JPH11151921A - Suspension device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely prevent the attitude of a car body in applying braking from changing in simple constitution. SOLUTION: An axle 5 for supporting a rear wheel 4 on the rear end of the trailing ring 2 pitchingly supported on a suspension member is formed, and a caliper holding body 14 for supporting a brake caliper 13 is turnably supported. A control link 22, whose stroke varies according to the variation of a variable capacity fluid chamber 24, is pitchingly connected to the rear section of and above the axle 6 of the caliper 14, and the other end is connected to a car body side member 27. By communicating the fluid chamber 24 of the control link 22 to the upper side fluid chamber 30c of a shock absorber 30 through a communication pipe 31, the compression force according to the braking force working on the fluid chamber 24 when the brake is applied is transmitted to the shock absorber 30 for controlling the variation of car body attitude.

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 As a conventional vehicle suspension apparatus, for example, a suspension described in Japanese Patent Application Laid-Open No. 58-149810 (hereinafter referred to as a conventional example) and a Japanese Patent Application No. 8-200613 filed earlier by the present applicant. (Hereinafter referred to as a prior art).

In the prior art, a semi-trailing arm having a front end rotatably mounted on a vehicle body, a first hub fixed to a rear end of the semi-trailing arm and having a center axis in the vehicle left-right direction are provided. A second hub rotatably fitted to the first hub via a bearing and having a brake device body fixed thereto;
A shaft, which is rotatably fitted to an inner fitting side of the first hub and the second hub via a bearing, and which is mounted on a shaft to which a wheel is attached, is disposed in a state inclined obliquely downward toward the front, and has one end. A semi-trailing suspension having a control link which is rotatably mounted via a shaft at a position where the other end is offset above the shaft axis of the second hub on the vehicle body is disclosed.

Further, in the above-mentioned prior art, the mounting position of the link with respect to the vehicle body side member is changed in accordance with the braking operation in order to change the geometric characteristics of the anti-lift and anti-dive during braking. A variable volume liquid chamber is provided inside the bush at the vehicle body side attachment point of the link supporting the support member, and the brake fluid is introduced into this liquid chamber, so that the brake fluid flows during braking to cause a volume change in the liquid chamber. To move the pivot point of the link,
In response to this, the anti-lift and anti-dive geometries are controlled to suppress changes in vehicle body posture during braking.

[0005]

However, in the above conventional example, the semi-tray link arm extending from the shaft to the front of the vehicle and the control link disposed above and extending to the front of the vehicle are provided. However, there are unsolved problems as described below.

That is, since the vehicle body-side attachment point of the upper control link interferes with the passenger compartment, especially the rear seat space, it is difficult to secure a sufficient length of the control link. Therefore, when the suspension rebounds, the change in the angle of the arm or the link is insufficient, and the control link has a larger angle change than the change in the angle of the semi-trailing arm due to the insufficient length of the control link. Because the instantaneous center of rotation of the first hub moves forward with respect to the wheel center,
The anti-lift angle cannot be sufficiently secured on the rebound side. When braking that requires the anti-lift effect, the rear wheels generally make a rebound stroke, and considering the fact that the vehicle attitude changes due to disturbance, the conventional configuration reduces the anti-lift effect when rebounding. Then, it is difficult to effectively prevent the vehicle body from lifting during braking.

Further, as in the prior art, the configuration for controlling the geometry of the anti-lift and the anti-dive by moving the pivot point of the link during braking has the following unsolved problems.

That is, usually, the link bush is a portion where deterioration progresses rapidly because various inputs are applied during traveling. It is known that if the brake fluid is brought into contact with the rubber used for this bush, the rubber will be severely deteriorated, and there is a high risk of brake fluid leakage. It is necessary to make a liquid chamber.

However, in a liquid chamber made of a material such as that used for a brake hose, it is impossible to sufficiently change the position of the pivot point because the volume change cannot be large. In addition, a configuration that aims for the same effect by using another hydraulic circuit instead of the brake fluid is also shown, but if the link bush is hard and it is difficult to change the position of the pivot point, a hydraulic servo mechanism is separately provided. And so on, resulting in an increase in cost and weight.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned unsolved problems of the prior art and the prior art, and has a simple configuration and can reliably prevent a change in the posture of a vehicle body during braking. It is intended to provide a suspension device for a vehicle.

[0011]

SUMMARY OF THE INVENTION In order to achieve the above object, an invention according to claim 1 is a wheel supporting member for rotatably supporting a wheel, and a brake rotatably mounted on the wheel supporting member. In a vehicle suspension device including a caliper carrier that supports a caliper, and a control link that controls a rotation position of the caliper carrier, the control link has a stroke corresponding to an operation force input from the caliper carrier during braking. Is configured to change.

According to a second aspect of the present invention, in the first aspect of the present invention, the control link has a first capacity whose capacity changes in accordance with an acting force input from a caliper carrier.
Wherein the fluid chamber is communicated with a second fluid chamber whose volume changes according to the relative displacement between the wheel and the vehicle body.

Further, the invention according to claim 3 is based on claim 2.
In the invention according to the fifth aspect, the second fluid chamber is constituted by a shock absorber. Further, the invention according to claim 4 is a wheel support member for rotatably supporting a wheel, a caliper carrier for supporting a brake caliper rotatably mounted on the wheel support member, and a rotation of the caliper carrier. A control link for controlling a position, wherein the control link is configured such that a stroke changes according to an acting force input from the caliper carrier during braking, and a stroke of the control link. A stroke detecting means for detecting a change is provided, and a posture change suppressing means for suppressing a change in the posture of the vehicle body during braking based on a stroke detection value detected by the stroke detecting means is provided.

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 rear wheel is rotatably supported by the wheel supporting member, and the control link is used to rebound the wheel during braking. It is characterized by enhancing the anti-lift effect.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects of the present invention, the rear wheel is rotatably supported by the wheel supporting member, and a connecting point between the control link and the caliper carrier is provided. It is characterized in that it is set to be on the upper and rear sides of the wheel center.

Further, the invention according to claim 7 is the invention according to claim 1.
The invention according to any one of the first to fourth aspects, wherein the front wheel is rotatably supported by the wheel supporting member, and the anti-dive effect is enhanced by the control link when the wheel bounces during braking.

Further, according to an eighth aspect of the present invention, in any one of the first to fourth and seventh aspects, the front wheel is rotatably supported by the wheel supporting member, and the control link and the caliper carrier are connected. The point is set so as to be on the upper front side of the wheel center.

Still further, according to a ninth aspect of the present invention, in any one of the first to eighth aspects, the control link is interposed between the caliper carrier and the vehicle body side member. .

The invention according to claim 10 is the first invention.
The invention according to any one of the first to eighth aspects, wherein the control link is interposed between the caliper carrier and the support link of the wheel support member.

Further, according to an eleventh aspect of the present invention, in any one of the first to eighth aspects, the control link is interposed between the caliper carrier and the wheel supporting member.

[0021]

According to the first aspect of the present invention, the torque of the brake caliper during braking is transmitted to the control link via the caliper carrier by the rotating torque, so that the stroke of the control link changes instantaneously. By moving the rotation center, a large anti-lift effect or anti-dive effect can be exerted, and the posture change of the vehicle body at the time of braking can be reliably prevented, and the space efficiency is improved and the vehicle packaging is improved. Since the movement of the instantaneous rotation center can be performed only by changing the length of the control link, as in the case of changing the position of the pivot point of the link supporting the wheel support member, For the bush that takes on the task of deforming in response to various inputs, the liquid that changes in volume The provided, when compared to little risk often structure from the viewpoint of reliability such control it,
The bush and the link are configured not to give excessive input, and the effect that the risk is reduced in terms of reliability can be obtained.

According to the second aspect of the present invention, the control link has the first fluid chamber having a variable capacity.
Since the first fluid chamber communicates with the second fluid chamber whose volume changes according to the relative displacement between the wheel and the vehicle body,
When the capacity of the first fluid chamber of the control link decreases during braking, the working fluid overflowing from the first fluid chamber is supplied to the second fluid chamber, and the relative displacement between the wheel and the vehicle body Can be offset, and the effect that the change in the posture of the vehicle body can be more reliably suppressed can be obtained.

Further, according to the third aspect of the present invention, since the second fluid chamber is constituted by a twin tube type shock absorber, there is no need to provide a separate fluid chamber, and the operation is performed from the first fluid chamber. The effect that the relative displacement during braking between the vehicle body and the wheels can be reliably suppressed by the fluid is obtained.

Further, according to the present invention, the change in the stroke of the control link during braking is detected, and the change in posture during braking is suppressed by the posture change suppressing means for suppressing the change in posture of the vehicle body. Therefore, it is possible to perform the posture change suppression control of the vehicle body in accordance with the actual braking force, and it is possible to obtain an effect that accurate posture change suppression control can be performed.

Further, according to the invention of claim 5, when applied to the rear suspension device, the anti-lift effect at the time of braking can be enhanced, and the change in the posture of the vehicle body on the rear wheel side during braking can be ensured. This has the effect of preventing it.

According to the sixth aspect of the invention, when applied to a rear suspension device, the connection point between the control link and the caliper carrier is set to be on the upper and rear sides of the wheel center. When the caliper carrier is rotated by the braking force at the time of braking, the inclination angle of the control link increases, and the effect that the instant rotation center is moved to the wheel center side to enhance the anti-lift effect can be obtained.

Further, according to the invention of claim 7, when applied to the front suspension device, the anti-dive effect at the time of braking can be enhanced, and a change in the posture of the vehicle body on the front wheel side during braking can be reliably prevented. The effect that it can be obtained is obtained.

According to the eighth aspect of the invention, when applied to the front suspension device, the connection point between the control link and the caliper carrier is set to be on the upper front side of the wheel center. When the caliper carrier is rotated by the braking force at the time of braking, the inclination angle of the control link is reduced, and the effect of moving the instantaneous center of rotation in a direction away from the wheel center can be obtained to enhance the anti-dive effect.

According to the ninth aspect of the present invention, since the control link is interposed between the caliper carrier and the vehicle body side member, when the rotational moment to the caliper carrier during braking is input. In addition, the inclination angle of the control link is changed, the instantaneous center of rotation can be changed, and the effect of suppressing a change in the posture of the vehicle body can be obtained.

According to the tenth aspect of the present invention, since the control link is interposed between the caliper carrier and the support link of the wheel support member, the instantaneous rotation center cannot be moved during braking. By using a change in the stroke of the control link to operate an actuator interposed between the vehicle body and the wheels, such as a shock absorber, the posture change of the vehicle body can be suppressed,
In this case, since the control link is not attached to the vehicle body side member, it is not necessary to sacrifice the passenger compartment, particularly the rear seat space, so that the space efficiency can be further improved, and the support link member can be further improved. By using a trailing link, the mechanical rigidity is high, so it is easy to detect the brake reaction force against the rotational moment during braking transmitted to the control link, and when connecting one end of the control link to the vehicle body side member Necessary reinforcement of the vehicle body is not required, and the effect of reducing the weight can be obtained.

Further, according to the eleventh aspect,
Since the control link is interposed between the caliper carrier and the wheel support member, the same effect as that of the tenth aspect can be obtained.

[0032]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view showing a first embodiment in which the present invention is applied to a rear suspension device.

In the figure, reference numeral 1 denotes a suspension member which is disposed in a vehicle body so as to extend in a V-shape in the vehicle width direction. The suspension member 1 is provided with a bifurcated front end of an A-shaped trailing link 2. It is swingably mounted vertically via an elastic bush 3.

An axle 5 as a wheel supporting member for rotatably supporting the rear wheel 4 is formed at the rear end of the trailing link 2. As shown in FIG. 3, the axle 5 extends and extends in the vehicle width direction at the rear end of the trailing link 2, and the axle 5 extends in the vehicle width direction of the trailing link 2. Shaft 6 projecting outward
a) and a hub 8 rotatably mounted via a double row tapered roller bearing 7 on a disk rotor 9 and a rear wheel constituting a disk brake on a flange portion 8a formed outside the hub 8 in the vehicle width direction. The caliper carrier 14 that supports the brake caliper 13 at the rear end of the axle 6 via the double-row tapered roller bearing 11 on the shaft portion 6 b that projects inward in the vehicle width direction of the trailing link 2 of the axle 6 rotates. It is freely attached.

The brake caliper 13 is used for the caliper carrier 1.
4 includes a torque member 15 bolted to the cylinder member 4 and a cylinder body 16 slidably disposed in the center of the torque member 22 in the vehicle width direction.

Although not described in detail, the torque member 15 has inner brake pads 17 which are opposed to each other so as to sandwich the outer peripheral portion of the disk rotor 9 from both sides of the inner side (inside the vehicle body) and the outer side (outside the vehicle body). The outer brake pad 18 is slidably supported in the thickness direction of the rotor.

The cylinder body 16 is formed in a U-shape with the inner brake pad 17 and the outer brake pad 18 interposed therebetween, 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 17. Alternatively, a piston 19 which is ejected and driven forward and backward is provided.

The axle 6 on the caliper carrier 14
Elastic bush 21 such as a rubber bush
The control link 22 is connected via the. This control link 22 is, as apparent from FIG.
A cylindrical cylinder tube 23, a piston 25 slidably disposed in the cylinder tube 23 to form a fluid chamber 24 for storing a working oil as a working fluid, and a piston rod connected to the piston 25 26 and a cylinder tube 23
The rear end of the piston rod 26 is swingably connected to the caliper carrier 14 via an elastic bush 21, and the front end of the piston rod 26 is fixed to a support bracket 27 fixed to a body-side member near the front of the body by a rubber bush. And the like are connected via an elastic bush 28 so as to be vertically swingable.

A coil spring 29 for receiving the vehicle body is interposed between the rear end of the trailing arm 2 and the inside of the vehicle in the vehicle width direction and the vehicle body-side member. Twin-tube shock absorber 30 between the vehicle body 2 and the vehicle body side member
Is interposed.

The fluid chamber 24 of the control link 22 and the upper fluid chamber 30c of the piston 30b in the inner cylinder 30a of the shock absorber 30 communicate with each other through a communication pipe 31, and hydraulic fluid is provided between the fluid chambers 24 and 30c. Is supplied and discharged.

This control link 22 is shown in FIG.
The rear wheel 4 is not bound or rebound
In the normal state, the trailing link 2
On the other hand is inclined forward and downward, and the trailing link 2
The length is set shorter than the length.
, The axis L of the trailing link 2 _T
And the axis L of the control link 15_CAt the point where
Instantaneous rotation center S expressed_NIs a trailing link 2 car
Set the maximum strike so that it is slightly behind the connection point on the body side.
Roke is regulated.

The right rear suspension is symmetrical with the left rear suspension described above with respect to the vehicle center line in the front-rear direction.

Next, the operation of the above 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 19 of the brake caliper 13, so that the inner brake pad 17 and the outer brake pad 18 Is separated from the disk rotor 9, the rotational torque of the disk rotor 9 is not transmitted to the brake caliper 13, and the normal state shown by the solid line in FIG. 5 is maintained.

When the brake pedal is depressed from the running state to a braking state, pressure oil is supplied from a master cylinder or the like to the piston 19 of the brake caliper 13 to generate a pressing force, whereby the inner brake pad 17 and the outer brake The disk rotor 9 is pressed by the pad 18 to generate a frictional force, and a braking state is established.

At this time, assuming that the control link 22 does not contract and the stroke does not change, since the rear wheel 4 is displaced in the rebound direction, the instantaneous rotation center of the axle 5 is set in the tray as shown by the one-dot chain line in FIG. Intersection S _B between the axis of ring link 2 and the axis of control link 22
Becomes

[0046] The action line showing the anti-lift effect of preventing the lifting of the rear wheel side during braking becomes a line connecting the instantaneous and ground point P of the rear wheel 4 rotation center S _B, the angle between the ground surface of the line of action α _B represents the magnitude of the anti-lift effect.

Here, when there is no change in the stroke of the control link 22, the angle α _B is the angle α in the normal state.
_N , the anti-lift effect during braking is lower than in the normal state.

However, in the first embodiment, when the vehicle shifts to the braking state, as shown in FIG.
The braking force acts on the contact point of the caliper, and the caliper carrier 14 receives a counterclockwise moment M to rotate around the axle 5 by the reaction force of the braking force.
When this is transmitted to the control link 22, a compressive force F <b> 1 acts on the fluid chamber 24.

Here, assuming that the distance between the connection point of the caliper carrier 14 and the control link 22 and the center point of the axle 5 of the axle 5 is R, the compression force F1 is represented by F1 = M / R.

The hydraulic fluid in the fluid chamber 24 is pushed out by the compressive force F1, and flows into the upper fluid chamber 30c of the shock absorber 30 through the communication pipe 31, thereby shortening the stroke of the control link 22.

On the other hand, in the shock absorber 30, when hydraulic oil flows into the upper fluid chamber 30c from the fluid chamber 24 of the control link 22, the pressure in the upper fluid chamber 30c rises and the thrust for pushing down the piston 30b, that is, the thrust. A thrust F2 that sinks the vehicle body is generated, and this thrust exerts an anti-lift effect that suppresses the rear wheel 4 from rising during braking, in correspondence with the braking force corresponding to the road friction coefficient that actually occurs. it can.

Here, assuming that the pressure receiving area of the fluid chamber 24 of the control link 22 is A1 and the pressure receiving area of the shock absorber 30 is A2, a thrust F2 for sinking the vehicle body is provided.
Becomes F2 = F1 × A2 / A1, and this thrust F2 can be increased by increasing the compressive force F1, increasing the pressure receiving area ratio, or increasing both.

Further, as the stroke of the control link 22 is shortened, the caliper carrier 14 rotates counterclockwise from the normal state shown by the solid line to the position shown by the one-dot chain line as shown in FIG. For this reason,
When the inclination angle of the control link 22 becomes smaller than the inclination angle in a state where the stroke does not change, the instantaneous rotation center S _B ′ of the axle 5 represented by the intersection of the extension of the control link 22 and the axis of the trailing link 2 becomes the wheel center. As a result, the anti-lift angle α _B ′ becomes larger than the anti-lift angle α _{N in the} normal state, and a larger anti-lift effect can be exhibited.

As a result, the magnitude of the anti-lift effect is
As shown by the solid line in FIG. 7, the weakening occurs in the direction in which the rear wheel 4 bounces, and the strength increases in the direction in which the rear wheel 4 rebounds. Therefore, when the rear wheel 4 is displaced to the rebound side due to braking, the anti-lift effect increases,
The lifting of the rear wheel 4 during braking is reliably prevented, the rear wheel contact force at the time of braking can be ensured, and effective braking can be performed.

By the way, in the conventional example, as shown in FIG.
U, instantaneous rotation center C during rebound_RAnd the ground point P
During instantaneous rotation with the angle between the connecting line and the ground normal
Heart C _NSmaller than the angle between the line connecting the ground and the ground point P to the ground
As shown by the dashed line in FIG.
The anti-lift effect increases, and conversely in the rebound direction
Since the anti-lift effect will be weakened,
Anti-lift effect when the wheel is displaced to the rebound side
If we can't prevent the rear wheel from lifting up
There is a problem.

According to the above embodiment, the axle 5 supporting the rear wheel 4 is configured such that the hub 8 is directly supported on the axle 6 formed on the trailing link 2 via the tapered roller bearing 7. Since the brake caliper 13 and the caliper carrier 14 are rotatably supported with respect to the trailing link 2, sufficient wheel support rigidity in the toe direction and the camber direction of the wheels can be secured.

Further, since the rigidity of the bearing member for supporting the caliper carrier 14 on the tray link link 2 is independent of the support rigidity of the wheels, the support of the caliper carrier 14 on the trailing link 2 can be achieved by using an inexpensive bush or other bearing. It can be replaced with a member.

When the depression of the brake pedal is released, the clamping of the disk rotor 9 by the brake caliper 13 is released, so that the compression force F1 against the control link 22 becomes zero, and the control link 22 is closed by the pressure of the shock absorber 30. 22 returns to the original stroke position.

Further, when the vehicle enters the braking state while the vehicle is moving backward, the braking force acts in a direction opposite to that at the time of forward movement, and a pulling force acts on the control link 22. In this state, Since the piston 25 is in contact with the inner wall of the cylinder tube 23, the fluid chamber 24 does not expand, thereby preventing unnecessary anti-dive effects from being exerted.

Next, a second embodiment of the present invention will be described with reference to FIGS. In the second embodiment, the anti-lift effect is generated only by the shock absorber 30.

In the second embodiment, as shown in FIGS. 9 and 10, the caliper carrier 1 of the control link 22 is used.
The first end described above except that the end opposite to the fourth side is mounted on the trailing link 2 via an elastic bush 32 so as to be vertically swingable instead of the vehicle body side member.
1 and 2 are denoted by the same reference numerals, and detailed description thereof will be omitted.

According to the second embodiment, since the control link 22 is interposed between the caliper carrier 14 and the trailing link 2, the instantaneous rotation center of the axle 5 is set at the vehicle body side attachment point of the trailing link 2. The instantaneous center of rotation is not moved by the change in the stroke of the control link 22, and the anti-lift effect cannot be enhanced by the movement of the instantaneous center of rotation. The distance R between the center of the axle 6 and the connection point between the caliper carrier 14 and the control link 22 and the fluid chamber 2 are generated so as to generate a thrust F2 for sinking the vehicle body by adding the anti-lift effect due to the movement of the instantaneous rotation center.
By setting the pressure receiving area A1 of No. 4 and the pressure receiving area A2 of the piston 30b of the shock absorber 30, a large anti-lift effect similar to that of the first embodiment is exerted.

In the second embodiment, since one end of the control link 22 is attached to the trailing link 2 instead of the vehicle body-side member, a large space is provided between the control link 22 and the vehicle body. Since it is not necessary, the vehicle compartment, in particular, the rear seat space is not sacrificed, so that the space efficiency can be improved.

Further, since the trailing link 2 is a member having high mechanical strength, it is easy to accurately take the brake reaction force transmitted to the control link 22, and the trailing link 2 is required to connect one end of the control link to the vehicle body. This also eliminates the need for reinforcement and can reduce the weight.

Next, a third embodiment of the present invention will be described with reference to FIG. In the third embodiment, the present invention is applied to a front suspension device.

In the third embodiment, as shown in FIG. 11, the arrangement of the trailing link 2 for rotatably supporting the front wheel 33 and the shock absorber 30 in the second embodiment described above passes through the axle 6. The control link 22 is disposed in a point symmetrical position with the center point of the axle 6 as a center, and the fluid chamber 24 of the control link 22 and the shock absorber 3
The lower fluid chamber 30d is connected to the lower fluid chamber 30d by a communication pipe 34, and portions corresponding to those in FIG. 10 are denoted by the same reference numerals, and detailed description thereof is omitted.

According to the third embodiment, when the caliper carrier 14 rotates counterclockwise due to the reaction force of the braking force during braking, the compression force acts on the fluid chamber 24 of the control link 22 in response. Accordingly, the hydraulic oil in the fluid chamber 24 flows into the lower fluid chamber 30d of the shock absorber 30 through the communication pipe 34, and increases the pressure of the lower fluid chamber 30d.

Therefore, the distance R between the center point of the axle 6 and the connection point between the caliper carrier 14 and the control link 22 and the control link 2
By appropriately setting the pressure receiving area A1 of the second fluid chamber 24 and the pressure receiving area A3 of the lower fluid chamber 30d of the shock absorber 30, a thrust for pushing the piston 30b upward, that is, a thrust for raising the vehicle body, is generated. The anti-dive effect of suppressing the so-called nose dive in which the front wheel side sinks can be exhibited.

In the third embodiment, the case where the second embodiment is applied to the front suspension device has been described. However, the present invention is not limited to this, and is opposite to the caliper carrier 14 of the control link 22. By connecting the end on the side to the vehicle body-side member, the instantaneous rotation center can be moved in the direction approaching the wheel center with respect to the instantaneous rotation center when the stroke of the control link 22 does not change during braking. The angle can be increased, and an anti-dive effect can be exhibited.

Further, in the first to third embodiments, the case where the working oil is applied as the working fluid has been described. However, the present invention is not limited to this, and other fluids such as water and air may be applied. It goes without saying that you can do it.

Next, a fourth embodiment of the present invention will be described with reference to FIG. The fourth embodiment is similar to the third embodiment described above.
In this embodiment, an air spring is applied instead of the shock absorber in the embodiment.

In the fourth embodiment, as shown in FIG. 12, the control link 22 is constituted by an air cylinder, and the outer cylinder 30e of the shock absorber 30 and the piston rod 3 are mounted on the upper end of the shock absorber 30.
0f, that is, an air spring 40 for adjusting the relative displacement between the wheels and the vehicle body. The air spring 40 is connected to a pressurized air supply source 42 such as an air pump via a control valve 41 and controlled. 11 has the same configuration as that of FIG.
The same reference numerals are given to the corresponding parts, and the detailed description thereof is omitted.

According to the fourth embodiment, when the compressive force corresponding to the braking force acts on the fluid chamber 23 of the control link 22 at the time of braking, when the working air is pushed out, it flows into the air spring 40. Thereby, the pressure of the air spring 40 is increased, whereby the nose dive phenomenon in which the vehicle body on the front wheel side sinks can be suppressed as in the third embodiment described above, and the anti-dive effect can be exhibited.

Next, a fifth embodiment of the present invention will be described with reference to FIG. In the fifth embodiment, a change in the stroke of the control link 22 is detected by a sensor to suppress a change in the posture of the vehicle body during braking, instead of using the fluid pressure of the control link 22.

That is, in the fifth embodiment, as shown in FIG. 13, the fluid chamber 24 in the control link 22 is communicated with the outside through the through hole 50 formed in the piston 25, so that the inflow and outflow of the outside air can be freely performed. And a coil spring 51 whose load is set to a value smaller than the minimum compressive force F1 transmitted as a reaction force of the braking force into the fluid chamber 24, and a cylinder tube 23 and a piston. A stroke sensor 52 configured to detect a relative displacement with respect to 25, for example, a potentiometer is provided.

On the other hand, a hydraulic cylinder 53 for controlling the relative displacement between the wheels and the vehicle body is disposed between the trailing link 2 and the vehicle body side member, and the internal pressure of the hydraulic cylinder 53 is controlled by an electromagnetic proportional pressure control valve 54. The pressure control valve 54 is controlled by a control current corresponding to a pressure command value from the controller 55, thereby forming a so-called active suspension.

Here, when the internal pressure of the hydraulic cylinder 53 is lower than the pressure set by the control current, the pressure control valve 54 supplies the line pressure from the oil pump 56 to the hydraulic cylinder 53 to increase the pressure. When the internal pressure of 53 is higher than the set pressure, the hydraulic oil of the hydraulic cylinder 53 is discharged to the tank 57 to lower the pressure.

The controller 55 receives posture change detection values from posture change detection means 58 such as a vertical acceleration sensor, a lateral acceleration sensor, and a longitudinal acceleration sensor disposed on the vehicle body, and based on the posture change detection values, In addition to performing posture change suppression control for suppressing roll, pitch, and bounce of the vehicle body, a braking force at the time of braking is estimated based on a stroke detection value L detected by the stroke sensor 52, and the vehicle body is estimated based on the estimated braking force. The lift amount is calculated, a corrected pressure command value for canceling the calculated lift amount is calculated, and the pressure command value for suppressing the posture change is corrected by the corrected pressure command value. Exhibit anti-lift effect to prevent.

According to the fifth embodiment, the rotational force is not transmitted to the caliper carrier 14 during non-braking, so that the control link 22 causes the maximum stroke between the cylinder tube 23 and the piston 25 by the urging force of the coil spring 51. The stroke sensor 52 outputs, for example, a zero voltage representing the maximum stroke to the controller 55 as a stroke detection value L.

Therefore, the controller 55 sets the corrected pressure command value to zero and outputs a control current corresponding to the posture change suppression command value to the pressure control valve 54 because the stroke detection value L is zero. The internal pressure of the cylinder 53 is controlled to suppress a change in the posture of the vehicle body.

When the braking state is changed from this state, the reaction force of the braking force corresponding to the road surface friction coefficient is transmitted to the control link 22 via the caliper carrier 14 as the compression force.
It contracts according to the magnitude of the braking force against the urging force of No. 1.

For this reason, the stroke sensor 52 outputs a stroke detection value L corresponding to the contraction amount of the control link 22, and the stroke detection value L is input to the controller 55. The lift amount of the vehicle body is calculated, and a corrected pressure command value for canceling the calculated lift amount is calculated.

Then, by correcting the pressure command value for suppressing the posture change with the calculated corrected pressure command value, the pressure command value is reduced by the corrected pressure command value, and the lifting of the rear wheel side during braking is ensured. An anti-lift effect can be prevented.

In the fifth embodiment, the change in the stroke of the control link 22 is detected by the stroke sensor 5.
2 has been described, but the fluid chamber 24
A stroke change may be indirectly detected by filling a fluid into the fluid chamber and detecting the pressure in the fluid chamber 24 with a pressure sensor.

The stroke sensor is not limited to a potentiometer, but a sine wave is magnetized and recorded on a differential transformer or a magnetic material to form a magnetic scale having a comb-shaped magnetization pattern, which is electromagnetically detected. Any stroke sensor such as a magnetic scale for detecting the length can be applied, and these arrangement positions are not limited to the inside of the fluid chamber 24 but may be arranged outside the control link 22.

Further, in the fifth embodiment, the case where the present invention is applied to an active suspension having a hydraulic cylinder has been described. However, the present invention is not limited to this. The air spring 40 of the fourth embodiment described above may be controlled. In short, the present invention can be applied to an actuator capable of suppressing a change in the attitude of the vehicle.

Further, in the fifth embodiment, the case where the coil spring 51 is provided inside the control link 22 has been described. However, the present invention is not limited to this, and another elastic body such as a leaf spring or rubber may be used. The control link 22 may be provided inside, or an elastic body such as a coil spring may be provided outside the control link 22.

Further, in the fifth embodiment, the case where the control link 22 is arranged above the trailing link 2 has been described. You may make it detect with a sensor.

In the first to fifth embodiments, the case where the axle 6 is fixed to the trailing link 2 has been described. However, the present invention is not limited to this. In this case, a bearing portion for inserting an axle connected to the final reduction gear via a drive shaft may be formed at the position of the axle 6 of the trailing link 2.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a first embodiment when the present invention is applied to a rear suspension device.

FIG. 2 is a schematic side view of FIG.

FIG. 3 is an enlarged sectional view taken along line AA of FIG. 2;

FIG. 4 is an explanatory diagram for explaining the operation of the first embodiment;

FIG. 5 is an explanatory diagram showing an instantaneous rotation center when the control link of the first embodiment does not make a stroke.

FIG. 6 is an explanatory diagram showing an instantaneous rotation center when the control link of the first embodiment is in a stroke state.

FIG. 7 is a characteristic diagram showing a relationship between a rear wheel stroke and an anti-lift effect.

FIG. 8 is a schematic diagram for explaining the operation of the first conventional example.

FIG. 9 is a perspective view showing a second embodiment of the present invention.

FIG. 10 is a schematic side view of FIG. 9;

FIG. 11 is a schematic side view showing a third embodiment of the present invention.

FIG. 12 is a schematic side view showing a fourth embodiment of the present invention.

FIG. 13 is a schematic side view showing a fifth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Suspension member 2 Trailing link 4 Rear wheel 5 Axle (wheel supporting member) 6 Axle 13 Brake caliper 14 Caliper carrier 22 Control link 24 Fluid chamber 30 Shock absorber 30c Upper fluid chamber 31 Communication pipe 33 Front wheel 34 Communication pipe 40 Air spring 51 Coil Spring 52 Stroke sensor 53 Hydraulic cylinder 54 Pressure control valve 55 Controller

Claims (11)

[Claims] 1. A wheel support member for rotatably supporting a wheel, a caliper carrier for supporting a brake caliper rotatably mounted on the wheel support member, and a control link for controlling a rotational position of the caliper carrier. And the control link is configured such that a stroke of the control link changes according to an acting force input from the caliper carrier during braking. 2. The control link has a first fluid chamber whose capacity changes according to an acting force input from a caliper carrier, and the fluid chamber changes its volume according to a relative displacement between a wheel and a vehicle body. 2. The vehicle suspension device according to claim 1, wherein the vehicle suspension device communicates with a second fluid chamber. 3. The vehicle suspension device according to claim 2, wherein said second fluid chamber is constituted by a shock absorber. 4. A wheel support member for rotatably supporting a wheel, a caliper carrier for supporting a brake caliper rotatably mounted on the wheel support member, and a control link for controlling a rotational position of the caliper carrier. The control link is configured such that a stroke changes in accordance with an acting force input from the caliper carrier during braking, and a stroke detection that detects a change in the stroke of the control link. Means for controlling vehicle body posture during braking based on a stroke detection value detected by the stroke detecting means. 5. The rear wheel is rotatably supported by the wheel support member, and the control link enhances an anti-lift effect when the wheel rebounds during braking. 4. The vehicle suspension device according to claim 1. 6. The rear wheel is rotatably supported by the wheel supporting member, and a connection point between the control link and the caliper carrier is set to be located above and behind the wheel center. Item 6. The vehicle suspension device according to any one of Items 1 to 5. 7. The vehicle according to claim 1, wherein the wheel supporting member rotatably supports a front wheel, and the control link enhances an anti-dive effect when the wheel bounces during braking. The vehicle suspension device according to any one of the preceding claims. 8. The front wheel is rotatably supported by the wheel support member, and a connection point between the control link and the caliper carrier is set to be on an upper front side of a wheel center. 8. The vehicle suspension device according to any one of 1 to 4 and 7. 9. The vehicle suspension device according to claim 1, wherein the control link is interposed between the caliper carrier and the vehicle body-side member. 10. The vehicle suspension device according to claim 1, wherein the control link is interposed between a caliper carrier and a support link of the wheel support member. 11. The vehicle suspension device according to claim 1, wherein the control link is interposed between the caliper carrier and the wheel support member.