JPH11115428A - Suspension device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a degree of freedom when vehicle attitude change is reduced at the time of braking and linearize the reduction effect of vehicle attitude change for wheel stroll to obtain natural braking sense. SOLUTION: For example, a wheel support member 1 supporting a front wheel 2 rotatably is supported by a lower link 5 and an upper link 7 through ball joints 4 and 6 so as to oscillate freely in the vertical direction. A brake caliper 19 is connected to a more rear side than an axle 15 of the wheel support member 1 so as to turn freely centered on a turning shaft 20a, and the brake caliper 19 and the lower link 5 are connected mutually by a torque rod 27 as a connection member arranged on a vertical line in the direction along a travel locus of a wheel center. Rotation torque which turns the brake caliper 19 in the clockwise direction at the time of braking is transmitted to the lower link 5 to generate the force which pushes a car body upward and suppress vehicle attitude change owing to this configuration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension system for a vehicle, and more particularly to a suspension system for a vehicle that suppresses a change in the vehicle attitude during braking.

[0002]

2. Description of the Related Art A conventional vehicle suspension device is disclosed in, for example, Japanese Utility Model Laid-Open No. Sho 62-49405.

In this conventional example, an axle carrier for rotatably supporting wheels is supported on a vehicle body-side member by a semi-trailing arm as a first link, and a main body of a brake device is rotatable with respect to the axle carrier. A hub carrying the caliper is disposed, a second link is disposed between the control arm protruding from the hub and the vehicle body, and an axle whose instantaneous rotation center of the control arm is determined by the first link. By setting it so that it is closer to the line of action of the combined force of the braking force and the moving load acting on the ground contact point of the wheel than the instantaneous center of the carrier, it will exhibit the anti-lift effect that prevents the rear wheel side from floating during braking A vehicle rear suspension is described.

[0004]

However, in the above-mentioned conventional vehicle suspension device, the vehicle body-side member receives the rotational torque of the brake caliper during braking through the control link and the second link. Therefore, there is an unsolved problem as described below.

That is, in order to reduce the change in the vehicle attitude during braking, when the second link is properly arranged, the second link is connected to the vehicle body side member. There is an unsolved problem that there are many restrictions on the degree and it is not possible to make an optimal setting.

[0006] In addition, although a wheel stroke is generated with braking, when the wheel stroke is generated, the inclination of the second link changes greatly, and the anti-lift effect for reducing the change in the vehicle attitude changes greatly. In particular, since the rear suspension generates a reband stroke during braking, the anti-lift changes to be small at that time. Although the change in the attitude of the vehicle is suppressed in the early stage of braking, the change in the attitude of the vehicle becomes relatively faster as the vehicle rebounds, and there is an unsolved problem that the driver feels strange.

On the other hand, in the front suspension, the point corresponding to the ground contact point of the wheel support member moves forward in the bound stroll in order to reduce the change in the vehicle attitude during braking. In order to satisfy the two contradictory characteristics that the axle moves to the rear of the vehicle, the wheel support member needs to rotate greatly when viewed from the side of the vehicle. There is an unresolved problem that sensation worsens.

Accordingly, the present invention has been made in view of the above-mentioned unresolved problems of the prior art, and it is possible to improve the degree of freedom in setting the vehicle attitude change at the time of braking and to reduce the vehicle attitude change. It is an object of the present invention to provide a vehicle suspension device capable of realizing a natural braking feeling by linearizing the reduction effect with respect to a wheel stroke.

[0009]

In order to achieve the above object, according to the first aspect of the present invention, there is provided a wheel supporting member for rotatably supporting a wheel, and at least one suspension link for supporting the wheel supporting member. And a brake caliper is rotatably mounted on the wheel supporting member, and the brake caliper and the suspension link are connected by a connecting member.

In the invention according to the first aspect, by receiving the rotational torque acting on the brake caliper during braking by the suspension link via the connecting member, it is possible to suppress a change in the posture of the vehicle, and The posture change suppressing effect can be linearized with respect to the wheel stroke.

According to a second aspect of the present invention, in the first aspect of the present invention, the brake caliper is supported on the wheel supporting member so as to be rotatable around an axle.

According to the second aspect of the invention, since the rotation of the caliper accompanying the wheel stroke rotates around the axle, that is, around the center of the brake rotor, there is no relative displacement between the rotor and the caliper.

Further, the invention according to claim 3 is based on claim 1.
In the invention of the second aspect, the connecting member is arranged so that an axis thereof passes through a rear side of the vehicle from a mounting point of the brake caliper and the wheel supporting member, and upward torque is transmitted from the brake caliper during braking. It is characterized by:

In the invention according to claim 3, the braking force at the time of braking acts in a direction to push up the caliper,
The caliper receives a rotational torque that rotates upward around the point of attachment to the wheel support member, and a pulling force is generated when the suspension link is a lower link, and a force that lifts the lower link upward is applied to the connecting member that receives the torque. As a result, the vehicle body is lifted upward, and when applied as a front suspension, the nose dive amount during braking is reduced, and an anti-dive effect is exhibited.

Further, according to a fourth aspect of the present invention, in the first or second aspect of the present invention, the connecting member is disposed such that an axis thereof passes through a vehicle forward side of a mounting point of the brake caliper and the wheel supporting member. In this case, a downward rotating torque is transmitted from the brake caliper during braking.

In the invention according to claim 4, the braking force at the time of braking acts in a direction to push down the caliper,
The caliper receives a rotational torque that rotates downward around the mounting point with the wheel support member, and a compressive force is generated on the connecting member receiving the lower link when the suspension link is a lower link, and a force that pushes the lower link downward. As a result, the vehicle body is pushed downward, and when applied as a rear suspension, the lift amount during braking is reduced, and an anti-lift effect is exhibited.

Still further, according to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, the connecting member is set so that its axis is parallel to the bounding and rebound locus of the wheel center. It is characterized by:

According to the fifth aspect of the present invention, even if the brake caliper rotates with respect to the wheel supporting member at the time of bouncing, for example, the connecting member is disposed parallel to the movement locus of the wheel center. The change in the angle of the member is small, the change in the force acting on the suspension link due to the braking force is also small, and a constant posture change suppressing effect is exhibited regardless of the wheel stroke during braking.

The invention according to claim 6 is characterized in that, in the invention according to claim 1 or 2, the connection point between the connection member and the brake caliper is set so as to be located on the steered shaft. .

According to the sixth aspect of the present invention, since the mounting point between the brake caliper and the connecting member does not move during steering, the brake caliper rotates around the mounting point with the wheel supporting member by the connecting member. To prevent

Further, the invention according to claim 7 is based on claim 1.
In any one of the above inventions, the suspension link is configured in a double wishbone type having an upper link and a lower link, and one of the lower link and the upper link and the brake caliper are connected by a connecting member. It is characterized by having.

According to the seventh aspect of the present invention, by connecting the connecting member to either the upper link or the lower link of the double wishbone type suspension link, the rotational torque transmitted to the brake caliper during braking. Is transmitted to any of the links to suppress a change in the vehicle attitude.

Further, the invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein the connection member, the brake caliper, and the suspension link are connected by a spherical joint.

In the invention according to claim 8, since the connection between the connecting member and the other member is performed by the spherical joint, the turning torque from the brake caliper acting during braking is applied via the connecting member. It can be transmitted to the suspension link reliably.

Still further, according to a ninth aspect of the present invention, in the first or second aspect of the invention, the suspension link is configured as a double wishbone type having an upper link and a lower link, and the brake caliper is an axle. It is provided at one end of the rotation link that is rotatably disposed around the axle, and a connecting member is provided between the other end of the rotation link and the upper link. I have.

According to the ninth aspect of the present invention, a force in a direction opposite to a braking force acting on the brake caliper during braking can be transmitted to the connecting member.

[0027]

According to the first aspect of the present invention, the brake caliper is rotatably supported by the wheel support member, and the torque of the brake caliper is transmitted to the suspension link via the connecting member during braking. As a result, the degree of freedom of setting when reducing the vehicle attitude change during braking can be increased as compared with the case where the connecting member is directly received by the vehicle body side member, and the effect of reducing the vehicle attitude change is improved by the wheel stroke. Therefore, it is possible to obtain a natural braking feeling without giving the driver an uncomfortable feeling.

According to the second aspect of the invention, since the rotation of the caliper accompanying the wheel stroke rotates around the axle, that is, about the center of the brake rotor, the relative displacement between the rotor and the caliper occurs. This is advantageous in terms of layout, and has the advantage that the rigidity of the caliper can be increased.

Further, according to the third aspect of the present invention, the braking force at the time of braking acts in a direction to push up the caliper, and the caliper receives a turning torque which turns upward around a point of attachment to the wheel supporting member, and When the suspension link is a lower link, a pulling force is applied to the receiving member, and a force that lifts the lower link acts, thereby lifting the vehicle body upward.
When applied as a front suspension, the effect of reducing the amount of nose dive during braking, exhibiting an anti-dive effect, and improving the stability of the vehicle can be obtained.

Further, according to the fourth aspect of the present invention, the braking force at the time of braking acts in a direction to push down the caliper, and the caliper receives a turning torque rotating downward around a point of attachment to the wheel supporting member, When the suspension link is the lower link, a compressive force is generated in the connecting member receiving the force, and a force that pushes the lower link downward acts, thereby pushing the vehicle body downward.
When applied as a rear suspension, it is possible to obtain an effect that the lift amount at the time of braking is reduced, an anti-lift effect is exhibited, and the stability of the vehicle can be improved.

According to the fifth aspect of the present invention, even if the brake caliper rotates with respect to the wheel support member during bouncing, for example, the connecting member is arranged in parallel with the movement locus of the wheel center. Therefore, there is an effect that the change in the angle of the connecting member is small, the change in the force acting on the suspension link due to the braking force is also small, and a constant posture change suppression effect can be exhibited regardless of the wheel stroke during braking.

According to the sixth aspect of the present invention, since the mounting point between the brake caliper and the connecting member does not move during steering, the brake caliper rotates around the mounting point with the wheel supporting member by the connecting member. Therefore, the present invention is advantageous in that it is possible to provide a suitable suspension device applied to the front and / or rear suspension supporting the steered wheels.

According to the seventh aspect of the present invention, by connecting the connecting member to either the upper link or the lower link of the double wishbone type suspension link, the rotation transmitted to the brake caliper at the time of braking is provided. An effect is obtained that the dynamic torque is transmitted to the upper link or the lower link, and the change in the vehicle attitude can be reliably suppressed.

According to the eighth aspect of the present invention, since the connection between the connecting member and the other member is performed by the spherical joint, the rotational torque from the brake caliper acting during braking is applied to the connecting member. , The transmission to the suspension link can be surely performed, and at this time, an effect that an excessive force does not act and a change in the vehicle posture can be favorably suppressed can be obtained.

Further, according to the ninth aspect of the present invention, a force in a direction opposite to the braking force acting on the brake caliper during braking can be transmitted to the connecting member, and the force transmitted to the connecting member is acted on by the lever. Thus, the effect that the size can be increased can be obtained.

[0036]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view showing a schematic configuration of an embodiment in which the present invention is applied to a front suspension. In the drawing, reference numeral 1 denotes a wheel supporting member for rotatably supporting a front wheel 2, and a lower end portion thereof. A hub 3 for supporting the front wheel 2 is rotatably mounted on the side of the vehicle.
A lower link 5 is connected to b via a ball joint 4, and an upper link 7 is similarly connected to the upper end 1c via a ball joint 6 to form a double wisbon bone type suspension.

A tie rod 8 connected to a steering device (not shown) is connected to a wheel support member 1 via a ball joint 9 to a support portion 1d projecting and extending forward from the lower end.

Here, the lower link 5 is formed in a triangular shape when viewed from a plane, the longest side is extended in the front-rear direction, and the front and rear ends thereof are respectively elastic bushes 1 such as rubber bushes.
0a, 10b, are vertically swingably supported by U-shaped support brackets 11a, 11b fixed to a vehicle body-side member (not shown), and a vertex portion facing the long side is a ball joint. 6 is connected to the wheel support member 1.

Similarly, the upper link 7 is also formed in a triangular shape when viewed from a plane, the longest side is extended in the front-rear direction, and its front and rear ends are respectively provided via elastic bushes 12a and 12b such as rubber bushes. U-shaped support brackets 13a, 13b fixed to a vehicle body-side member (not shown) are swingably supported in the vertical direction. A vertex opposed to this long side is supported by a ball joint 6 via a ball joint 6. It is connected to the member 1.

Further, as shown in FIG. 2, the hub 3 has a cylindrical portion 3a and a flange portion 3 formed outside thereof in the vehicle width direction.
b, a cylindrical portion 3a is rotatably mounted via a double-row tapered roller bearing 16 on a bolt-shaped axle 15 inserted into the wheel support member 1, and a disk rotor is formed on the flange portion 3b. 17 is mounted.

On the other hand, a brake caliper 19 is rotatably arranged on the wheel support member 1 via a double row tapered roller bearing 18 on a horizontal line L passing through the center of the axle 15 behind the hub 3. I have.

The brake caliper 19 includes a torque member 20 having a rotation shaft 20a rotatably supported by a double-row tapered roller bearing 18, and a center position of the torque member 20 slidably in the vehicle width direction. And a cylinder body 21 disposed therein.

Although not described in detail, the torque member 20 has inner brake pads 22 opposed to each other so as to sandwich the outer peripheral edge of the disk rotor 17 from both sides of the inner side (inside the vehicle body) and the outer side (outside the vehicle body). The outer brake pad 23 is slidably supported in the rotor thickness direction.

The cylinder body 21 is formed in a U-shape sandwiching the inner brake pad 22 and the outer brake pad 23, and a hydraulic pressure corresponding to the operation of a brake pedal from a master cylinder or the like is supplied to a position facing the inner brake pad 22. Alternatively, a piston 24 that is ejected and driven forward and backward is provided.

The upper end of a torque rod 27 as a connecting member is connected to the other end of the torque member 20 of the brake caliper 19 via a ball joint 26, and the lower end of the torque rod 27 is similarly connected via a ball joint 28. The torque rod 27 is provided on the upper surface of the lower link 5 described above.
Are connected so that the center axis of the center line coincides with, for example, a vertical line that is tangent to the movement locus along the movement locus of the wheel center.

The length of the torque rod 27 is set such that the center point of the ball joint 26 is located on the above-mentioned horizontal line L when the front wheel 2 is in a neutral position where it does not bounce or rebound.

Next, the operation of the first embodiment will be described with reference to FIGS. Now, assuming that the vehicle is traveling on a flat good road in a non-braking state, in this state, no pressing force is applied to the piston 24 of the brake caliper 19, so that the inner brake pad 22 and the outer brake pad 23 Is separated from the disk rotor 17, the rotational torque of the disk rotor 17 is not transmitted to the brake caliper 19, and the neutral state shown in FIG. 1 is maintained.

When the brake pedal is depressed from the running state to the braking state, pressurized oil is supplied from the master cylinder or the like to the piston 24 of the brake caliper 19, and a pressing force is generated, whereby the inner brake pad 22 and the water The disk rotor 17 is pressed by the brake pad 23 to generate a frictional force, and a braking state is established.

At this time, as shown in FIG.
Since the disk rotor 17 is rotating counterclockwise and the disk rotor 17 is also rotating integrally with the front wheel 2, the inner brake pad 22 and the outer brake pad 23 pinch the disk rotor 17 to rotate the brake caliper 19 upward. Torque is transmitted. Therefore, a rotational torque is generated in the brake caliper 19 about the central axis of the rotational shaft 20 a of the torque member 20, and the rotational torque is transmitted to the lower link 5 by the torque rod 27.

Since the brake caliper 19 is mounted on the rear side of the axle 15, the braking force acts in a direction to push up the brake caliper 19, and the brake caliper 19
Receives a rotational torque in the counterclockwise direction around the central axis of the rotation shaft 20a, which is a point of attachment to the wheel support member 1, and the torque rod 27 receiving the torque generates a pulling force.

As a result, a force for lifting the lower link 5 upward with the ball joint 4 as a fulcrum is exerted on the lower link 5 by the torque rod 27. Therefore, the amount of nose dive in which the front side of the vehicle sinks during braking is reduced, the change in the attitude of the vehicle is suppressed, and the stability of the vehicle is improved.

At this time, as shown schematically in FIG. 4, for example, when a wheel stroke occurs from the neutral position shown by the solid line to the bounding direction shown by the dashed line, the wheel center WC is determined by the upper link 5 and the lower link 6. A trajectory that moves upward and slightly to the rear of the vehicle according to the wheel stroke with the instantaneous rotation center as the center will be drawn, but the torque rod 27 is arranged to extend in a substantially vertical shape along the trajectory of the wheel center. Therefore, even if the brake caliper 19 rotates with respect to the wheel support member 1 at the time of bouncing, the angle change of the torque rod 27 is small.
The change in the force pulling the lower link 5 upward by the braking force is also small, and the effect of reducing the posture change during braking can be maintained substantially constant regardless of the wheel stroke.

Further, since the torque rod 27 as a connecting member connected to the brake caliper 19 is connected to the lower link 5, the magnitude of the effect of reducing the change in the vehicle attitude during braking is limited. Point P1 between the wheel and the wheel supporting member 1, that is, a double-row tapered roller bearing 1
8 and the center point P2 of the inner brake pad 22 and the outer brake pad 23, the mounting point P1 of the brake caliper 27 and the wheel support member, and the mounting point P3 of the brake caliper 27 and the torque rod 27.
That is, the ratio of the distance L2 to the center point of the ball joint 26 or the mounting point P4 of the torque rod 27 and the lower link 5
That is, it can be set by the lever ratio of the center point of the ball joint 28 on the lower link 5, the inclination of the torque rod 27, and the like, and a large degree of freedom can be obtained.

The effect of reducing the change in the vehicle attitude during braking can be set irrespective of the movement of the point on the ground contact point map of the wheel support member 1, so that the axle 15 moves in the front-rear direction and the caster angle changes. That is, it can be set without adversely affecting other performances such as ride comfort and steering feeling.

Further, since the center axis of the double row tapered roller bearing 18 which is the mounting point of the wheel support member 1 and the brake caliper 19 is offset rearward with respect to the center axis of the axle 15, the mounting point of the brake caliper is Can be set irrespective of the axle, thereby increasing the degree of freedom in layout.

In the first embodiment, the case where the torque rod 27 as the connecting member is connected to the lower link 5 has been described. However, the present invention is not limited to this, and the torque rod 27 may be connected to the upper link 7. In any case, a force for lifting the vehicle body upward through the upper link 7 can be applied during braking, and an anti-dive effect of reducing the nose dive amount can be exerted.

Next, a second embodiment of the present invention will be described with reference to FIGS. In the second embodiment, as shown in FIGS. 5 and 6, the brake caliper 19 has a central portion rotatably supported on the axle 15 via a double-row tapered roller bearing 31. A torque rod 34 is fixedly disposed at a side end, and a torque rod 34 is connected to a vehicle rear end of the rotating arm 32 via a ball joint 33. An upper end of the torque rod 34 is connected to the upper arm 7 via a ball joint 35. Except for the connection, it has the same configuration as in FIGS. 1 and 2 in the first embodiment described above, and the parts corresponding to those in FIGS. Is omitted.

Note that the support portion 1 for connecting the tie rods 8 has the brake caliper 19 disposed on the front side of the vehicle.
d protrudes rearward of the vehicle. According to the second embodiment, when the brake caliper 19 is activated during braking and the inner brake pad 22 and the outer brake pad 23 sandwich the disk rotor 17, as shown in FIG. A counterclockwise rotation torque is transmitted, and the rotation torque is transmitted to the rotating arm 32, so that a compression force is applied to the torque rod 34, and the compression force of the torque rod 34 pushes the upper link 7 upward. As a result, the upper arm 7 pushes the elastic bushes 12a and 12b upward with the ball joint 6 as a fulcrum.
The upward lifting force acts on the vehicle body in the same manner as in the above-described first embodiment, thereby suppressing the nose dive amount during braking to improve the stability.

In the second embodiment, the same operation and effect as those of the first embodiment can be obtained. In addition, the brake caliper 19 is supported by the rotating arm 32 so as to be rotatable around the axle 15. The center of rotation coincides with the center of rotation of the disc rotor 17, so that there is no relative displacement between the disc rotor 17 and the brake caliper 19 during braking, which is advantageous in terms of layout and increases the rigidity of the brake caliper 19. The torque transmitted to the torque rod 34 can be freely set by arbitrarily setting the lever ratio of the rotating arm.

Next, a third embodiment of the present invention will be described with reference to FIG. In the third embodiment, a prying force around the kingpin axis is prevented from being input to the brake caliper during steering in the front suspension.

That is, in the third embodiment, as shown in FIG. 7, the torque rod 27 between the torque member 20 and the lower link 5 in FIG.
Is omitted, and instead of this, the torque member 20 passes through the rear side of the rotation shaft 20a which is a connection point between the wheel support member 1 and the brake caliper 19, and the ball joints 4 and 6 of the wheel support member 2 extension 41 extending forward and upward to a position intersecting the kingpin axis L _K as steered shaft connecting the centers is formed, valuables axis L in the extension 41
_A ball joint 42 is provided at a position crossing _K, and a torque rod 44 as a connecting member is provided between the ball joint 42 and a ball joint 43 provided on the elastic bush 12a side of the upper link 7. 1 has the same configuration as that of FIG. 1, and the same reference numerals are given to portions corresponding to FIG. 1, and a detailed description thereof will be omitted.

[0062] According to the third embodiment, as the kingpin axis L _K as the point of attachment is steered shaft of the torque rod 44 of the connecting member and the brake caliper 19, the axis brake caliper 19 and a wheel support of the torque rod The ball joint 4 is arranged so as to pass through the vehicle rear side with respect to the turning shaft 20a as a mounting point of the member, so that the ball joint 4 becomes a mounting point between the brake caliper 19 and the torque rod 54 during steering.
2 does not move, and the brake caliper 1
9 can be reliably prevented from rotating around the mounting point with the wheel support member by the torque rod 54, and unnecessary twisting force or the like can be prevented from acting on the torque rod 54 during steering. .

Next, a fourth embodiment of the present invention will be described with reference to FIG. The fourth embodiment shows an embodiment in which the present invention is applied to a rear suspension.
In the above-described first embodiment, the wheel support member 1 has a structure which is inverted so as to be line-symmetric with respect to a vertical line passing through the axle 15, the length of the wheel support member 1 in the vertical direction is reduced, and the lower link is provided. 1 has the same configuration as that of FIG. 1 except that it is composed of two links, a link 5A extending to the front side of the vehicle and a link 5B extending to the rear side of the vehicle. Portions are given the same reference numerals, and detailed description thereof is omitted.

Here, the wheel support member 1 does not have the axle 15, and instead has a cylindrical portion 1e through which an axle connected to a drive shaft (not shown) is inserted.
The link 5A constituting the lower link 5 has one end connected to the front end of the lower end of the wheel support member 1 via a ball joint 4A, the other end connected to the vehicle body side member via the ball joint 51, and Are connected to the torque member 20 of the brake caliper 19 via a torque rod 27.

Similarly, one end of the link 5B is connected to the rear end of the lower end of the wheel supporting member 1 by a ball joint 4B.
The other end is connected to a vehicle body side member via an elastic bush 52 such as a rubber bush.

According to the fourth embodiment, the brake caliper 19 is centered on the rotation shaft 20a at the time of braking because the brake caliper 19 is constructed symmetrically with respect to the vertical line passing through the axle 15 in the first embodiment. A counterclockwise turning torque is transmitted, whereby the link 5A constituting the lower link 5 is transmitted.
Since a downward pushing force acts on the vehicle body, a downward pushing force is generated against the vehicle body, so that an anti-lift effect against a lift phenomenon in which the vehicle body is lifted during braking can be exhibited.

The lower link has two links 5A and 5A.
Since it is composed of B, a virtual kingpin axis can be formed, and the degree of freedom in layout can be improved.

It is needless to say that the second embodiment can also be applied as a rear suspension by forming the second embodiment symmetrical with respect to the vertical line passing through the axle 15, and in the case of a four-wheel steering vehicle, the third embodiment is also applicable. The present embodiment can be applied to rear wheel steering by forming the embodiment of the present invention symmetrical with respect to a vertical line passing through the axle 15.

Also in the first to third embodiments, the lower link 5 is constituted by two links as in the fourth embodiment to form a virtual kingpin axis, thereby increasing the degree of freedom in layout. Can be improved.

[Brief description of the drawings]

FIG. 1 is a side view showing a first embodiment when the present invention is applied to a front suspension.

FIG. 2 is an enlarged sectional view taken on line AA of FIG. 1;

FIG. 3 is an explanatory diagram for explaining an operation of the first embodiment;

FIG. 4 is a schematic explanatory diagram for explaining the operation of the first embodiment.

FIG. 5 is a side view showing a second embodiment when the present invention is applied to a front suspension.

FIG. 6 is an enlarged sectional view taken on line BB of FIG. 5;

FIG. 7 is a side view showing a third embodiment in which the present invention is applied to a front suspension.

FIG. 8 is a side view showing a fourth embodiment in which the present invention is applied to a rear suspension.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Wheel support member 2 Front wheel 3 Hub 4 Ball joint 5 Lower link 6 Ball joint 7 Upper link 10a, 10b Elastic bush 12a, 12b Elastic bush 19 Brake caliper 20 Torque member 26 Ball joint 27 Torque rod (connection member) 28 Ball Joint 32 Rotating arm 33 Ball joint 34 Torque rod (connecting member) 35 Ball joint 41 Extension 42 Ball joint 43 Ball joint 44 Torque rod (connecting member) 4A, 4B Ball joint 5A, 5B Link 51 Ball joint

Claims (9)

[Claims] 1. A vehicle suspension apparatus comprising: a wheel support member for rotatably supporting a wheel; and at least one suspension link for supporting the wheel support member, wherein a brake caliper is rotated by the wheel support member. A suspension device for a vehicle, wherein the suspension caliper is attached as possible and the brake caliper and the suspension link are connected by a connecting member. 2. The vehicle suspension device according to claim 1, wherein the brake caliper is rotatably supported on the wheel support member around an axle. 3. The connecting member is arranged such that its axis passes through the rear side of the vehicle from the mounting point of the brake caliper and the wheel support member, and upward torque is transmitted from the brake caliper during braking. The vehicle suspension device according to claim 1 or 2, wherein: 4. The connecting member is arranged such that an axis thereof passes through a front side of the vehicle from a mounting point of the brake caliper and the wheel supporting member, and a rotational torque is transmitted downward from the brake caliper during braking. The vehicle suspension device according to claim 1 or 2, wherein: 5. The vehicle suspension device according to claim 1, wherein the connecting member is set such that its axis is parallel to the bounding and rebounding trajectories of the wheel center. 6. The vehicle suspension device according to claim 1, wherein a connection point between the connection member and the brake caliper is set on a steered shaft. 7. The suspension link is formed in a double wishbone type having an upper link and a lower link, and one of the lower link and the upper link and a brake caliper are connected by a connecting member. The vehicle suspension device according to any one of claims 1 to 6, wherein: 8. The vehicle suspension device according to claim 1, wherein the connection member, the brake caliper, and the suspension link are connected by a spherical joint. 9. The suspension link is formed in a double wishbone type having an upper link and a lower link, and the brake caliper is provided at one end of a rotation link disposed around the axle and sandwiching the axle of the rotation link. 3. The vehicle suspension device according to claim 1, wherein a connecting member is provided between the other end of the rotation link and the upper link.