WO2007042870A1 - Suspension intérieure de roue - Google Patents

Suspension intérieure de roue Download PDF

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Publication number
WO2007042870A1
WO2007042870A1 PCT/IB2006/002157 IB2006002157W WO2007042870A1 WO 2007042870 A1 WO2007042870 A1 WO 2007042870A1 IB 2006002157 W IB2006002157 W IB 2006002157W WO 2007042870 A1 WO2007042870 A1 WO 2007042870A1
Authority
WO
WIPO (PCT)
Prior art keywords
sliding
wheel
hydraulic cylinder
members
hydraulic chamber
Prior art date
Application number
PCT/IB2006/002157
Other languages
English (en)
Inventor
Hidehiro Takenaka
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2007042870A1 publication Critical patent/WO2007042870A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/01—Resilient suspensions for a single wheel the wheel being mounted for sliding movement, e.g. in or on a vertical guide
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/30—In-wheel mountings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • B60G2204/83022—Mechanical using cables, wires, belts or chains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8306—Permanent; Continuous
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/11—Damping valves

Definitions

  • the invention relates to an in-wheel suspension where main portions of suspension components are arranged in a wheel.
  • the in-wheel suspension described in this publication includes a hub that supports a wheel.
  • the wheel mainly includes a disc and a rim.
  • the rim has a reference width and a reference diameter.
  • the in-wheel suspension includes a wheel carrier that defines the rotational axis of the hub, and a guide member that guides the movement of the wheel carrier with respect to a support member in the axial direction.
  • the support member includes fitting means for fitting the support member to a chassis of a vehicle.
  • the wheel carrier is fitted to the guide member by a long-and-thin single bar, and slides according to the guidance by the guide member.
  • the wheel carrier is prevented from rotating on the sliding axis.
  • the wheel carrier is fitted to the both ends of the bar.
  • the in-wheel suspension includes means for supporting a load of the vehicle transmitted to the wheel carrier by the support member.
  • the wheel carrier, the bar, and the guide member are housed in the wheel along the diameter defined by the reference diameter.
  • the wheel carrier, the bar, and the guide member are housed in a limited space having a shape of a cylinder where one of the surfaces of the cylinder, which extend in the axial direction of the wheel carrier, bar, and the guide member, is defined by the disc of the wheel and the other surface is defined by a virtual surface contacting the rim.
  • An object of the invention is to provide an in-wheel suspension where a sliding mechanism and a spring element/attenuation element can be arranged with greater flexibility.
  • a first aspect of the invention relates to an in-wheel suspension including two sliding shaft members that are fixed to a carrier which rotatably supports a tire/wheel assembly, and that are arranged in a wheel so as to extend in the vertical/substantially vertical direction; two sliding members that slide with respect to the respective sliding shaft members; a coupling member that couples at least one of the sliding members with a vehicle body; a link device that enables the two sliding members to slide in accordance with each other; and a spring element and an attenuation element that operate in accordance with sliding of the sliding members.
  • One of the two sliding shaft members may be arranged on the front side of a wheel center.
  • the other of the two sliding shaft member may be arranged on the rear side of the wheel center.
  • the spring element may be arranged between one of the two sliding members and the sliding shaft member corresponding to the one of the two sliding members.
  • each of the two sliding shaft members may constitute a piston rod
  • each of the two sliding members may constitute a hydraulic cylinder which has a hydraulic chamber filled with fluid.
  • the hydraulic chamber is partitioned into an upper hydraulic chamber and a lower hydraulic chamber by a piston portion of the sliding shaft member.
  • the link device may include a first link passage and a second link passage.
  • the first link passage connects the upper hydraulic chamber of one of the sliding members to the lower hydraulic chamber of the other sliding member.
  • the second link passage connects the lower hydraulic chamber of the one of the sliding members to the upper hydraulic chamber of the other sliding member.
  • the attenuation element may be a fluid resistance element that is arranged at at least one of the first link passage and the second link passage.
  • the spring element may be arranged between one of the two sliding members and the sliding shaft member corresponding to the one of the two sliding members. Also, a pressure receiving area of the hydraulic cylinder to which the spring element is provided may be greater than a pressure receiving area of the other hydraulic cylinder. [0011] The two hydraulic cylinders may have different pressure receiving areas.
  • One of the two sliding members may be coupled with the vehicle body by the coupling member.
  • a second coupling member that pivotably couples the other sliding member with the vehicle body may be provided.
  • the link device may include a belt that connects the two sliding members to each other; and multiple pulleys over which the belt is looped, and which enable the two sliding members to slide in phase using the belt.
  • the attenuation element may be a device that is provided at at least one of the multiple pulleys and that attenuates a rotary input.
  • the invention provides the in-wheel suspension where the sliding mechanism and the spring element/attenuation element can be arranged with greater flexibility.
  • FIG. 1 illustrates the view of a tire/wheel assembly when viewed from the inside of a vehicle, showing the structure of a main portion of an in-wheel suspension according to an embodiment of the invention
  • FIG. 2 illustrates the cross-sectional view taken along line I-I in FIG. 1
  • FIG. 3 illustrates the schematic view of main components of the in-wheel suspension when viewed from the top of the vehicle;
  • FIG. 4 illustrates the schematic view of a link device according to a modified example of the embodiment.
  • FIG. 1 illustrates the structure of a main portion of an in-wheel suspension according to the embodiment of the invention.
  • FIG. 1 is the view of a tire/wheel assembly when viewed from the inside of a vehicle. The left side of FIG. 1 is the front of the vehicle.
  • some components a hydraulic cylinder, a piston rod, etc.
  • the in-wheel suspension according to the embodiment is applied to a rear wheel. However, the in-wheel suspension according to the embodiment may be applied to a front wheel.
  • a tire/wheel assembly 10 includes a tire 12 and a wheel 14. As described below in detail, main portions of suspension components are arranged in a space defined by the inner peripheral surface of the rim of the wheel 14.
  • the term "in the wheel” corresponds to the term "in the substantially cylindrical space defined by the inner peripheral surface of the rim of the wheel 14".
  • the description that a component is arranged in the wheel does not always mean that the entirety of the component is arranged in the wheel. The description includes the structure where the component partially protrudes from the wheel.
  • a carrier 70 is arranged in the wheel.
  • the carrier 70 rotatably supports the tire/wheel assembly 10 via an axle bearing 70a.
  • a drive shaft (not shown) may be coupled with the axle bearing 70a at a position on the tire/wheel assembly 10 side.
  • the carrier 70 has two arm portions (carrier arms) 72a, 72b, one of which extends upward from a position near the wheel center toward the rear of the vehicle, and the other of which extends downward from a position near the wheel center toward the rear of the vehicle.
  • the carrier 70 has two arm portions (carrier arms) 74a, 74b, one of which extends upward from a position near the wheel center toward the front of the vehicle, and the other of which extends downward from a position near the wheel center toward the front of the vehicle.
  • first piston rod 40 The upper end and the lower end of a first piston rod 40 are fixed to the ends of the two arm portions 74a, 74b that extend toward the front of the vehicle, respectively. Namely, the first piston rod 40 is arranged on the front side of the wheel center. The first piston rod 40 is arranged in the vertical/substantially vertical direction in the wheel.
  • second piston rod 42 The upper end and the lower end of a second piston rod 42 are fixed to the ends of the two arm portions 72a, 72b that extend toward the rear of the vehicle, respectively. Namely, the second piston rod 42 is arranged on the rear side of the wheel center. The second piston rod 42 is arranged in the vertical/substantially vertical direction in the wheel.
  • a brake caliper 20 is fixed to the carrier 70 at the junction of the two arm portions 72a, 72b.
  • the brake caliper 20 is arranged on the rear side of the second piston rod 42.
  • the brake caliper 20 and a brake rotor 22, which is arranged outboard of the carrier 70, constitute a brake device for restricting rotation of the tire/wheel assembly 10.
  • the first piston rod 40 is provided with a first hydraulic cylinder 50.
  • the first hydraulic cylinder 50 has a hydraulic chamber filled with fluid (e.g. oil).
  • the hydraulic chamber has a circular cross section that is constant in the axial direction of the first piston rod 40.
  • the hydraulic chamber is partitioned into an upper portion and a lower portion by a piston portion 40a of the first piston rod 40.
  • the first hydraulic cylinder 50 has an upper hydraulic chamber 50a and a lower hydraulic chamber 50b that are separated by the piston portion 40a.
  • the piston portion 40a does not have a valve, an orifice, or the like. The fluid flow between the upper hydraulic chamber 50a and the lower hydraulic chamber 50b is prevented substantially completely by the piston portion 40a.
  • the first piston rod 40 may be connected to the first hydraulic cylinder 50 so as to be slidable in the axial direction (vertical/substantially vertical direction) with respect to the first hydraulic cylinder 50 and rotatable on its axis with liquid-tightness maintained by a seal, a bearing or the like, as in the case of a piston rod of a commonly used shock absorber.
  • FIG. 2 illustrates the cross-sectional view taken along line I-I in FIG. 1.
  • the first piston rod 40 is a rod-like member having a circular cross section that is constant in the axial direction. At least the portion of the first piston rod 40, which slides with respect to the first hydraulic cylinder 50, has the constant cross section.
  • the fluid passages 40c, 4Od are formed in the first piston rod 40.
  • the upper fluid passage 40c has an opening portion near the upper end of the first piston rod 40.
  • the upper fluid passage 40c extends in the axial direction from the upper portion of the first piston rod 40 to a position near the piston portion 40a.
  • the upper fluid passage 40c opens into the upper hydraulic chamber 50a.
  • the lower fluid passage 4Od has an opening portion near the lower end of the first piston rod 40.
  • the lower fluid passage 4Od extends in the axial direction from the lower portion of the first piston rod 40 to a position near the piston portion 40a.
  • the lower fluid passage 4Od opens into the lower hydraulic chamber 50b.
  • the second piston rod 42 is provided with a second hydraulic cylinder 52.
  • the second hydraulic cylinder 52 has a hydraulic chamber filled with fluid.
  • the hydraulic chamber has a circular cross section that is constant in the axial direction of the second piston rod 42.
  • the hydraulic chamber is partitioned into an upper portion and a lower portion by a piston portion 42a of the second piston rod 42.
  • the second hydraulic cylinder 52 has an upper hydraulic chamber 52a and a lower hydraulic chamber 52b that are separated by the piston portion 42a.
  • the piston portion 42a does not have a valve, an orifice, or the like. The fluid flow between the upper hydraulic chamber 52a and the lower hydraulic chamber 52b is prevented substantially completely by the piston portion 42a.
  • the second piston rod 42 may be connected to the second hydraulic cylinder 52 so as to be slidable in the axial direction (vertical/substantially vertical direction) with respect to the second hydraulic cylinder 52 and rotatable on its axis with liquid-tightness maintained by a seal, a bearing or the like, as in the case of a piston rod of a commonly used shock absorber.
  • Two fluid passages 42c, 42d are formed in the second piston rod 42.
  • the second piston rod 42 is a rod-like member having a circular cross section that is constant in the axial direction. At least the portion of the second piston rod 42, which slides with respect to the second hydraulic cylinder 52, has the constant cross section.
  • the fluid passages 42c, 42d are formed in the second piston rod 42.
  • the upper fluid passage 42c has an opening portion near the upper end of the second piston rod 42.
  • the upper fluid passage 42c extends in the axial direction from the upper portion of the second piston rod 42 to a position near the piston portion 42a.
  • the upper fluid passage 42c opens into the upper hydraulic chamber 52a.
  • the lower fluid passage 42d has an opening portion near the lower end of the second piston rod 42.
  • the lower fluid passage 42d extends in the axial direction from the lower portion of the second piston rod 42 to a position near the piston portion 42a.
  • the lower fluid passage 42d opens into the lower hydraulic chamber 52b.
  • the upper fluid passage 40c, a first link passage 60, and the lower fluid passage 42d connect the upper hydraulic chamber 50a of the first hydraulic cylinder 50 to the lower hydraulic chamber 52b of the second hydraulic cylinder 52.
  • the first link passage 60 is formed of a pipe.
  • the first link passage 60 is connected to the opening portion of the fluid passage 40c, which is positioned near the upper end of the first piston rod 40.
  • the first link passage 60 is also connected to the opening portion of the fluid passage 42d, which is positioned near the lower end of the second piston rod 42.
  • FIG. 3 illustrates the schematic view of main components of the in-wheel suspension when viewed from the top of the vehicle. As schematically shown in FIG.
  • the second hydraulic cylinder 52 is coupled with a vehicle body (for example, a suspension member) via an arm 90.
  • the arm 90 extends from the vehicle body into the wheel, and is coupled with the second hydraulic cylinder 52 in the wheel.
  • High strength/rigidity is provided to a portion at which the second hydraulic cylinder 52 and the arm 90 are coupled with each other (and the second hydraulic cylinder itself) by, for example, a stiffener.
  • the arm 90 is strongly coupled with the vehicle body.
  • the arm 90 may be coupled with the vehicle body via, for example, a bushing, as long as the second hydraulic cylinder 52 can rotate on the second piston rod 42 as necessary.
  • a certain degree of freedom in the vertical/substantially vertical movement of the first hydraulic cylinder 50 with respect to the carrier 70 is restrained by a link.
  • the first hydraulic cylinder 50 may be coupled with the carrier 70 via the link.
  • the first hydraulic cylinder 50 may be coupled with the vehicle body via a link 92.
  • the link 92 may be pivotably coupled with the carrier 70 and/or the vehicle body and the first hydraulic cylinder 50 via a ball joint or a bushing (pin connection).
  • the link 92 When the link 92 is coupled with the vehicle body, the link 92 extends from the vehicle body into the wheel, and is coupled with the first hydraulic cylinder 50 in the wheel. With this structure, rotation of the second hydraulic cylinder 52 on the second piston rod 42 is restrained by the link 92. Accordingly, means for restraining the degree of freedom in rotation of the second hydraulic cylinder 52 on the second piston rod 42 is no longer needed (for example, the second piston rod 42 need not be formed to have a rectangular cross section).
  • the link 92 can also serve as a tie-rod by being connected to a steering mechanism.
  • rotation of the second hydraulic cylinder 52 on the second piston rod 42 can be controlled by coupling the tie-rod with the first hydraulic cylinder 50.
  • rotation of the second hydraulic cylinder 52 on the second piston rod 42 may be restrained, for example, by forming the second piston rod 42 to have a rectangular cross section.
  • the tire/wheel assembly 10 is restrained with a certain degree of freedom in the vertical/substantially vertical movement with respect to the arm 90 (actually, with respect to the vehicle body). Namely, the suspension is restrained with a certain degree of freedom of in the vertical/substantially vertical movement.
  • the fluid in the upper hydraulic chamber 50a is sent, under pressure, through the fluid passage 40c, the first link passage 60 and the fluid passage 42d, and discharged into the lower hydraulic chamber 52b of the second hydraulic cylinder 52.
  • the lower hydraulic chamber 52b of the second hydraulic cylinder 52 is pressurized and expanded.
  • the first piston rod 40 and the second piston rod 42 move upward, in phase, with respect to the first hydraulic cylinder 50 and the second hydraulic cylinder 52, respectively.
  • the fluid in the lower hydraulic chamber 52b of the second hydraulic cylinder 52 is sent, under pressure, through the fluid passage 42d, the first link passage 60 and the fluid passage 40c, and discharged into the upper hydraulic chamber 50a of the first hydraulic cylinder 50.
  • the upper hydraulic chamber 50a is pressurized and expanded, and the lower hydraulic chamber 50b of the first hydraulic cylinder 50 is compressed.
  • the fluid in the lower hydraulic chamber 50b is sent, under pressure, through the fluid passage 4Od, the second link passage 62, and the fluid passage 42c, and discharged into the upper hydraulic chamber 52a of the second hydraulic cylinder 52.
  • the upper hydraulic chamber 52a of the second hydraulic cylinder 52 is pressurized and expanded.
  • the first piston rod 40 and the second piston rod 42 move downward, in phase, with respect to the first hydraulic cylinder 50 and the second hydraulic cylinder 52, respectively.
  • the first hydraulic cylinder 50 moves (slides) in the vertical/substantially vertical direction with respect to the first piston rod 40 in accordance with the vertical/substantially vertical movement (sliding) of the second piston rod 42 with respect to the arm 90 (the second hydraulic cylinder 52).
  • the thus produced vertical/substantially vertical movement (sliding) of the first hydraulic cylinder 50 (the second hydraulic cylinder 52) with respect to the first piston rod 40 (the second piston rod 42) will be sometimes referred to as "sliding of the first hydraulic cylinder 50 (the second hydraulic cylinder 52)".
  • a spring element 80 and an attenuation element 82 which slide in accordance with sliding of the first hydraulic cylinder 50 and the second hydraulic cylinder 52, are arranged in the wheel.
  • the spring element 80 is a spring (a coil spring), and arranged between a lower spring seat 80a and an upper spring seat 80b so as to surround the first hydraulic cylinder 50.
  • Thie lower spring seat 80a is fixed at a position near the lower end of the first piston rod 40.
  • the upper spring seat 80b is fixed to the upper portion of the first hydraulic cylinder 50.
  • the spring element 80 extends and contracts in the vertical/substantially vertical direction coaxially with the first piston rod 40.
  • a rebound stopper 8Od and a bound stopper 80c which restrict extension and contraction of the spring element 80 (the sliding stroke of the first hydraulic cylinder 50), are provided at the upper end and the lower end of the first piston rod 40, respectively.
  • the spring element 80 is arranged in the direction opposite to the direction in which a spring element is usually arranged.
  • the upper spring seat 80b may be fixed to the upper end of the first piston rod 40
  • the lower spring seat 80a may be fixed to the lower end of the first hydraulic cylinder 50
  • the spring element 80 may be arranged between the upper spring seat 80b and the lower spring seat 80a.
  • the rebound stopper may be arranged in the first hydraulic cylinder 50.
  • a rebound spring and the like may be optionally provided.
  • the attenuation element 82 is a damper unit that is provided to the second link passage 62.
  • the attenuation element 82 imposes resistance to the fluid that is sent through the second link passage 62 under pressure, thereby supplying attenuation force to sliding of the first hydraulic cylinder 50 and the second hydraulic cylinder 52.
  • the attenuation element 82 may be an orifice similar to those formed in commonly used shock absorbers.
  • the attenuation element 82 may be formed, for example, of a linear control valve, and the flow volume of the fluid passing through the orifice may be changed by changing the area of the orifice, thereby changing the attenuation force in a stepwise manner or linearly.
  • the fluid which is sent under pressure in the above-mentioned manner, passes through the attenuation element 82 in accordance with the sliding of the first hydraulic cylinder 50 and the second hydraulic cylinder 52, whereby the shock that is caused when the tire/wheel assembly 10 moves in the vertical/substantially vertical direction is attenuated.
  • the spring element 80 and the attenuation element 82 improves.
  • the spring element 80 is arranged on the first hydraulic cylinder 50 side.
  • the spring element 80 may be arranged on the second hydraulic cylinder 52 side, although there is a constraint on its arrangement due to the presence of the brake caliper 20.
  • the attenuation element 82 may be arranged at any position of the first link passage 60 and the second link passage 62.
  • the two sliding mechanisms can be arranged independently of each other. Accordingly, additional space near the wheel center can be obtained by arranging one of the two sliding mechanisms on the front side of the wheel center, and the other sliding mechanism on the rear side of the wheel center.
  • the drive shaft can be passed through the space near the wheel center, when one of the two sliding mechanisms is arranged on the front side of the wheel center, and the other sliding mechanism is arranged on the rear side of the wheel center, and the first link passage 60 and the second link passage 62 are routed so as not to pass the wheel center, as shown in FIG. 1.
  • the pressure-receiving area (the cross sectional area of the hydraulic chamber cut in the direction perpendicular to the axial direction of the piston rod) of the first hydraulic cylinder 50 is equal to that of the second hydraulic cylinder 52
  • the first hydraulic cylinder 50 and the second hydraulic cylinder 52 slide by the same stroke. Namely, the sliding strokes of the two sets of sliding mechanism are equal to each other.
  • the sliding stroke also differs between the first hydraulic cylinder 50 and the second hydraulic cylinder 52. For example, as shown in FIG. 1, when the pressure receiving area of the first hydraulic cylinder 50 is greater than that of the second hydraulic cylinder 52, the sliding stroke of the first hydraulic cylinder 50 is less than that of the second hydraulic cylinder 52.
  • the spring element 80 is arranged on the side of the sliding mechanism having a greater pressure receiving area (on the side of the combination of the first hydraulic cylinder 50 and the first piston 40), as shown in FIG. 1.
  • the stroke of the spring element 80 can be reduced.
  • the toe-angle of the tire/wheel assembly 10 can be adjusted when the tire/wheel assembly 10 moves in the vertical/substantially vertical direction (when the tire/wheel assembly 10 jounces/rebounds), by appropriately making an adjustment such that the link 92 moves along an appropriate path, namely, the coupling point, at which the link 92 is coupled with the first hydraulic cylinder 50, moves along the appropriate path (when only one link 92 is provided, the link 92 moves using the coupling point, at which the link 92 is coupled with the vehicle body, as the supporting point, and an adjustment is made such that the end of the link 92 moves along an appropriate arc).
  • an appropriate path namely, the coupling point, at which the link 92 is coupled with the first hydraulic cylinder 50
  • the coupling point at which the link 92 is coupled with the first hydraulic cylinder 50, moves toward the inside of the vehicle as the tire/wheel assembly 10 moves in the vertical/substantially vertical direction.
  • the orientation of the tire/wheel assembly 10 can be changed such that the toe-in-angle increases.
  • the first piston rod 40 and the second piston rod 42 in the embodiment correspond to “sliding shaft members” according to the invention
  • the first hydraulic cylinder 50 and the second hydraulic cylinder 52 in the embodiment correspond to the "sliding members" according to the invention.
  • the first hydraulic cylinder 50 and the second hydraulic cylinder 52 are enabled to slide in accordance with each other by a link device such as the hydraulic circuit.
  • the first hydraulic cylinder 50 and the second hydraulic cylinder 52 may be enabled to slide in accordance with each other by a mechanical transmission mechanism such as a belt.
  • the first hydraulic cylinder 50 and the second hydraulic cylinder 52 are connected to each other by a belt 100 via pulleys 102 such that the first hydraulic cylinder 50 and the second hydraulic cylinder 52 move in phase.
  • the belt 100 is looped over the pulleys 102 such that a portion of the belt 100 between two pulleys 102 crosses another portion of the belt 100 between other two pulleys 102.
  • one of the two sliding mechanisms is arranged on the front side of the wheel center, and the other sliding mechanism is arranged on the rear side of the wheel center.
  • the belt 100 is arranged so as not pass the wheel center, as shown in FIG. 4. As a result, the drive shaft can be passed through the space near the center wheel.
  • an attenuation element can be realized by applying a rotary electromagnetic absorber 104, which attenuates a rotary input, to one of the pulleys 102 (the upper pulley 102 at a position closer to the rear of the vehicle, in the example shown in FIG. 4) that rotate in accordance with the movement of the belt 100.
  • the absorber 104 includes a rotating shaft that meshes with the pulley 102.
  • the absorber 104 attenuates the rotational force transferred to the rotating shaft via rotation of the pulley 102. Namely, when the rotating shaft (pulley 102) rotates, a magnetic field that acts to suppress rotation of the rotating shaft is formed by a magnet housed in the absorber body. Thus, the rotational force transferred to the rotating shaft via the rotation of the pulley 102 is attenuated.
  • the ends of the arm portions 72a, 72b, 74a, and 74b of the carrier 70 are arranged inboard of the carrier 70, whereby the first piston rod 40 and the second piston rod 42 (and the first hydraulic cylinder 50 and the second hydraulic cylinder 52, and the spring element 80) can be arranged in the wheel.
  • the distance between the end of each arm portion and the carrier 70 is insufficient, these components may partially protrude from the wheel in the vehicle-width direction.
  • the brake caliper 20 is arranged at a position close to the rear of the vehicle, and the spring element 80 is arranged at a position close to the front of the vehicle.
  • the brake caliper 20 may be arranged at a position close to the front of the vehicle, and the spring element 80 may be arranged at a position close to the rear of the vehicle.
  • two sliding mechanisms may be arranged in parallel near the center of the tire/wheel assembly 10.

Abstract

La présente invention concerne une suspension intérieure de roue selon l’invention qui comprend deux éléments d’arbre coulissants (40, 42) qui sont fixés à un support (70) qui supporte un ensemble pneu/roue (10) de façon rotative, et qui sont agencés dans une roue (14) afin de s’étendre dans la direction verticale/sensiblement verticale ; deux éléments coulissants (50, 52) qui coulissent par rapport aux éléments d’arbre coulissants respectifs (40, 42) ; un élément de couplage (90) qui accouple au moins un des éléments coulissants (50, 52) à une carrosserie de véhicule ; un dispositif de liaison (60, 62) qui permet aux deux éléments coulissants (50, 52) de coulisser l’un par rapport à l’autre ; et un élément de ressort (80) et un élément d’amortissement (82) qui fonctionnent selon le coulissement des éléments coulissants (50, 52).
PCT/IB2006/002157 2005-10-14 2006-08-07 Suspension intérieure de roue WO2007042870A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005-300566 2005-10-14
JP2005300566 2005-10-14

Publications (1)

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WO2007042870A1 true WO2007042870A1 (fr) 2007-04-19

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PCT/IB2006/002157 WO2007042870A1 (fr) 2005-10-14 2006-08-07 Suspension intérieure de roue

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Cited By (5)

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Publication number Priority date Publication date Assignee Title
FR2931391A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Vehicule a entrainement electrique et a deux essieux
FR2931394A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Liaison au sol dotee d'une suspension a barreau plat, et application
FR2931392A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Liaison au sol a suspension electrique dotee d'un reducteur, et application
US7644938B2 (en) * 2005-08-18 2010-01-12 Toyota Jidosha Kabushiki Kaisha In-wheel suspension
DE102013013324A1 (de) * 2013-08-09 2015-02-12 Audi Ag Radaufhängung für ein Fahrzeug

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US1972886A (en) * 1932-12-16 1934-09-11 Elmer C Goebert Spring suspension for vehicles
US2148606A (en) * 1936-05-08 1939-02-28 Chamberlain Alan Hawker Mounting for independently sprung front wheels of automotive vehicles
US2238410A (en) * 1938-08-26 1941-04-15 Capuciati Joseph Vehicle wheel
US2253190A (en) * 1939-01-17 1941-08-19 Mistral Paul Henri Suspension of vehicles
FR1085753A (fr) * 1951-03-03 1955-02-07 Procédé et dispositif pour combattre les oscillations des véhicules autour de leurs axes longitudinal et transversal
US4236726A (en) * 1977-08-09 1980-12-02 Henter Jr Theodore C Hydraulic suspension system for an individual vehicle wheel
EP0307263A1 (fr) * 1987-09-10 1989-03-15 S.A.M.M.- Société d'Applications des Machines Motrices Elément de suspension hydropneumatique pour véhicule à roues, notamment tout terrain
EP0878332A1 (fr) * 1997-05-16 1998-11-18 Conception et Développement Michelin Ensemble comportant une roue et une suspension intégrée à la roue
JP2004090699A (ja) * 2002-08-29 2004-03-25 Bridgestone Corp インホイールモータシステム

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1972886A (en) * 1932-12-16 1934-09-11 Elmer C Goebert Spring suspension for vehicles
US2148606A (en) * 1936-05-08 1939-02-28 Chamberlain Alan Hawker Mounting for independently sprung front wheels of automotive vehicles
US2238410A (en) * 1938-08-26 1941-04-15 Capuciati Joseph Vehicle wheel
US2253190A (en) * 1939-01-17 1941-08-19 Mistral Paul Henri Suspension of vehicles
FR1085753A (fr) * 1951-03-03 1955-02-07 Procédé et dispositif pour combattre les oscillations des véhicules autour de leurs axes longitudinal et transversal
US4236726A (en) * 1977-08-09 1980-12-02 Henter Jr Theodore C Hydraulic suspension system for an individual vehicle wheel
EP0307263A1 (fr) * 1987-09-10 1989-03-15 S.A.M.M.- Société d'Applications des Machines Motrices Elément de suspension hydropneumatique pour véhicule à roues, notamment tout terrain
EP0878332A1 (fr) * 1997-05-16 1998-11-18 Conception et Développement Michelin Ensemble comportant une roue et une suspension intégrée à la roue
JPH10338009A (ja) 1997-05-16 1998-12-22 Conception & Dev Michelin Sa ホイールおよびホイールと一体のサスペンションを備えた組立体
JP2004090699A (ja) * 2002-08-29 2004-03-25 Bridgestone Corp インホイールモータシステム

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7644938B2 (en) * 2005-08-18 2010-01-12 Toyota Jidosha Kabushiki Kaisha In-wheel suspension
FR2931391A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Vehicule a entrainement electrique et a deux essieux
FR2931394A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Liaison au sol dotee d'une suspension a barreau plat, et application
FR2931392A1 (fr) * 2008-05-20 2009-11-27 Michelin Soc Tech Liaison au sol a suspension electrique dotee d'un reducteur, et application
EP2127917A1 (fr) * 2008-05-20 2009-12-02 Societe de Technologie Michelin Liaison au sol à suspension électrique dotée d'un réducteur, et application
EP2127918A1 (fr) * 2008-05-20 2009-12-02 Societe de Technologie Michelin Véhicule à entrainement électrique et à deux essieux
EP2127915A1 (fr) * 2008-05-20 2009-12-02 Société de Technologie MICHELIN Liaison au sol dotée d'une suspension à barreau plat, et application
DE102013013324A1 (de) * 2013-08-09 2015-02-12 Audi Ag Radaufhängung für ein Fahrzeug
DE102013013324B4 (de) * 2013-08-09 2017-02-23 Audi Ag Radaufhängung für ein Fahrzeug

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