suspension device, the anti-pitching geometry during braking / driving is uniquely determined by the attachment setting of the suspension member. There are the problems described below.

If the anti-pitting geometry is set to a strong value, the pitch angle during braking / driving can be suppressed to a small value, but the riding comfort will deteriorate. On the contrary, if the anti-pitching geometry is set weaker, the riding comfort is improved, but the pitch angle becomes large during braking / driving.

[0009] Here, the deterioration of the riding comfort occurs because the anti-pitching geometry causes a lifting force or a lifting force on the vehicle body when a longitudinal force input is generated at the ground contact point due to unevenness of the irregular road or harshness. .

The present invention has been made in view of the above problems, and it is an object of the vehicle suspension device to achieve both pitch angle suppression during braking / driving and improvement of riding comfort during normal running. And

[0011]

In order to solve the above-mentioned problems, in the vehicle suspension device of the present invention, the mounting position of the suspension member is changed so as to strengthen the anti-pitting geometry at least during braking or driving of the vehicle. The anti-pitching geometry changing means is provided.

That is, an axle member that rotatably supports a wheel, a suspension member that is connected to the axle member and that defines a pitching geometry depending on the mounting position of the axle member, and anti-pitching during at least one of braking and driving of the vehicle. Anti-pitting geometry changing means for changing the mounting position of the suspension member so as to strengthen the geometry.

Here, the anti-pitching geometry changing means means means specifically listed below.

(1) A liquid having a first liquid chamber that is compressed during braking or driving, and a second liquid chamber that communicates with the first liquid chamber in a pressure-transmittable manner and changes the mounting position of the suspension member by its expansion. Means by elastic body with chamber.

(2) A means using an anisotropic rigid elastic body having anisotropic rigidity for changing the mounting position of the suspension member by a force input during braking or driving.

(3) A means by means of an elastic body having a liquid chamber for changing the mounting position of the suspension member by its expansion, and a hydraulic pipe for guiding the hydraulic pressure generated in the elastic body based on a brake operation or an accelerator operation.

(4) A means comprising a power cylinder for changing the mounting position of the suspension member and a power cylinder operation control means for activating the power cylinder during braking or driving.

[0018]

In the anti-pitting geometry changing means, at least one of braking and driving of the vehicle,
The mounting position of the suspension member is changed to strengthen the anti-pitting geometry.

Therefore, basically, the anti-pitching geometry is set weak by the arrangement of the suspension member, and the anti-pitting geometry is strengthened by positively changing the mounting position of the suspension member at the time of braking or driving. Both the suppression of the pitch angle during driving and the improvement of the riding comfort during normal traveling can be achieved at the same time.

[0020]

Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) First, the structure will be described.

FIG. 1 is a perspective view showing a vehicle front suspension device according to a first embodiment of the present invention, which is applied to a front-wheel drive vehicle and corresponds to the first and second aspects of the present invention.

In FIG. 1, an axle 1 (corresponding to an axle member) rotatably supporting a front wheel (not shown) which is a drive wheel.
Is supported by a transverse link 2 (corresponding to a suspension member) so as to be swingable with respect to the vehicle body, and is supported by a strut 3 in which a shock absorber and a coil spring are coaxially arranged so as to damp a vertically applied load. A tie rod 4 from the front wheel steering mechanism is connected to the axle 1.

The transverse link 2 has a link eyeball portion 2a formed on a vehicle body support portion on the front side of the vehicle, and a link bush 5 is interposed between the link eyeball portion 2a and a rod on the vehicle body side. A compression rod 2b is provided on the vehicle body rear side of the vehicle, and a compression rod bush 7 (corresponding to an elastic body with a liquid chamber) is interposed between the compression rod 2b and the vehicle body side bracket 6.

The compression rod bush 7 is formed with a first liquid chamber 8 inside the compression rod 2b, the volume of which is compressed during braking, and inside the lower position of the compression rod 2b. A second liquid chamber 9 whose volume expands is formed, and the first liquid chamber 8 and the second liquid chamber 9 are connected by a communication pipe 10,
The inside thereof is filled with a working fluid.

Next, the operation will be described.

When the braking force acts on the grounding point of the front wheels by the brake operation, the braking force that pushes the axle side fulcrum of the transverse link 2 toward the rear of the vehicle acts, and the compression rod bush 7 that supports the compression rod 2b on the vehicle body is As shown in FIG. 2, the resultant force is directed toward the inside rear of the vehicle.

When the force due to this braking force is viewed from the rear of the vehicle, as shown in FIG.
b serves as a force for deforming the compression rod bush 7 to crush it toward the inside of the vehicle, compresses the volume of the first liquid chamber 8, and the working fluid flows out of the first liquid chamber 8 to the communication pipe 10.

This outflowing working fluid flows into the second liquid chamber 9 through the communication pipe 10, the chamber volume of the second liquid chamber 9 is expanded and expanded by the inflowing working liquid, and the compression rod 2b is expanded. Displacement from the broken line position 3 (b) to the solid line position pushes the vehicle rear side pivot point of the transverse link 2 upward in the vehicle.

On the other hand, the anti-dive geometry during braking of the front suspension is determined by the mounting angle of the strut 3 and the mounting angle of the transverse link 2.

On the other hand, during braking, as shown in FIG. 4, the vehicle rear side pivot point A of the transverse link 2 is shown.
Is pushed up above the vehicle so that the suspension center QF approaches the front wheels.
You can move to F'and strengthen the anti-dive geometry. That is, in FIG. 4, the braking force BF acting on the front wheel is divided into a force BF ₁ toward the instantaneous center QF and a force BF ₂ toward the ground contact point, but as the instantaneous center QF moves to QF ′, angle theta which determines the magnitude 'increases and the force directed to the ground also BF ₂ from BF _2' theta as large as. This BF ₂ 'acts in the direction opposite to the force applied to the front suspension during braking, effectively suppressing the nose dive.

Next, the effect will be described.

(1) In the vehicle front suspension device, when the vehicle is braked, the compression rod bush 7 is provided with the first liquid chamber 8 and the second liquid chamber 2 so as to change the mounting position of the transverse link 2 so as to strengthen the anti-dive geometry. Since the chamber 9 and the communication pipe 10 are provided, the pitch angle is suppressed by increasing the force BF ₂ 'to the ground contact point during braking and the force B toward the ground contact point during normal traveling.
It is possible to improve the riding comfort by keeping F ₂ small.

(2) As the anti-dive geometry changing means, the first liquid chamber 8 that is compressed during braking is communicated with the first liquid chamber 8 through the communication pipe 10, and the expansion thereof causes the transverse link 2 to be mounted at the mounting position. Since the compression rod bush 7 having the second liquid chamber 9 for changing the above is used, it is possible to surely achieve the change to the anti-dive geometry at the time of braking by a simple means that does not require a dedicated drive source.

(Second Embodiment) First, the structure will be described.

FIG. 5 is a view showing a compression rod bush which is an essential part of a second embodiment device corresponding to the first and second aspects of the present invention. The suspension device is exactly the same as that of the first embodiment. It is applied to front suspension systems for vehicles.

In the second embodiment apparatus, the first liquid chamber 8 and the second liquid chamber 9 are connected by the communication passage 11.

Therefore, all of the anti-dive geometry changing means are accommodated inside the compression rod bush 7, and the durability and reliability are increased as compared with the first embodiment device in which the communication pipe 10 is exposed to the outside.

Regarding other configurations and effects,
Since it is similar to the device of the first embodiment, illustration and description thereof will be omitted.

(Third Embodiment) First, the structure will be described.

FIG. 6 is a view showing a compression rod bush which is an essential part of a third embodiment device corresponding to the present invention according to claims 1 and 3, and the suspension device is the same as that of the first embodiment. It is applied to front suspension systems for vehicles.

In the device of the third embodiment, the compression rod bush 7 has a high rigidity in the downward direction toward the inside of the vehicle and a low rigidity in the upward direction toward the inside of the vehicle. At the positions on both sides of the compression rod 2b along the upward direction, the currants 12, 1 are provided.
3 is formed as an example.

Therefore, when a braking force is applied to the inside of the vehicle during braking, the compression rod 2b, which is the vehicle body pivot point, is displaced upward due to the anisotropy of rigidity.
Similar to the second embodiment, the operational effect is exhibited by the extremely simple structure of forming the currants 12 and 13.

Regarding other constitutions and effects,
Since it is similar to the device of the first embodiment, illustration and description thereof will be omitted.

(Fourth Embodiment) First, the structure will be described.

FIG. 7 is a view showing a compression rod bush and a brake system, which are essential parts of a fourth embodiment device corresponding to the present invention described in claims 1 and 4, and the suspension device is the first embodiment. It is applied to exactly the same vehicle front suspension system.

In the device of the fourth embodiment, a liquid chamber 14 is provided at a position corresponding to the second liquid chamber 9 of the compression rod bush 7, and the vehicle-mounted brake system 1 is provided in the liquid chamber 14.
5 shows an example in which the brake hydraulic pressure branch pipe 17 from the control valve 16 provided in the middle of the brake pipe that connects the master cylinder and the wheel cylinder is connected.

Therefore, when the brake fluid pressure is generated during braking by the braking operation, the brake fluid is introduced from the control valve 16 into the fluid chamber 14 through the brake fluid pressure branch pipe 17, and the expansion of the fluid chamber 14 causes the vehicle body pivot point to be reached. The compression rod 2b is displaced upward, and the same effect as that of the first embodiment is exerted by a simple configuration utilizing the brake fluid pressure generated during the braking operation.

Further, by taking the brake fluid pressure from the control valve 16, even if the main hydraulic system fails, the brake system is prevented from failing.

Regarding other constitutions and effects,
Since it is similar to the device of the first embodiment, illustration and description thereof will be omitted.

(Fifth Embodiment) First, the structure will be described.

FIG. 8 is a perspective view showing a vehicle front suspension device according to a fifth embodiment of the present invention, which is applied to a front-wheel drive vehicle and corresponds to the first and second aspects of the present invention.

In FIG. 8, an axle 21 (corresponding to an axle member) that rotatably supports a front wheel (not shown) that is a drive wheel includes a lower transverse link 22 (corresponding to a suspension member) and an upper transverse link 23.
Is supported so as to be swingable with respect to the vehicle body. A tie rod 24 from the front wheel steering mechanism is connected to the axle 21.

The lower transverse link 22 has a link eye portion 22a formed on the vehicle body support portion on the front side of the vehicle.
A link bush 25 (corresponding to an elastic body with a liquid chamber) is interposed between the link eyeball portion 22a and the rod on the vehicle body side. Further, a compression rod 22b is provided on the vehicle body support portion on the rear side of the vehicle.
A compression rod bush 27 (corresponding to an elastic body with a liquid chamber) is interposed between 2b and the vehicle body side bracket 26.

The compression rod bush 27
Has a first liquid chamber 28 whose volume is compressed inside the compression rod 22b at the time of braking, and the link bush 25 has a second liquid chamber 28 whose volume is expanded inside the compression rod 22b at the time of braking. A liquid chamber 29 is formed, the first liquid chamber 28 and the second liquid chamber 29 are connected by a communication pipe 30, and the inside thereof is filled with a working fluid.

Next, the operation will be described.

When the braking force is applied to the ground contact point of the front wheels by the brake operation, the braking force that pushes the axle side fulcrum of the lower transverse link 22 toward the rear of the vehicle is applied, and the compression rod bush 27 that supports the compression rod 22b on the vehicle body is applied. As a force that gives a deformation that crushes the inside of the vehicle, as shown in FIG.
It flows to zero.

The working fluid that has flowed out flows into the second liquid chamber 29 through the communication pipe 30, the chamber volume of the second liquid chamber 29 is expanded and expanded by the inflowing working liquid, and the link bush 25 is elastic. Deform.

That is, as shown in FIG. 9, the braking force acting on the axle side fulcrum E of the lower transverse link 22 displaces the vehicle rear side pivot point F of the lower transverse link 22 to the inside of the vehicle, and this displacement Accordingly, the vehicle front side pivot point D of the lower transverse link 22 is pushed downward in the vehicle.

On the other hand, the anti-dive geometry during braking of the front suspension is as shown in FIG.
Strut mounting angle and lower transverse link 22
It is decided by the mounting angle.

On the other hand, at the time of braking, the pivot point on the vehicle front side of the lower transverse link 22 is pushed up to the lower side of the vehicle, so that, as in the case of the first embodiment,
The instantaneous center of the suspension moves to the front wheel side, strengthening the anti-dive geometry.

The effect is the same as that of the device of the first embodiment, and therefore its explanation is omitted.

(Sixth Embodiment) First, the structure will be described.

FIG. 11 is applied to a rear-wheel drive vehicle.
FIG. 9 is a perspective view showing a vehicle rear suspension device of a sixth embodiment corresponding to the present invention according to claim 2;

In FIG. 11, an axle 31 (corresponding to an axle member) that rotatably supports a rear wheel (not shown), which is a driving wheel, includes a lower A-type link 32 (corresponding to a suspension member) and an upper A-type link 33. It is swingably supported with respect to the vehicle body.

In the lower A-type link 32, a front bush 34 is provided on the vehicle body support portion on the front side of the vehicle, and a rear bush 35 (corresponding to an elastic body with a liquid chamber) is provided on the vehicle body support portion on the vehicle rear side. There is.

In the rear bush 35, a first liquid chamber 36, whose chamber volume is compressed during braking, is formed inside the vehicle outer side position, and a second liquid chamber is formed inside the lower position where the chamber volume is expanded during braking. 37 is formed, the first liquid chamber 36 and the second liquid chamber 37 are connected by a communication pipe 38, and the inside thereof is filled with a working fluid.

Next, the operation will be described.

When the braking force is applied to the ground contact point of the front wheels by the brake operation, the braking force that pushes the axle side fulcrum of the lower A-type link 32 rearward of the vehicle acts, and the rear bush 35 that supports the compression rod 22b to the vehicle body is applied to the vehicle. It acts as a force that gives a crushing deformation to the inside, and the first liquid chamber 36
And the working fluid flows from the first liquid chamber 36 to the communication pipe 38. This working fluid that has flowed out is connected to the communication pipe 3
8 into the second liquid chamber 37, the chamber volume of the second liquid chamber 37 is expanded and expanded by the inflow hydraulic fluid, the rear bush 35 elastically deforms, and the vehicle rear side of the lower A-type link 32. Push the pivot point down the vehicle.

On the other hand, the anti-lift geometry at the time of braking the rear suspension is as follows:
And the lower A-type link 32. On the other hand, during braking, as shown in FIG. 13, the vehicle rear side pivot point of the lower A-type link 32 is pushed down to the vehicle lower side, so that the instantaneous center of the suspension is QR.
It is possible to move to the rear wheel side like from to QR 'to strengthen the anti-lift geometry. That is, the braking force BR acting on the rear wheels is divided into BR ₁ toward the center and force BR ₂ toward the contact point, but as the instantaneous center QR moves to QR ′, the angle that determines the magnitude of the component force α is 'increases and, force toward the ground point also BR ₂ from BR _2' α as large as. The BR ₂ 'acts in the direction opposite to the lift force applied to the rear suspension during braking, effectively suppressing the rear lift.

Next, the effect will be described.

In the vehicle rear suspension device,
When the vehicle is being braked, the rear bush 35 has a first liquid chamber 36, a second liquid chamber 37, and a communication pipe 38 for changing the mounting position of the lower A-type link 32 so as to strengthen the anti-lift geometry.
As a result, the force BR ₂ 'to the ground point during braking is
It is possible to achieve both the suppression of the pitch angle by increasing the value and the improvement of the riding comfort by suppressing the force BR ₂ toward the ground contact point during the normal running.

In this example, by disposing the first liquid chamber 36 inside the vehicle so that the volume of the chamber is compressed during driving, the anti-scut geometry can be strengthened during driving such as starting acceleration.

(Seventh Embodiment) First, the structure will be described.

FIG. 14 is a view showing a rear bush which is an essential part of a seventh embodiment device corresponding to the present invention according to claim 1 and claim 4, and a vehicle having a suspension device which is exactly the same as that of the sixth embodiment. It is applied to the rear suspension system for cars.

In the seventh embodiment, the rear bush 3
5, a liquid chamber 39 is provided at a position corresponding to the second liquid chamber 37, and a brake hydraulic pressure branch pipe 40 from a vehicle-mounted brake system is connected to the liquid chamber 39, as in the fourth embodiment.

Therefore, when a brake fluid pressure is generated during braking by a braking operation, the brake fluid is introduced into the fluid chamber 39 via the brake fluid pressure branch pipe 40, and the expansion of the fluid chamber 39 causes the lower A-type link 32 to the rear of the vehicle. The side vehicle body pivot point is displaced downward, and the same effect as that of the sixth embodiment is exerted by the simple configuration utilizing the brake fluid pressure generated during the braking operation.

Regarding other constitutions and operational effects,
Since it is the same as the device of the sixth embodiment, illustration and description thereof will be omitted.

(Eighth Embodiment) First, the structure will be described.

FIG. 15 is a view showing a rear bush and a power cylinder, which are essential parts of an eighth embodiment device corresponding to the first and fifth aspects of the present invention. The suspension device is completely the same as that of the sixth embodiment. It is applied to a similar vehicle rear suspension device.

In the device of the eighth embodiment, the rear bush 3
5, a power cylinder 42 for displacing the vehicle rear side vehicle body pivot point of the lower A-type link 32 by its stroke is provided between the link side bracket 32a provided with the vehicle body side plate 41 and the piston upper chamber of the power cylinder 42. A flow rate control oil passage 43 and a drain passage 44 from the hydraulic control system are connected to the piston lower chamber.

The hydraulic control system shown in FIG.
As shown in FIG. 5, the hydraulic system has a hydraulic pump 45, a flow control valve 46, a reservoir 47, an output oil passage 48, a flow control oil passage 43 and a drain passage 44, and the electronic control system has a longitudinal acceleration sensor 49 and a pitching. It has a controller 50.

Next, the operation will be described.

FIG. 17 shows the pitching controller 50.
In the flow chart showing the flow of the flow rate control operation to the power cylinder 42 performed in step 5, the longitudinal acceleration is read in step 51, the flow rate is calculated by the longitudinal acceleration absolute value and the constant k in step 52, and step 5 is executed in step 53.
The control signal for obtaining the calculated flow rate value of 3 is the flow rate control valve 4
6 is output.

Therefore, at the time of braking with a large deceleration or acceleration / start with a large acceleration, a large amount of hydraulic oil is supplied to the piston upper chamber of the power cylinder 42, and the piston rod 42a of the power cylinder 42 is connected to the link side. The bracket 32a is pushed down, and the rear bush 35 is forcibly elastically deformed to displace the vehicle rear side pivot point of the lower A-type link 32 downward.

That is, at the time of braking, the anti-lift geometry becomes stronger as in the sixth embodiment. In addition, the anti-scut geometry becomes stronger at the time of starting acceleration.

Here, the anti-scut geometry will be described. As shown in FIG. 13, the driving torque reaction force AR on the rear wheels is AR ₁ toward the center and the force AR toward the ground point.
_Although it is divided into _two , as the instantaneous center QR moves to QR 'due to the downward displacement of the vehicle rear side body pivot point of the lower A-type link 32, the angle β that determines the magnitude of the component force increases to β'. , force toward the ground point is also increased and the AR ₂ 'from the AR _2. Then, this AR ₂ 'acts as a force for suppressing the scut against the scut that the rear side sinks at the time of starting acceleration.

As described above, in the eighth embodiment, since the power cylinder 42 is a device for controlling the power cylinder 42 so as to strengthen the anti-lift geometry during braking and to strengthen the anti-scat geometry during driving, according to the longitudinal acceleration of the vehicle. In addition to improving the riding comfort during normal traveling, the pitch angle can be suppressed to a small value both during braking and during driving.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, the application to the independent suspension device is not limited to the type shown in the embodiment, but may be applied to other types of independent suspension devices.

Further, as shown in the embodiment, the fluid is not directly communicated by the communication pipe or the brake hydraulic pressure branch pipe, but indirectly by the free piston whose maximum displacement is regulated by the stopper. It may be configured to communicate with each other to transmit the hydraulic pressure.

In particular, when the brake fluid pressure branch pipe is provided with a free piston whose displacement is regulated, it is possible to prevent the brake fluid from flowing out when the elastic body fails, and to secure the braking function. it can.

[0093]

As described above, in the vehicle suspension device of the present invention, the mounting position of the suspension member is changed so as to strengthen the anti-pitching geometry at least during braking or driving of the vehicle. Since the anti-pitching geometry changing means is provided, it is possible to achieve both the suppression of the pitch angle during braking / driving and the improvement of the riding comfort during normal traveling.

[Brief description of drawings]

FIG. 1 is a perspective view showing a vehicle front suspension device according to a first embodiment.

FIG. 2 is a plan view showing a force received by a compression rod bush during braking in the first embodiment device.

[Fig. 3] From normal running (a) to braking of the first embodiment device
FIG. 7 is an operation explanatory view showing a deformed state of the compression rod bush when shifting to (B).

FIG. 4 is a geometry change explanatory diagram for explaining a change in the anti-dive geometry during braking in the first embodiment device.

FIG. 5 is a view showing a compression rod bush of the second embodiment device.

FIG. 6 is a view showing a compression rod bush of the third embodiment device.

FIG. 7 is a diagram showing a compression rod bush and a brake system of a fourth embodiment device.

FIG. 8 is a perspective view showing a vehicle front suspension device of a fifth embodiment.

FIG. 9 is a schematic perspective view showing a geometry change during braking in the device of the fifth embodiment.

FIG. 10 is a schematic diagram showing deformation of the bush during braking in the device of the fifth embodiment.

FIG. 11 is a perspective view showing a vehicle rear suspension device of a sixth embodiment.

FIG. 12 is a view showing a rear bush of the sixth embodiment device.

FIG. 13 is a geometry change explanatory diagram for explaining a change in anti-lift geometry during braking in the sixth embodiment and a change in anti-scat geometry during driving in the eighth embodiment.

FIG. 14 is a diagram showing a rear bush of the seventh embodiment device.

FIG. 15 is a view showing a rear bush and a power cylinder of an eighth embodiment device.

FIG. 16 is a diagram showing a hydraulic control system for a power cylinder of an eighth embodiment device.

FIG. 17 is a flowchart showing the flow of flow rate control operation performed by the pitching controller of the eighth embodiment device.

FIG. 18 is a diagram illustrating an anti-dive geometry when braking with a front suspension.

FIG. 19 is a diagram illustrating an anti-scut geometry when driving with a rear suspension.

[Explanation of symbols]

 1 Axle (Axle Member) 2 Transverse Link (Suspension Member) 3 Struts 7 Compression Rod Bushing (Elastic Body with Liquid Chamber) 8 First Liquid Chamber 9 Second Liquid Chamber 10 Communication Pipe

Claims (5)

[Claims] 1. An axle member that rotatably supports a wheel, a suspension member that is connected to the axle member and that defines a pitching geometry depending on the mounting position of the axle member, and anti-pitching at least during braking or driving of a vehicle. A vehicle suspension device comprising: anti-pitching geometry changing means for changing the mounting position of the suspension member so as to strengthen the geometry. 2. A first liquid chamber, wherein the anti-pitching geometry changing means is compressed during braking or driving,
2. The vehicle according to claim 1, wherein the means is an elastic body with a liquid chamber having a second liquid chamber that communicates with the first liquid chamber in a pressure-transmittable manner and changes the mounting position of the suspension member by expansion thereof. Suspension device. 3. The anti-pitching geometry changing means is an anisotropic rigid elastic body having anisotropic rigidity for changing a mounting position of a suspension member by a force input during braking or driving. The vehicle suspension device according to claim 1. 4. The anti-pitching geometry changing means guides an elastic body having a liquid chamber for changing the mounting position of the suspension member by its expansion, and a hydraulic pressure generated on the elastic body based on a brake operation or an accelerator operation. The vehicle suspension device according to claim 1, wherein the suspension device is a hydraulic pipe. 5. The anti-pitching geometry changing means comprises a power cylinder for changing a mounting position of a suspension member and a power cylinder operation control means for operating the power cylinder during braking or driving. The vehicle suspension device according to claim 1.