JPH035209A - Tread controller for vehicle - Google Patents

Abstract

PURPOSE:To smoothly adjust tread by an actuator by providing slide bushes between a knuckle and a slider for displaceably supporting a wheel externally to the direction of the width of vehicle relative to the knuckle with a space left. CONSTITUTION:A center boss part 1c is provided at the central part of a knuckle 1 which is supported by a lower arm 3 and a strut assembly 5 so as to be vertically oscillated and rotatable around an axis of a king pin. A slider 7 supporting a wheel hub 13 through a bearing 12 is mounted on the inner periphery side of the boss part 1c. A spiral protrusion mutually threaded to the outer periphery of the slider 7 and the inner periphery of the boss part 1c is formed to construct a feed screw mechanism 8 having a hydraulic actuator 9 as a driving source. The slider 7 is supported by the knuckle 1 through annular type slide bushes 10a, 10b arranged with an interval placed to the direction of the width of vehicle, thereby the relative displacement of the slider 1 to the knuckle being smoothly performed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a tread control device for a vehicle that changes the tread of the vehicle, that is, the distance between the left and right wheels.

(Prior Art) It has been known in the past that the steering stability of a vehicle can be further improved if the tread of a vehicle is set wider.

In addition, by widening the tread, it is possible to increase the distance between the chassis frame located inside the wheels and the vehicle body, making it possible to increase the maximum steering angle of the wheels without interfering with the chassis frame. It is also known that the radius can be reduced.

However, since the wheels must be positioned within the wheel house when the vehicle is traveling straight, unnecessarily widening the tread would also make the vehicle wider. It is generally done to set it fixedly. For this reason, conventionally, the maximum steering angle was determined by the fixedly set tread, and the minimum turning radius of the vehicle was determined by this maximum steering angle.

Furthermore, as a device capable of overcoming such a situation, a device disclosed in Japanese Patent Laid-Open No. 64-22611 is known. In this conventional example, the mounting position of the suspension arm on the vehicle body side is displaced in the vehicle width direction according to the vehicle speed and steering angle, and when the steering angle is large, the suspension arm on the inner wheel side of the turn is displaced outward in the vehicle width direction. This increases the maximum steering angle of the wheels and reduces the minimum turning radius.

(Problem to be Solved by the Invention) However, in the conventional example described above, the mounting position of the suspension arm on the vehicle body side is displaced in the vehicle width direction to displace the wheel in the vehicle width direction. This results in displacement in the vehicle width direction, which requires a large control force and requires the use of a large, high-output actuator, which is not only inconvenient, but also displaces the mounting position of the arm on the vehicle body, causing problems with suspension alignment. There is a risk that the suspension performance will change significantly and that stable suspension performance may not be ensured.

(Means for Solving the Problems) The present invention was devised in view of the above points, and the present invention has a knuckle supported on the vehicle body via a suspension mechanism, and is capable of being displaced in the vehicle width direction with respect to the knuckle. a slider that is supported by the knuckle and rotatably supports the wheel; and an actuator that is connected to the knuckle and the slider and is provided to displace the slider in the vehicle width direction with respect to the knuckle. A tread control device for a vehicle is characterized in that the slider is supported by the knuckle by slide bushes arranged at intervals in the vehicle width direction.

(Function) According to the present invention, the slider, which is supported by the knuckle and rotatably supports the wheel, is movable in the vehicle width direction with respect to the knuckle supported by the vehicle body via the suspension mechanism. Since the slider is supported by the knuckle by slide bushes arranged at intervals, the slider can be smoothly displaced in the vehicle width direction relative to the knuckle, and the slider relative to the knuckle is moved by an actuator connected to the knuckle and the slider. When the position in the vehicle width direction is adjusted, the wheel is displaced in the vehicle width direction together with the slider, and the tread of the vehicle is adjusted.

Since the slider is supported on the knuckle by slide bushes placed at intervals in the vehicle width direction, smooth operation is achieved in a space-saving manner, and the lateral force applied to the wheel and the moment generated by the upper and lower blades are efficiently reduced. It is something that can be well received.

Furthermore, the slider, which is displaced along with the wheels in the vehicle width direction when the tread is changed, is supported by a knuckle supported by the vehicle body via a suspension mechanism, so the suspension alignment does not change when the tread is changed. It is.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

As shown in FIG. 1, the knuckle l has a lower arm part la supported by the outer end of the lower arm 3 via a ball joint 2, and an upper arm part ib fixed to the lower end of the strut assembly 5 by bolts 4, 4. has been done. The center of the ball joint is indicated by the symbol C, and the center of the N vehicle body mounting portion of the lower arm 3 is indicated by the symbol . Further, the upper end of the strut assembly 5 is supported by the vehicle body 6, so that the knuckle 1 is supported by the lower arm 3 and the strut assembly 5 so as to be able to swing up and down with respect to the vehicle body 6, and is formed by line AC in the figure. It is supported so that it can rotate around the kingpin axis.

A center boss portion 1c formed in a substantially cylindrical shape is provided at the center of the knuckle 1. A slider 7 formed in a substantially cylindrical shape is mounted on the inner circumferential side of the center boss portion 1c, and a spiral-shaped slider 7 that is threaded into each other is formed on the outer circumference of the slider 7 and the inner circumference of the center boss nlc. The feed screw mechanism 8 is configured by forming a protrusion. Therefore, when the slider 7 generates relative rotation with respect to the knuckle 1, this relative rotational displacement is caused by the action of the feed screw mechanism 8, causing the knuckle 1 to rotate.
This is converted into an axial displacement of the slider 7 relative to the displacement, and the slider 7 is displaced in the vehicle width direction. and,
The feed screw mechanism 8 is formed in such a direction that the slider 7 is displaced outward in the vehicle width direction when a hydraulic actuator 9, which will be described later, is extended from the illustrated state. Note that this feed screw mechanism 8 may be replaced with a cam lead mechanism.

Further, on both ends of the outer periphery of the slider 7, there are annular flange-shaped stoppers that protrude in the outer radial direction. a, 7b are formed to prevent excessive displacement of the slider 7 due to interference with both ends of the center boss portion 1c of the knuckle l. moreover,
Annular slide bushes 10a and 10b are attached to both ends of the inner periphery of the center boss IC of the knuckle l, respectively, to smooth the relative displacement of the slider 1 with respect to the knuckle l. Since these slide bushes 10a and lOb are arranged with a relatively wide span from each other, even when lateral force acting on the wheels or the upper and lower blades, which will be described later, are applied as moment force to the slider 7,
These forces can be efficiently received by the knuckle 1. In addition, rubber bellows 1 each formed in a bellows shape are provided between the outer periphery of both ends of the center boss portion 1c of the knuckle L and the outer periphery of the stoppers 7a and 7b.
1a and llb are installed to prevent dust, muddy water, etc. from entering between the freely slidable periphery and the inner periphery of the center boss IC of the knuckle 1.

Further, a fourth
As shown in the figure, a groove 40 is formed, and an elastic ring 41 made of rubber or resin is attached to this groove 40.

Therefore, the tapping noise and impact generated when the stoppers 7a and 7b are activated are damped. The structure in this case is the fourth
Instead of the groove 40 and elastic ring 41 shown in the figure, an elastic ring 42 and a metal ring 43 may be used as shown in Fig. 5, or a disc spring 44 may be used as shown in Fig. 6. You can also use it as

An outer housing of a bearing 12 is fitted onto the inner periphery of the slider 7, and an inner housing of the bearing 12 is fitted onto the outer periphery of the wheel hub 13. Therefore, the slider 7 rotatably supports the wheel hub 13 via the bearing 12. A drive shaft 14 is located in the center of the wheel hub 13.
The output end of the drive shaft 14 is fitted, and the wheel hub 13 receives driving force from the drive shaft 14 to rotate. A brake disc 15 of a disc brake device is fixed to the flange portion 13a of the ring 7 formed on the wheel hub 13 with bolts (not shown), and a hub pole 16 is attached to the flange portion 13a of the ring 7.
A wheel 17 of the wheel is fixed to the wheel hub 13 by a wheel nut 17 and a wheel nut 17.

The hydraulic actuator 9 described above is provided between the upper end of the upper arm portion 1b of the knuckle 1 and the input portion 7c formed in a bulge on a part of the outer circumference of the inner end of the slider 7, and its expansion and contraction action causes the knuckle 1 and the slider to 7 to generate a relative rotational displacement. As shown in FIG. 2, this hydraulic actuator 9 has a cylindrical casing 9a whose upper end is connected to the upper arm portion 1b of the knuckle 1 via a ball joint 20 and which is open downward.
A piston 9b is slidably disposed within this casing 9a. The lower end of the piston rod 9c fixed to the piston 9b protrudes from the lower end of the casing 9a, and the lower end of the piston rod 9c is connected to the human power u7c of the slider 7 via the ball joint 21. connected. Further, a spring 9d is disposed within the casing 9a between the lower part of the casing 9a and the lower surface of the piston 9b, and the piston 9b is biased toward the upper side of the casing 9a by the spring 9d. Therefore, the hydraulic actuator 9 is biased by the spring 9d in a direction in which the overall length is shortened. An upper chamber within the casing 9a partitioned by the piston 9b is configured as a hydraulic chamber 9e. Therefore, when hydraulic pressure is introduced into this hydraulic chamber 9e from a hydraulic control device, which will be described later, through a pipe 9f shown in FIG. 1, the hydraulic actuator 9 expands against the biasing force of the spring 9d.
Conversely, when hydraulic pressure is not introduced into the hydraulic chamber 9e, the hydraulic acticoator 9 is held in the shortest position by the spring 9d.

Furthermore, an accordion-shaped bellows 9g is provided between the outer periphery of the casing 9a and the lower end of the piston rod 9C to prevent dust, muddy water, etc. from entering into the casing 9a. Further, the inner chamber of the bellows 9g and the lower chamber in the casing 9a are communicated via a passage 9h,
Changes in volume of the lower chamber in the casing 9a due to expansion and contraction of the hydraulic actuator 9 are absorbed by the inner chamber of the bellows 9g. Note that 91 shown in FIG. 2 is a piston seal provided on the piston 9b.

The knuckle 1 has a knuckle arm 1d extending toward the rear of the vehicle body, as shown in FIG. 2.3.

As shown in FIG. 3, the upper end of an auxiliary link 24 is pivotally supported at the tip of the knuckle arm 1d via a pivot shaft 22 that is inclined forward by an angle θ with respect to the vehicle width direction in a horizontal plane. . The outer end of the tie rod 23, which is displaced in the vehicle width direction in response to a steering device (not shown), is connected to the lower end of the auxiliary link 24 via a ball joint 25. Further, a holding portion 7d is formed in a bulging manner below the manpower portion 70 on the outer circumference of the inner end of the slider 7, and both ends of the control arm 26 are pivotally connected to the holding portion 7d of the slider 7 and the case of the ball joint 25. has been done. This control arm 26 controls the longitudinal position of the ball joint 25 by controlling the swing angle of the auxiliary link 24 in the longitudinal direction according to the relative rotational displacement of the slider 7 with respect to the knuckle, thereby increasing the actual knuckle arm length. This is to variably control R. The reference numerals shown in FIG. 2.3 indicate the center position of the ball joint 25.

The caliper 30 of the disc brake device is attached to the knuckle 1 with the above-described hydraulic actuator 9 and knuckle arm 1d& located on the opposite side (front side of the vehicle body) with respect to the center of the axle. This caliper 30 has knuckle 1
a support bracket) 31 that is fixed to the brake disc 15 and located inside the brake disc 15; and two fixing devices that are screwed onto a protruding boss portion 31a formed on the outer peripheral edge of the support bracket 31 and protrude outward in the vehicle width direction. pins 32.32, a caliper body 33 slidably attached to these two fixing pins 32.32, and a brake pad 3 attached between the caliper body 33 and the brake disc 15.
4.34.

Therefore, the caliper body 33 follows the displacement of the brake disc 15 in the vehicle width direction caused by the relative displacement of the slider 7 with respect to the knuckle 1 by sliding displacement with respect to the fixed pins 32 and 32. . Furthermore, an accordion-shaped bellows 35 connected to the caliper body 33 and the support bracket 31 is provided around the fixing pin 32.32, and the sliding portion between the caliper body 33 and the fixing pin 32.32 is covered with dust and dirt. It is designed to prevent the intrusion of people such as

FIG. 7 is a hydraulic circuit diagram showing the aforementioned hydraulic control device that controls the operation of the hydraulic actuator 9. As shown in FIG.

This hydraulic control device controls the supply of hydraulic pressure to the hydraulic actuator 9 using the hydraulic pressure of a power steering device which is known per se. That is, in Figure 7, 5
0 is a reservoir tank that stores oil, 51 is an oil pump that sucks in oil in the reservoir tank and discharges it, 5
Reference numeral 3 denotes a power steering hydraulic cylinder that operates in response to hydraulic pressure supplied from the oil pump side and generates steering assist force, and 54 a directional control that controls the hydraulic pressure acting on the hydraulic cylinder 53 in accordance with the operating state of the steering wheel 55. The valve 56 is a rack and pinion type steering gear box, and these members 50 to 56 are all known. and an oil passage 58 through which a tread control valve 57 for controlling the supply of hydraulic pressure to the hydraulic actuator 9 connects the left and right output boats of the direction control valve 54 for power steering and the left and right hydraulic chambers of the hydraulic cylinder 53; 59 is interposed. The tread control valve 57 is composed of a 6-port valve, and communicates the left and right output ports of the direction control valve 54 with the left and right hydraulic chambers of the hydraulic cylinder 53 in a neutral state, and connects the hydraulic chamber 9e of the hydraulic actuator 9 to a reservoir tank. 5
0. Further, the tread control valve 57 is connected to the steering rod 60 and is displaced following the steering operation, so that even if the displacement following the steering rod 60 occurs, the high oil pressure of the direction control valve 54 is not maintained. Communication is always maintained between the output port and the hydraulic chamber to which high hydraulic pressure of the hydraulic cylinder 53 is supplied, but when the steering angle of the steering wheel reaches a predetermined amount, the port of the direction control valve 54 and the hydraulic cylinder enter a low pressure state. 53, the communication with the hydraulic chamber which is in a low pressure state is cut off,
Thereafter, the configuration is such that oil discharged from the hydraulic chamber of the hydraulic cylinder 53 as the steering angle changes is supplied to the hydraulic actuator 9. The oil passage connecting the control valve 57 and the hydraulic actuator 9 is connected to the reservoir tank 50 via a relief valve 61, and the relief valve 61 increases the hydraulic pressure acting on the hydraulic chamber 9e of the hydraulic actuator 9. This is to prevent overdoing it. In addition, the hydraulic chamber 9e of the hydraulic actuator 9 is also connected to the reservoir tank 50 via a check valve 62. This check valve 62 only allows oil to flow from the reservoir tank 50 side to the hydraulic actuator 9 side, and prevents the pressure in the hydraulic chamber 9e of the hydraulic actuator 9 from becoming negative pressure. .

The operation of the above embodiment will be explained below.

First, consider the case where the steering wheel 55 is steered to the left in the hydraulic control device shown in FIG. Since the steering rod 60 is introduced into the right pressure chamber 53b of the hydraulic cylinder 53, the steering rod 60 is displaced to the left in FIG. 7, and the left and right wheels are steered to the left. When the steering angle is smaller than a predetermined amount, the displacement of the tread control valve 57 is small, so the oil discharged from the left pressure chamber 53a of the hydraulic cylinder 53 is returned to the reservoir tank 50 via the oil passage 58 and the control valve 54. .

In this state, the hydraulic actuator 9 is connected to the reservoir tank 5.
0, the hydraulic actuator 9 is in the shortest state and the tread does not change. Furthermore, when the steering angle becomes larger than a predetermined amount, the tread control valve 57, which follows the displacement of the steering rod 60, undergoes a large displacement to the left in FIG. Although the communication with the left output port L and the right pressure chamber 53b is cut off, the communication between the left output port L and the right pressure chamber 53b is maintained, so that the operation of the power steering device is ensured. In this state, the left pressure chamber 53a of the hydraulic cylinder 53
communicates with the hydraulic chamber 9e of the hydraulic actuator 9,
Oil discharged from the hydraulic cylinder 53 along with the steering operation is introduced into the hydraulic actuator 9, and the hydraulic actuator 9 extends. Note that when the steering wheel 55 is turned back to the neutral direction from this state, the hydraulic actuator 9 is connected to the reservoir tank 50 when the steering angle becomes smaller than a predetermined amount, so the hydraulic actuator 9 is shortened by the biasing force of the spring 9d. be done.

Furthermore, even when the steering wheel 55 is steered to the right in the opposite direction to the above, the hydraulic actuator 9 operates in the same manner as in the above case.

Next, the operation of the apparatus shown in FIGS. 1 to 3 will be explained in detail. When the hydraulic pressure output from the above-mentioned hydraulic control device is introduced into the hydraulic chamber 9e of the hydraulic actuator 9 through the pipe 9'' shown in FIG. 2, and the actuator 9 extends.As a result, the slider 7 is rotationally displaced relative to the knuckle 1 in the clockwise direction in FIG. Due to the action of the feed screw mechanism 8, the slider 7 is displaced to the left in FIG. 1 (outward in the vehicle width direction) with respect to the knuckle l.

At this time, since the slide bushes 10a and 10b are provided between the slider 7 and the knuckle 1, the slider 7 is smoothly displaced with respect to the knuckle 1. A wheel hub 13 is supported by the slider 7 via a bearing 12, and a brake rotor 15 is fixed to the wheel hub 13. The wheel 18 also follows the slider 7 and is displaced outward in the vehicle width direction. Therefore, the tire 19 mounted on the wheel 18 is also displaced outward in the vehicle width direction, and the tread of the vehicle is widened. In addition, the wheel hub 13
are rotatably supported by the slider 7 via a bearing 12, so that as the slider 7 rotates, the wheel hub I3, brake disc 15 . Wheel 18. The tires 19 do not rotate. Further, since the caliper body 33 also slides in accordance with the displacement of the brake disc in the vehicle width direction, the operation of the brake is not hindered.

Incidentally, since the displacement of the slider 7 described above is also transmitted to the ball joint 25 via the control arm 26, the ball joint 25 attached to the outer end of the tie rod 23 moves around the pivot shaft 22 at the second position. , oscillates to the left in Figure 3. Therefore, the actual knuckle arm length R, which varies depending on the position of the center point of the ball joint 25, becomes shorter. Since the hydraulic actuator 9 is extended during steering as described above, the knuckle arm length R is shortened, thereby increasing the steering angle generated at the wheels.

This operation will be explained in more detail based on FIG. In FIG. 8, the broken line shows the steering condition by a general conventional device, the dashed line shows the steering condition when only the tread is increased, and the solid line shows the steering condition by this embodiment. In the conventional device shown by the broken line,
The maximum steering angle of the wheel is determined by the gap SO with the vehicle body 6, and in this case, the connection point between the tie rod and the knuckle arm is DOl, and the actual knuckle arm length is R.
Each is illustrated at O. Furthermore, when performing only the tread control shown by the - dotted chain line, DORO does not change, but the tread increases by ΔT on one side compared to the conventional example shown by the broken line. Therefore, the gap with the vehicle body 6 increases to S2, which is larger than 31, and the steering angle of the wheels can be increased by the increased gap with the vehicle body 6. In this embodiment shown by the solid line, as described above, the control arm 2 increases as the tread increases.
6 displaces the ball joint 25 toward the center of the knuckle, so the actual knuckle arm length is R2 in the figure.
As shown in , it is shorter than RO. At this time, since the left-right position of the tie rod 23 is determined by the amount of steering of the steering wheel, the steering angle of the axle increases as the length of the knuckle arm becomes shorter. The gap between the wheels and the vehicle body 6 is approximately the same as that of the conventional example shown by the broken line, and by increasing the steering angle, problems such as interference between the wheels and the vehicle body do not occur. Note that the center position of the ball joint 25 in this case is illustrated by D2. Also, the third
The set angle θ of the pivot shaft 22 shown in the figure is set in order to smoothly and efficiently displace the ball joint 25 by the control arm 26 without interfering with the displacement of the tie rod. In addition, the reference numerals in FIG. 8 indicate the center of rotation of the knuckle 1.

In addition, in FIG. 8 above, the operation of the wheels on the inner side of the turning wheel has been explained, but also for the wheels on the outer side of the turning side (not shown), the actual length of the knuckle arm decreases as the tread increases. As the steering angle increases, it should be easily understood that even if the steering angle increases, the clearance with the vehicle body is ensured by increasing the tread.

According to the above embodiment, the tread widens when the steering angle is large and the maximum steering angle of the wheels increases, so the minimum turning radius of the vehicle can be reduced without increasing the vehicle width, and the tires protrude from the fender when driving straight. It has many advantages. Furthermore, since the steering angle of the wheels can be increased without interfering with the vehicle body, especially on the inner turning wheel side and the outer turning wheel side, the minimum turning radius of the vehicle body can be reduced very efficiently.

Note that if there is no need to reduce the turning radius, the ride comfort of the vehicle can be improved by extending the wheelbase by the increase in the maximum steering angle.

Effects regarding the detailed structure of the above embodiment are listed below.

First, a feed screw mechanism is provided between the knuckle l and the slider 7 to displace the wheel in the vehicle width direction and control the tread, so even if a lateral force is applied to the wheel when the vehicle turns, it will not be adjusted. The tread is reliably held, and this lateral force is not directly applied to the actuator, resulting in excellent reliability and durability.

In addition, since the knuckle l is equipped with a structure for making the tread variable, suspension alignment such as camber and caster does not change when the tread is changed, and stable handling stability can be ensured. The advantage is that the existing suspension arms can be used as they are.

Furthermore, since the slide bushes 10a and 10b are provided at intervals between the knuckle 1 and the slider 7, it is possible to save space and smooth the displacement of the slider 7, and at the same time reduce the lateral force applied to the tire. This has the effect of being able to efficiently receive the moment generated by.

Also, is there a stopper that restricts the sliding displacement between the knuckle 1 and the slider 7? Since the stoppers a and 7b are provided, safety is excellent, and since a buffer member is provided at the stopper, there is no problem such as generation of impact noise, and there is an advantage that the stopper is excellent in practicality.

In addition, the caliper body 33 is slidably supported by the fixed bin 32 that protrudes outward in the vehicle width direction from the support bracket, and a sufficient insertion depth of the fixed bin 32 into the caliper body 33 can be ensured. There is an advantage that an excessive bending moment does not act on the fixed pin 32 when the tread is small (when traveling straight or when the steering angle is small), and the caliper body 33 can efficiently follow changes in the tread.

In addition, since the hydraulic actuator 9 is placed on the opposite side of the axle from the brake caliber, the dead space is effectively used, which reduces space efficiency, and since the spring 9d is placed inside the hydraulic actuator 9, The tread can be kept small even if the device that supplies it breaks down, providing added safety.

Furthermore, by providing the auxiliary link 24 and the control arm 26, when the tread increases, the ball joint at the outer end of the tie rod is displaced and the knuckle arm length is shortened. The steering angle of the wheels is efficiently increased, the turning radius is reduced, and the maneuverability of the vehicle is improved.

In addition, since the hydraulic actuator 9 is operated using the oil discharged from the hydraulic cylinder of the power steering device by the tread control valve 57 that is linked to the steering operation, a special pressure source is not required. It has a simple structure and has the effect of reliably increasing the tread when the steering angle is large.

Note that the present invention is not limited to the above-mentioned embodiment in any way, and for example, the actuator can be operated by detecting vehicle speed, steering angle, rack axial force, steering wheel force, etc. instead of the hydraulic control device shown in FIG. It may also be used to control. Further, although the above embodiment shows a case in which the present invention is applied to wheels that are steered, it can also be used to control the treads of wheels that are not steered, and by controlling the treads, the steering stability of the vehicle can be improved. It is also possible to apply it to a device that controls.

Furthermore, it goes without saying that various modifications can be made without departing from the gist of the present invention.

(Effects of the Invention) As described above in detail with the embodiments, according to the present invention, the slide bush is provided at a distance between the knuckle and the slider, so that the tread adjustment operation by the actuator is controlled. It saves space and smooths the suspension, and at the same time can efficiently absorb the lateral force applied to the tire and the moment generated by the upper and lower blades, and there is no need to provide any special structure to the suspension components other than the knuckles, so the suspension To provide a vehicle tread control device with a simple structure and at low cost that can stably ensure performance.

[Brief explanation of drawings]

Fig. 1 is a rear view showing one embodiment of the present invention, and Fig. 2 is a rear view showing an embodiment of the present invention.
Figure 3 is a side view as viewed from the ■ arrow in the figure, Figure 3 is a surface survey view viewed from the ■ arrow in Figure 1, Figure 4 is an enlarged view of the main part of Figure 1, and Figures 5 and 6 are modifications of the configuration in Figure 4. FIG. 7 is a schematic configuration diagram of the hydraulic control device, and FIG. 8 is an operation explanatory diagram. l...knuckle, ld...knuckle arm. 7...Slider, 8...Feed screw mechanism. 9... Hydraulic actuator. 10a, 10b...Slide buttons. 23...Tie rod. 24... Auxiliary link, 25... Ball joint 2
6...Control arm. 30...brake caliper

Claims (1)

[Claims] A knuckle supported by the vehicle body via a suspension mechanism, a slider supported by the knuckle so as to be displaceable in the vehicle width direction relative to the knuckle and rotatably supporting the wheel, and connected to the knuckle and the slider. and an actuator provided to displace the slider in the vehicle width direction with respect to the knuckle, and the slider is supported by the knuckle by slide bushes arranged at intervals in the vehicle width direction. A vehicle tread control device featuring