JP2005186865A - Vehicle suspension device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular suspension device capable of finely suppressing at least either one of a rolling or a pitching of a vehicular body side portion, and finely intercepting transmission of vibrations from a vehicular wheel side portion to the vehicular body side portion even during suppressing. <P>SOLUTION: The vehicle suspension device connects suspension cylinders 12, 10, 14, 16 provided so as to correspond to fore and aft and right and left wheels to controlling cylinders 40, 42 of a rolling controlling device 30 and a pitching controlling device 32. The controlling cylinders 40, 42 are engaged with a lever 60, and a supporting shaft 62 is moved by actuators 76, 88 and a ball screw 74 according to fore-and-aft or lateral acceleration, thereby changing a lever ratio to the controlling cylinders 40, 42 of the lever 60. Therefore, when the wheels are vertically moved due to unevenness of a road surface while preventing the rolling or pitching, the lever 60 freely rotates to allow the vertical movement. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle, and particularly to prevention of inclination of the vehicle body side portion due to acceleration acting on the vehicle body side portion.

The vehicle suspension device is disposed between a vehicle body side portion mainly including a vehicle body and a wheel side portion mainly including a wheel and a wheel holding device, and vibrations of the wheel side portion are transmitted to the vehicle body side portion. This is a device for supporting the vehicle body side portion on the wheel side portion while suppressing the vehicle body. In order to suppress the vibration of the wheel side portion from being transmitted to the vehicle body side portion, it is necessary to allow the suspension device to allow relative displacement between the vehicle body side portion and the wheel side portion. At the same time, the suspension system allows the vehicle body side portion to be displaced by the inertial force caused by the acceleration of the vehicle body side portion. The vehicle suspension device described in Patent Document 1 can satisfactorily suppress rolls, pitches, heaves and the like on the side of the vehicle body, and can well block transmission of vibration from the wheel side to the side of the vehicle body. is there.
JP 2003-146043 A

The subject of this invention is improving the conventional vehicle suspension apparatus, for example, aiming at the improvement of riding comfort, or improving installation property.
The vehicle suspension device described in Patent Document 1 can effectively block transmission of vibrations on the wheel side parts to the vehicle body side part in a normal state, but suppresses rolls, pitches, heaves and the like on the vehicle body side parts. In this state, the vibration transmission blocking function may be deteriorated. Accordingly, there is provided a vehicle suspension device that can satisfactorily suppress at least one of a roll and a pitch of a vehicle body side portion and can well interrupt transmission of vibration from the wheel side portion to the vehicle body side portion even during the suppression. This is the subject of the present invention. Alternatively, it is an object of the present invention to improve the installation by reducing the size of the vehicle suspension device.

  In order to solve the above-described problem, a vehicle suspension device according to the present invention includes: (a) a first relative displacement that is a relative displacement between a vehicle body side portion and a wheel side portion caused by acceleration acting on a vehicle body side portion of the vehicle. (B) a second relative that is a relative displacement not caused by the acceleration between the vehicle body side portion and the wheel side portion during suppression of the first relative displacement by the suppression portion. The displacement includes an allowable part.

  The vehicle suspension device according to the present invention includes (a) at least one rotary actuator operable in accordance with a relative displacement in a vertical direction between a wheel side portion and a vehicle body side portion of the vehicle, and (b) at least one of the rotary actuators. It includes a posture control device that controls at least one of a plurality of types of posture changes of the vehicle by controlling at least one rotational state of one rotary actuator.

In the vehicle suspension device according to the present invention, the relative displacement between the vehicle body side portion and the wheel side portion due to the acceleration acting on the vehicle body side portion is suppressed by the suppression portion. Therefore, when the acceleration acting on the vehicle body side is a longitudinal acceleration, the pitch of the vehicle body side is suppressed, and when the acceleration is a lateral acceleration, the roll of the vehicle body side is suppressed. In addition, even during suppression by the suppression unit, the relative displacement between the vehicle body side and the wheel side that is not caused by the acceleration acting on the vehicle side is allowed by the allowable unit, and thus is caused by road surface unevenness. The transmission of the vibration on the wheel side to the side of the vehicle body is well blocked.
Further, when the vehicle suspension device includes a rotary actuator, the vehicle suspension device can be made smaller than a device including a reciprocating actuator.

Aspects of the Invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following terms, (1) corresponds to claim 1, (2) corresponds to claim 2, (6) corresponds to claim 3, (8) corresponds to claim 4, The combination of (9) to (11) is in claim 5, (15) is in claim 6, (16) is in claim 7, (18) is in claim 8, (19) The terms correspond to claim 9 respectively. The (24) term corresponds to claim 10, the (25) to (28) terms correspond to claims 11 to 14, and the (31) and (32) terms correspond to claims 15 and 16, respectively. Furthermore, the (33) term corresponds to claim 17, the (40) term corresponds to claim 18, the (50) term corresponds to claim 19, and the combination of the (51) and (52) terms is This corresponds to claim 20.

(1) A suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle,
A suppressor that suppresses a first relative displacement that is a relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion caused by acceleration acting on the vehicle body side portion;
During the suppression of the first relative displacement by the suppression unit, a second relative displacement that is a relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion not caused by the acceleration is allowed. A vehicle suspension system comprising:

(2) a plurality of suspension cylinders disposed between a wheel side portion and a vehicle body side portion of the vehicle and operating in accordance with a relative displacement in a vertical direction between the vehicle body side portion and the wheel side portion;
A liquid passage allowing liquid flow from one of the plurality of suspension cylinders to another;
While suppressing the flow of the liquid in the liquid passage based on the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion due to the acceleration acting on the vehicle body side portion, Including a flow control device that allows liquid flow in the liquid passage based on relative displacement between the vehicle body side portion and the wheel side portion not caused by acceleration acting on the portion, and the flow of the liquid in the flow control device A portion to be suppressed constitutes the suppression portion in cooperation with the plurality of suspension cylinders and the liquid passage, and a portion that allows a liquid flow even during suppression by the suppression portion is the plurality of suspension cylinders and the liquid passage. The vehicle suspension apparatus according to (1), wherein the permissible portion is configured together.
In this vehicle suspension system, one suspension cylinder and another suspension cylinder are connected by a liquid passage. However, this liquid passage only needs to allow liquid flow from one suspension cylinder to another, and it is essential that the liquid chambers of both suspension cylinders communicate directly with each other. is not. The pair of suspension cylinders may be indirectly connected via a pair of control cylinders linked to each other by a lever body, for example, as described in item (6). If the flow control device suppresses the flow of liquid in the liquid passage based on the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion caused by the acceleration acting on the vehicle body side portion, the liquid passage is connected. Expansion and contraction of the pair of suspension cylinders is suppressed, and approach and separation between the wheel side portion and the vehicle body side portion corresponding to the pair of suspension cylinders are suppressed. Accordingly, the movement of the vehicle body side portion due to the acceleration acting on the vehicle body side portion is suppressed. For example, if the acceleration acting on the vehicle body side portion is an acceleration in the front-rear direction, the pitch of the vehicle body is suppressed, and the lateral acceleration If so, the roll is suppressed. In addition, even during this suppression, the flow control device allows the liquid flow in the liquid passage based on the relative displacement between the vehicle body side portion and the wheel side portion not caused by the acceleration acting on the vehicle body side portion. Relative displacement with respect to the vehicle body side portion is allowed, and vibration of the wheel side portion is well avoided from being transmitted to the vehicle body side portion. The suspension cylinder may be a simple single-action cylinder or a shock absorber.
(3) The plurality of suspension cylinders include those arranged corresponding to the front wheel and the rear wheel of the vehicle, respectively, and the restraint portion is caused by longitudinal acceleration acting on the vehicle body side portion. The pitch suppression unit according to (2), further including a pitch suppression unit that suppresses the flow of the liquid in the liquid passage based on a relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion. Vehicle suspension system.
(4) The plurality of suspension cylinders include ones corresponding to the right wheel and the left wheel of the vehicle, respectively, and the restraint portion is caused by a lateral acceleration acting on the vehicle body side portion. A roll restraining portion that restrains the roll of the vehicle body side portion by restraining the flow of the liquid in the liquid passage based on the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion to be described in (2). Vehicle suspension system.
(5) A flow suppressing device in which the suppressing unit suppresses the flow of liquid in the liquid passage based on the vertical displacement between the vehicle body side portion and the wheel side portion caused by acceleration acting on the vehicle body side portion. The liquid passage based on the relative displacement between the vehicle body side portion and the wheel side portion not caused by the acceleration acting on the vehicle body side portion even during the flow suppression by the flow suppressing device. The vehicle suspension apparatus according to any one of (2) to (4), wherein the liquid flow includes a permissible flow permitting device.

(6) The allowable portion is
A pair of control cylinders that are spaced apart from each other and can be expanded and contracted in a direction intersecting with the separation direction, and each of the liquid chambers of the control cylinders includes one of the plurality of suspension cylinders and another of the suspension cylinders. Connected to each liquid chamber by the liquid passage;
When the volume of the liquid chamber of one control cylinder increases when the volume of the liquid chamber of one control cylinder increases, the liquid chamber of the other control cylinder is provided so as to be able to rotate at least about a rotation axis perpendicular to the separation direction and the expansion / contraction direction A lever body that cooperates so that the volume of the lever body decreases, and the lever ratio of the pair of control cylinders of the lever body is caused by the acceleration according to the acceleration that the restraining portion acts on the side of the vehicle body. The vehicle suspension device according to any one of (2) to (5), further including a lever ratio changing device that changes the direction in which the liquid flow in the liquid passage is suppressed.
The pair of suspension cylinders are indirectly connected to each other via a pair of control cylinders and a lever body by a liquid passage, and are linked to each other so that when one contracts, the other expands. As long as the lever body is allowed to rotate freely, the pair of suspension cylinders can freely expand and contract. On the other hand, when the acceleration acts on the vehicle body side and the vehicle body side is moved by the inertial force, the lever ratio change device changes the lever ratio of the lever body to the pair of control cylinders. Is done. The lever ratio is changed so that the arm for the control cylinder on the side connected to the suspension cylinder on the side where the load increases due to the inertial force due to acceleration is relatively shorter than the arm on the opposite side. Done. The lever body includes two arm portions extending from the pivot fulcrum, and a pair of control cylinders act on each of the two arm portions so as to rotate the lever bodies in directions opposite to each other. The arm portion on the side of the control cylinder connected to the suspension cylinder on the side where the load increases due to the inertial force caused by the acceleration is relatively shortened compared to the arm portion on the opposite side. Therefore, the force necessary for the control cylinder to rotate the lever body increases, the pressure in the control cylinder increases, and eventually the suspension cylinder on the side where the load increases due to the inertial force caused by the acceleration. It becomes difficult to operate and the movement of the side part of the vehicle body due to acceleration is suppressed. Moreover, even during the suppression, the lever body can freely rotate around the rotation fulcrum, so that the vertical movement applied to the wheel side due to the unevenness of the road surface is not hindered, and the wheel side Transmission of vibration from the vehicle to the side of the vehicle body is well blocked.
The pair of control cylinders may or may not be provided in parallel to each other. Further, the expansion and contraction directions when a certain posture change occurs may be the same or different. The control cylinder is an aspect of a reciprocating actuator.
(7) The lever ratio changing device includes an acceleration acquisition unit that acquires acceleration acting on the vehicle body side portion, and based on the acceleration acquired by the acceleration acquisition unit, the vehicle body side portion caused by the acceleration The vehicle suspension device according to item (6), wherein the lever ratio is changed so that movement is suppressed.
The acceleration acquisition unit may be an acceleration detection unit that detects and acquires the acceleration acting on the side part of the vehicle body, or may be an acceleration information reception unit that is acquired by receiving information on acceleration detected by another device. In any case, if the lever ratio changing device changes the lever ratio based on the acceleration acquired by the acceleration acquisition unit, the movement caused by the acceleration of the vehicle body side can be reliably suppressed.

(8) The lever body is supported on a rotation fulcrum so as to be rotatable about a rotation axis perpendicular to at least the expansion / contraction direction of the pair of control cylinders and the separation direction, and the lever ratio changing device includes The vehicle suspension apparatus according to (6) or (7), including a fulcrum moving device that changes a lever ratio of the lever body by moving a rotation fulcrum at least in the separation direction.
If the pivot fulcrum of the lever body is moved at least in the separating direction of the pair of control cylinders, the relative position between the point of action where the pair of control cylinders act on the lever body and the pivot fulcrum changes, and the lever ratio of the lever body Changes. Even if the rotation fulcrum is moved with respect to the lever body, the rotation fulcrum may be moved with respect to the control cylinder together with the lever body.
(9) An action point changing device that changes an action point of the pair of control cylinders to the lever body, and the lever ratio changing device includes the action point changing device. (6) or (7) Vehicle suspension system.
Even if the operating point of the pair of control cylinders on the lever body is changed, the lever ratio of the lever body can be changed without moving the rotation fulcrum.
(10) The action point changing device is
A movable member held by the lever body so as to be movable at least in the separation direction;
The vehicle suspension apparatus according to item (9), including a moving device that moves the movable member in at least the separation direction, wherein an action portion of the control cylinder to the lever body is coupled to the movable member.
When the movable member is moved by the moving device, the operating point of the control cylinder connected to the movable member with respect to the lever body changes. Although the control cylinder may be moved in parallel with the movement of the movable member, it is often possible to reduce the cost of the apparatus by rotating the control cylinder as in the next section.
(11) Each of the pair of control cylinders is connected to the movable member in the acting portion so as to be rotatable at least about an axis perpendicular to the extending / contracting direction and the separating direction of each control cylinder, and opposite to the acting portion. The vehicle suspension device according to item (10), wherein the supported portion on the side is connected to the stationary member so as to be rotatable at least about an axis perpendicular to the extending / contracting direction and the separating direction of each control cylinder.
When the pair of control cylinders are connected to the movable member and the stationary member so as to be rotatable around the axis, the control cylinders rotate in a plane parallel to the separating direction and the expansion / contraction direction of the pair of control cylinders. The operating point of the control cylinder on the lever body can move on a circle around the connection point of the control cylinder to the stationary member without the control cylinder expanding and contracting. For example, it is possible to move to an arbitrary position on a plane sandwiched between two circles having different radii. The control cylinder may be connected to the movable member and the stationary member so as to be rotatable in any direction around one point. In this case, the control cylinder does not expand or contract at the point of application of the control cylinder to the lever body. In this state, it can be moved to any position on one spherical surface, and can be moved to any position in the spherical shell having a thickness when the control cylinder is expanded and contracted. If the position of the operating point of the control cylinder with respect to the lever body changes, the lever ratio changes, but as the control cylinder and the lever body rotate, the relative angle of the control cylinder to the lever body changes, and the arm part of the lever body changes. Since the effective length changes, the lever ratio also changes accordingly.
(12) The vehicle suspension device according to any one of (6) to (8), wherein the pair of control cylinders are arranged in parallel with each other and the output member extends in the same direction.
The pair of control cylinders can be turned as described above, but can also be arranged so that the output members extend in the same direction in parallel to each other. If the control cylinder is provided with a piston and a piston rod, the housing is attached to the stationary member and the piston rod is often used as the output member. However, the piston rod is attached to the stationary member and the housing is used as the output member. It is also possible. For the purpose of changing the lever ratio of the lever body, it is possible to make at least one of the pair of control cylinders movable in a direction parallel to the separation direction, but the configuration can be simplified if both cannot be moved. .

(13) The plurality of suspension cylinders include four suspension cylinders provided corresponding to the front, rear, left, and right wheels of the vehicle, respectively, and one of the pair of control cylinders corresponds to the left front wheel and the left rear wheel. Two left control cylinders connected to two suspension cylinders, the other of the pair of control cylinders being two right control cylinders connected to two suspension cylinders corresponding to the right front wheel and the right rear wheel, The vehicle control suspension according to any one of (6) to (12), wherein the control cylinder for the left and the control cylinder for the right control the roll on the side of the vehicle body in cooperation with the lever body and the lever ratio changing device. apparatus.
The above-mentioned “two left control cylinders” and “two right control cylinders” may be ones in which individual single-acting cylinders are connected in series, and a stepped piston is used as will be described in detail later in the embodiment section. It may be provided and integrated. According to this aspect, in order to control the four suspension cylinders, one lever body and lever ratio changing device may be provided, and the configuration can be simplified. One set of lever bodies and lever ratio changing devices are provided for the left front wheel control cylinder and the right front wheel control cylinder, and another set of lever body and lever ratio control device is provided for the left rear wheel control cylinder and the right rear wheel control cylinder. Even if the lever body and the lever ratio changing device are provided, the same purpose can be achieved, but the configuration according to this aspect can be simplified. The above-mentioned “controlling the roll” means changing the degree of roll tolerance by controlling the lever ratio, and also includes preventing the roll.
In this vehicle suspension system, the pitch is blocked and the roll is controlled.
(14) The plurality of suspension cylinders include four suspension cylinders provided corresponding to the four wheels on the front, rear, left, and right of the vehicle, respectively, and one of the pair of control cylinders corresponds to the left front wheel and the right front wheel. Two rear control cylinders, each of two front control cylinders connected to one suspension cylinder, the other of the pair of control cylinders being connected to two suspension cylinders corresponding to the left rear wheel and the right rear wheel Each of the front control cylinder and the rear control cylinder controls the pitch of the side of the vehicle body in cooperation with the lever body and the lever ratio changing device. Any one of (6) to (13) The vehicle suspension apparatus described in 1.
About this aspect, the description of the previous term is applicable except the difference between a roll and a pitch.
In this vehicle suspension system, the roll is blocked and the pitch is controlled.
(15) The plurality of suspension cylinders include four suspension cylinders provided corresponding to the four wheels on the front, rear, left, and right of the vehicle, respectively, and the vehicle suspension device corresponds to the control cylinder corresponding to each suspension cylinder. The lever body is supported such that the central part is pivotable in all directions around one point, and the action parts of the four control cylinders are engaged with a part of the lever body that is separated from the one point. The four control cylinders corresponding to at least the left front wheel and the left rear wheel, the right front wheel and the right rear wheel, respectively, the left front wheel and the right front wheel, the left rear wheel and the right rear wheel, respectively. Four pairs of corresponding ones function as the pair of control cylinders, respectively, and the lever ratio changing device has at least two front controls corresponding to the left front wheel and the right front wheel of the four control cylinder pairs. Lever ratio between the cylinder and the two rear control cylinders corresponding to the left rear wheel and the right rear wheel, and the two left control cylinders corresponding to the left front wheel and the left rear wheel and the corresponding two of the right front wheel and the right rear wheel The vehicle suspension device according to any one of (6) to (12), including a portion that changes a lever ratio with respect to the right control cylinder.
According to this aspect, the pitch of the vehicle body is suppressed by changing the lever ratio between the two front control cylinders corresponding to the left front wheel and the right front wheel and the two rear control cylinders corresponding to the left rear wheel and the right rear wheel. The roll can be suppressed by changing the lever ratio between the two left control cylinders corresponding to the left front wheel and the left rear wheel and the two right control cylinders corresponding to the right front wheel and the right rear wheel. . If the lever ratio changing device changes the lever ratio for each of the four control cylinders individually, the distribution of the ground load of the four wheels can be arbitrarily changed.

(16) A plurality of suspension cylinders disposed between a wheel side portion and a vehicle body side portion of the vehicle and operating in accordance with a vertical displacement between the vehicle body side portion and the wheel side portion, and each of the suspension cylinders The vehicle suspension device according to any one of (1) to (15), further including a suspension spring disposed in series between the vehicle body side portion and the wheel side portion.
As described above, the suspension cylinder, the control cylinder and the lever body can also block the transmission of the vibration on the wheel side to the vehicle body side. However, if the suspension spring is provided in series with the suspension cylinder, the vibration body It becomes easy to cut off the transmission to the side parts, particularly the transmission of vibrations having a high frequency.
(17) The vehicle suspension device according to (16), wherein the suspension spring includes a torsion bar.
It is possible to employ another spring such as a coil spring as the suspension spring. However, if a torsion bar is employed, the total height of the suspension cylinder and the suspension spring can be reduced.
(18) Compensation for compensating at least a part of the elastic deformation of the suspension spring by operating the suspension cylinder in a direction that suppresses relative displacement between the vehicle body side portion and the wheel side portion based on the elastic deformation of the suspension spring. The vehicle suspension device according to (16) or (17), including the device.
If the suspension spring is provided in series with the suspension cylinder, it is possible to obtain an effect of easily interrupting transmission of the vibration of the wheel side portion to the vehicle body side portion as described above, but it acts on the vehicle body side member. The amount of movement of the vehicle body is increased by increasing or decreasing the elastic deformation of the suspension spring corresponding to the load change caused by the acceleration. If a compensating device is provided, this increase in the amount of movement can be suppressed. When the vehicle body side portion and the wheel side portion approach each other due to elastic deformation of the suspension spring, the suspension cylinder is extended, and when separated from each other, the suspension cylinder is contracted, and the vehicle body side portion and the wheel side portion are Therefore, the approach and separation are suppressed. If the approach and separation are prevented, movement of the vehicle body side member, such as pitch and roll, is completely prevented, but it is effective if the approach and separation distance is reduced.
(19) A plurality of the wheel side portions include a transmission device that transmits relative motion of at least one of the plurality of wheel side portions to the vehicle body side portion to at least one other wheel side portion, and the transmission device includes ,
A lever body supported so as to be rotatable around at least one axis by a pivot point;
A first transmission portion for transmitting at least one relative motion of the plurality of wheel side portions to a first input portion of the lever body;
A second transmission part for transmitting at least another relative movement of the plurality of wheel side parts to a second input part opposite to the first input part with respect to the rotation fulcrum of the lever body;
A lever ratio changing device that changes a lever ratio of the lever body with respect to the first input portion and the second input portion in accordance with an acceleration acting on the vehicle body, and the first transmission portion and the second transmission portion. And the lever body constitutes the permissible portion, and the first transmission portion, the second transmission portion, the lever body, and the lever ratio changing device constitute the suppression portion. .
If free rotation about the rotation fulcrum of the lever body is allowed, the relative movement of at least one wheel side with respect to the vehicle body side is transmitted to at least one other wheel side, thereby causing the at least one wheel side to move. It is well avoided that the raising and lowering of the wheel side portion is transmitted to the vehicle body side portion, and the riding comfort is improved. On the other hand, if the lever ratio of the lever body is changed by the lever ratio changing device according to the longitudinal acceleration or the lateral acceleration acting on the vehicle body side portion, the relative movement between the wheel side portion and the vehicle body side portion is suppressed. Riding pitch or roll is suppressed and ride comfort is improved. In addition, even during the suppression, the relative movement of the wheel side portion with respect to the vehicle body side portion that is not based on acceleration is permitted by the rotation of the lever body. Is done. The embodiment of this section also includes the embodiment of (21).
It can also be considered that the suspension cylinder, the control cylinder and the liquid passage connecting them in the above item (6) constitute the first and second transmission parts, respectively. In addition, the feature of item (7) is applicable to the vehicle suspension system of this item.
(20) In the item (19), at least one of the first transmission portion and the second transmission portion includes an elastic member that absorbs at least a part of relative movement of the wheel side portion with respect to the vehicle body side portion by elastic deformation. The vehicle suspension described.
If the transmission part includes an elastic member, the elastic member can absorb at least part of the relative movement of the wheel side part with respect to the vehicle body side part. In an extreme case, the elastic member can absorb all of the relative movement of the wheel side portion relative to the vehicle body side portion based on the horizontal acceleration of the vehicle body side portion, and the lever body can be prevented from rotating.
(21) The wheel side portion includes four front, rear, left, and right, and includes a transmission device that transmits relative motion of each of the four wheel side portions with respect to the vehicle body side portion to the other wheel side portion. ,
A lever body which is supported so as to be pivotable in any direction by a pivoting fulcrum
Four transmission parts for transmitting the relative movement of each of the four wheel side parts to the four input parts of the lever body;
A lever ratio changing device that changes a lever ratio of the lever body with respect to the four input parts according to a horizontal acceleration of the vehicle body side part, and the transmission part and the lever body constitute the permission part, The vehicle suspension device according to (1), wherein the transmission unit, the lever body, and the lever ratio changing device constitute the suppression unit.
The feature of item (7) is applicable to the vehicle suspension system of this item.
(22) The vehicle suspension device according to (21), wherein each of the transmission units includes an elastic member that absorbs at least a part of a relative motion of the wheel side portion with respect to the vehicle body side portion by elastic deformation.
(23) The vehicle suspension apparatus according to (20) or (22), wherein the elastic member is a torsion bar.
If the elastic member is a torsion bar, both the transmission member for transmitting motion and the elastic member can be played, and the configuration can be simplified. In addition, it is easy to reduce the vertical dimension of the elastic member as compared to the case where the coil spring is used as the elastic member.

(24) including two rotary actuators provided corresponding to the one suspension cylinder and the other suspension cylinder, respectively, operable by the hydraulic pressure of each of the suspension cylinders;
The flow control device suppresses the rotation of the two rotary actuators caused by the relative displacement in the vertical direction between the vehicle body side and the wheel side caused by the acceleration acting on the vehicle side. While suppressing the flow of the liquid, even during the suppression, the rotation of the two rotary actuators based on the relative displacement in the vertical direction between the vehicle body side and the wheel side that is not caused by the acceleration acting on the vehicle body side. A rotation control unit that allows the flow of liquid in the liquid passage by allowing, and a portion that suppresses rotation of the two rotary actuators of the rotation control unit cooperates with the two rotary actuators to The portion that allows rotation of the two rotary actuators even during suppression by the suppression unit is the two rotary rears. Cooperation with Chueta constituting the allowable unit (2) vehicle vehicle suspension system according to claim.
If the rotation of the two rotary actuators is suppressed, the flow of the liquid in the liquid passage is suppressed, and the operation of the two suspension cylinders is suppressed. If the rotation of the two rotary actuators is allowed, the flow of the liquid in the liquid passage is allowed and the operation of the two suspension cylinders is allowed. Based on the relative displacement in the vertical direction between the vehicle body side and the wheel side due to the acceleration, in the state where the rotation of the two rotary actuators is suppressed, if the vertical relative displacement not due to the acceleration occurs, In response, the rotary actuator is rotated to allow the flow of liquid in the liquid passage and the operation of the suspension cylinder.
The rotary actuator can be a hydraulic rotary actuator that is communicated with the hydraulic chamber of the suspension cylinder and can be operated by supplying liquid. The rotary actuator is provided in the middle of the liquid passage corresponding to each suspension cylinder.
In this manner, the suspension device can be reduced in size by using the rotary actuator.
(25) In the two rotary actuators, the direction of the rotational torque generated by the hydraulic pressure of the one suspension cylinder is opposite to the direction of the rotational torque generated by the hydraulic pressure of the other suspension cylinder. The vehicle suspension device according to item (24) connected to the vehicle.
(26) Item (24), wherein the two rotary actuators are connected in a state in which liquid flows out of the one suspension cylinder and liquid flows into the other suspension cylinder in accordance with their operation. The vehicle suspension apparatus as described in the item (25).
The two rotary actuators are connected so that the direction of the rotational torque due to the hydraulic pressure of one suspension cylinder is opposite to the direction of the rotational torque due to the hydraulic pressure of another suspension cylinder. Further, the two rotary actuators are connected in such a state that the liquid flows out from one suspension cylinder and the liquid flows into another suspension cylinder in these rotations. The two rotary actuators may be connected so as to be integrally rotatable or may be connected via a transmission. As one of them rotates, the other always rotates and the ratio of these rotational speeds is connected in a predetermined size.
(27) Rotation in which the rotation control unit controls the ease of rotation of at least one of the two rotary actuators based on the acceleration acting on the side of the vehicle body, thereby suppressing the rotation of the two rotary actuators. The vehicle suspension device according to any one of items (24) to (26), including a suppressing portion.
By controlling the ease of rotation of at least one of the two rotary actuators based on the acceleration acting on the side of the vehicle body, the relationship of the ease of rotation of the two rotary actuators is controlled, and the suspension cylinder caused by the acceleration is controlled. The rotation of the two rotary actuators due to the hydraulic pressure is suppressed.
The acceleration acting on the vehicle body side is detected by the acceleration acquisition unit as described above, and based on the acceleration, the relative displacement between the wheel side and the vehicle body side corresponding to the two suspension cylinders, the liquid in each suspension cylinder Pressure etc. are acquired. If the relationship of the ease of rotation of the two rotary actuators is controlled based on at least one of them, the rotation of the two rotary actuators can be suppressed.
For example, when it is acquired based on the acceleration applied to the vehicle body side that the hydraulic pressure of one suspension cylinder corresponding to one wheel is higher than the hydraulic pressure of another suspension cylinder corresponding to another wheel. The rotary actuator corresponding to one suspension cylinder is more difficult to rotate than the rotary actuator corresponding to another suspension cylinder. As a result, the rotation of the two rotary actuators can be suppressed even if the hydraulic pressures of the suspension cylinders applied to the two rotary actuators are different.
(28) In the two rotary actuators, the direction of the rotational torque generated by the hydraulic pressure of the one suspension cylinder is opposite to the direction of the rotational torque generated by the hydraulic pressure of the other suspension cylinder. The rotation control unit is connected to the rotation side of the vehicle body, and the rotation torque due to the hydraulic pressure of the suspension cylinder acting on the one rotary actuator based on the acceleration acting on the side of the vehicle body and the suspension acting on the other rotary actuator Any one of the items (24) to (27) includes a capacity control unit that controls the capacity of at least one of the two rotary actuators so that the rotational torque due to the hydraulic pressure of the cylinder has the same magnitude. Vehicle suspension device as described in one.
In the vehicle suspension device described in this section, at least one of the two rotary actuators has a variable capacity, and the capacity of the two rotary actuators is controlled by controlling the capacity of the at least one rotary actuator. The ratio is controlled.
In the case where the rotary actuator is provided in communication with the hydraulic chamber of the suspension cylinder, the rotary actuator has the same hydraulic pressure in the hydraulic chamber of the suspension cylinder as compared with the case where the capacity of the rotary actuator is small compared to the case where the rotary actuator is large. It becomes easy to rotate.
Therefore, if the ratio of the capacity is controlled based on the acceleration acting on the side part of the vehicle body, the two rotary actuators generate rotational torques in the opposite directions and the same magnitude, thereby suppressing these rotations. can do.
In this state, if a change in the load of the suspension cylinder that is not caused by acceleration occurs, for example, when the wheel rides on a protrusion on the road surface, the rotational torque is not balanced, and the rotation of the two rotary actuators is allowed, and the suspension cylinder operates. Is acceptable.
(29) The rotation control unit controls the load applying device that applies a load to at least one of the two rotary actuators, and the load applying device based on the acceleration acting on the side portion of the vehicle body. A vehicle suspension device according to item (27) or (28), further including a load control unit that controls a load applied to at least one of the two rotary actuators.
The load applying device can apply a load to at least one of the two rotary actuators, and may be applied to each of the two rotary actuators separately or to either one of them. The load applying device can change the magnitude of the load. The load may be continuously variable or stepwise variable. Furthermore, the load applying device can apply a load to the rotary actuator by a hydraulic pressure, or can apply a load by an electromagnetic force (including a driving force by an electric motor).
The load applied to at least one rotary actuator by the load applying device is controlled based on the acceleration acting on the side of the vehicle body, thereby controlling the ratio of the load applied to the two rotary actuators. Is suppressed.
In the vehicle suspension apparatus according to this aspect, the two rotary actuators have a rotational torque generated by the hydraulic pressure of the one suspension cylinder and a rotational torque generated by the hydraulic pressure of the other suspension cylinder. The rotation control unit is coupled so that the directions are opposite to each other, and (a) a load applying device that applies a load to at least one of the two rotary actuators, and (b) acts on the side of the vehicle body In order to cancel the difference between the rotational torque caused by the hydraulic pressure of the suspension cylinder acting on the one rotary actuator based on the acceleration and the rotational torque caused by the hydraulic pressure of the suspension cylinder acting on the other rotary actuator. A load control unit that controls a load applied to at least one of the two rotary actuators. It can be a thing.
(30) The vehicle suspension device according to (29), wherein the load applying device is a variable displacement load adjusting rotary actuator coupled to the rotary actuator.
The rotary actuator for load adjustment and the rotary actuator connected to the suspension cylinder (which can be referred to as a suspension rotary actuator) are coupled via a transmission even if they are coupled together so as to be rotatable integrally as described above. May be. For example, when the load adjusting rotary actuator is communicated with an accumulator, the hydraulic pressure of the accumulator is applied to the load adjusting rotary actuator, and the hydraulic pressure of the suspension cylinder is applied to the suspension rotary actuator. The two rotary actuators are connected in a state where the rotational torque due to the hydraulic pressure of the accumulator and the rotational torque due to the hydraulic pressure of the suspension cylinder act in opposite directions. In this state, if the capacity of the load adjusting rotary actuator is increased, the load adjusting rotary actuator becomes easy to rotate. However, the rotational torque to rotate the load adjusting rotary actuator becomes a load on the suspension rotary actuator. The suspension rotary actuator is difficult to rotate.
Therefore, when it is obtained that the hydraulic pressure of one suspension cylinder is higher than the hydraulic pressure of another suspension cylinder based on the acceleration acting on the side of the vehicle body, the load adjusting rotary corresponding to the one suspension cylinder is obtained. If the capacity of the actuator is made larger than the capacity of another load adjusting rotary actuator, the rotation of the two suspension rotary actuators can be suppressed.
Also, the accumulator pressure and the capacity of the load adjusting rotary actuator are the same as those for the suspension rotary actuator when the vehicle is in a steady state (when the load is in the standard state and the vehicle is running on a horizontal road surface or traveling straight at a constant speed). The magnitude can be determined such that the rotational torque generated by the hydraulic pressure of the cylinder and the rotational torque generated by the hydraulic pressure of the accumulator in the load adjusting rotary actuator are balanced.
It is not essential that the load adjusting rotary actuator is connected to the accumulator. The load adjusting rotary actuators connected to the plurality of suspension rotary actuators can be connected to each other by a liquid passage. The fluid pressure in the fluid passage is the same for all the load adjustment rotary actuators connected by the fluid passage, and has a magnitude corresponding to the sum of the loads applied to each wheel. By controlling the capacity, it is possible to realize a state in which the vehicle body side portion is maintained in a substantially horizontal posture and all the rotary actuators do not rotate in a steady state of the vehicle.
(31) The rotation control unit controls the transmission provided between the two rotary actuators and the transmission ratio of the transmission based on the acceleration acting on the vehicle body side portion, thereby The vehicle suspension apparatus according to item (27), further including a transmission ratio control unit that suppresses rotation of the rotary actuator.
The two rotary actuators are connected via a transmission in a state where they rotate in opposite directions due to the hydraulic pressure of the suspension cylinder. By controlling the transmission gear ratio, the rotation of the two rotary actuators can be suppressed even if the rotational torques of the two rotary actuators are different.
Although the transmission has a variable transmission ratio, it can be changed continuously (continuously) or can be changed stepwise.
For example, if it is obtained that the hydraulic pressure of one suspension cylinder is higher than the hydraulic pressure of another suspension cylinder based on the acceleration, the rotational speed of the rotary cylinder to which the hydraulic pressure of one suspension cylinder is applied is increased. If the control is performed such that the hydraulic pressure of another suspension cylinder is transmitted to the rotary cylinder to which the hydraulic pressure is applied, the rotation of the two rotary actuators can be suppressed. The gear ratio is determined based on the acceleration.
(32) The suspension cylinder is provided corresponding to four wheels on the front, rear, left and right of the vehicle, the rotary actuator is provided corresponding to each of the four suspension cylinders, and the vehicle suspension device includes: (a) Two rotary actuators corresponding to the suspension cylinder provided corresponding to the right front wheel and two rotary actuators corresponding to the suspension cylinder provided corresponding to the left front wheel are provided on the right side. A first rotary actuator group coupled in a state where the direction of the rotational torque generated by the hydraulic pressure of the two suspension cylinders and the direction of the rotational torque generated by the hydraulic pressure of the two left suspension cylinders are reversed; (b) Two rotary actuators corresponding to the suspension cylinder provided corresponding to the front left and right wheels, and the rear The two rotary actuators corresponding to the suspension cylinder provided corresponding to the right wheel are driven by the direction of the rotational torque generated by the hydraulic pressure of the two front suspension cylinders and the hydraulic pressure of the two rear suspension cylinders. The vehicle suspension device according to any one of items (24) to (31), including at least one of a second rotary actuator group connected in a state in which the direction of the generated rotational torque is reversed.
According to the first rotary actuator group, the roll can be controlled, and according to the second rotary actuator group, the pitch can be controlled. The first rotary actuator group can be referred to as a roll control device, and the second rotary actuator group can be referred to as a pitch control device.

(33) including a plurality of rotary actuators operable in accordance with the relative displacement in the vertical direction between the wheel side portion and the vehicle body side portion of the vehicle;
While the vehicle suspension device suppresses rotation of the plurality of rotary actuators based on relative displacement between the vehicle body side portion and the wheel side portion caused by acceleration acting on the vehicle body side portion, A rotation control unit that allows rotation of the plurality of rotary actuators based on relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion that is not caused by acceleration acting on the vehicle body side portion; A portion that suppresses the rotation of the plurality of rotary actuators constitutes the suppression portion in cooperation with the plurality of rotary actuators, and a portion that allows the rotation of the plurality of rotary actuators even during the suppression by the suppression portion. The vehicle suspension apparatus according to item (1), wherein the permission portion is configured in cooperation with a rotary actuator.
By suppressing the rotation of the rotary actuator, the relative movement in the vertical direction between the wheel side portion and the vehicle body side portion is suppressed, and by allowing the rotation of the rotary actuator, the relative movement in the vertical direction between them is suppressed. Movement is allowed. In the state where the rotation of the rotary actuator is suppressed based on the acceleration acting on the side of the vehicle body, for example, when a road surface input occurs, the rotation of the rotary actuator based on that is allowed, and the wheel side and the vehicle body side Relative movement is allowed.
The rotary actuator is operated in accordance with the relative displacement in the vertical direction between the wheel side portion and the vehicle body side portion. A suspension cylinder that can be operated in accordance with the relative displacement in the vertical direction is provided between the wheel side portion and the vehicle body side portion, and can be operated according to the operation of the suspension cylinder. In this case, a hydraulic rotary actuator communicated with the hydraulic chamber of the suspension cylinder and operable by the hydraulic pressure of the hydraulic chamber is provided, or provided in a state of being disconnected from the hydraulic chamber, the piston and the housing And a mechanical rotary actuator that can be operated in accordance with the relative movement in the vertical direction. Further, when the suspension cylinder is not provided, any one of the first member provided so as not to be relatively movable in the vertical direction on any one of the wheel side portion and the vehicle body side portion, and either the wheel side portion or the vehicle body side portion. Alternatively, a mechanical rotary actuator that can be operated in accordance with the relative movement in the vertical direction between the second member and the second member that cannot be relatively moved in the vertical direction can be provided. For example, a rack may be provided on one of the first member and the second member, and a pinion may be provided on the other so as to be relatively rotatable, and the first member and the second member may be operated as the pinion rotates. The rack and the pinion can also be provided on the piston rod and the housing of the suspension cylinder, respectively.
In any case, the rotary actuator has a vertical force applied between the wheel side portion and the vehicle body side portion, for example, when a suspension cylinder is provided, a force corresponding to the hydraulic pressure in the hydraulic chamber is provided. In this sense, the rotary actuator can be referred to as a suspension rotary actuator.
When the rotary actuator is operated in response to the operation of the suspension cylinder, the rotation of the rotary actuator is suppressed, so that the operation of the suspension cylinder is suppressed and the rotation of the rotary actuator is allowed. Cylinder operation is allowed.
The technical features described in any one of items (2) to (32) can be employed in the vehicle suspension device described in this item.
(34) The rotation control unit suppresses rotation of two rotary actuators of the plurality of rotary actuators, and includes a load applying device provided on at least one of the two rotary actuators (33) The vehicle suspension device according to item.
A load is applied to at least one of the two rotary actuators by the load applying device. By controlling the applied load, the ratio of the load applied to the two rotary actuators can be controlled. The load ratio can be controlled based on the acceleration.
The load applying device can be, for example, a load adjusting rotary actuator provided in connection with the above-described suspension rotary actuator.

(35) including a liquid passage that allows a liquid flow from one of the two rotary actuators to another one, and the rotation control unit suppresses the rotation of the two rotary actuators, thereby A suppression unit that suppresses the flow of liquid in the liquid passage, and in a state in which the flow is suppressed by the suppression unit, the rotation of the two rotary actuators based on the relative displacement in the vertical direction that is not caused by acceleration is permitted. The vehicle suspension device according to item (33) or (34), including a permitting portion that allows flow.
In a state where the rotation of the two rotary actuators is suppressed based on the acceleration applied to the side of the vehicle body, for example, even when there is a road input (even if a cause of relative displacement in the vertical direction not caused by acceleration occurs), 2 Since liquid can be exchanged between the two rotary actuators, the operation of the two rotary actuators based on the road surface input is allowed.
The fluid passage allows the hydraulic fluid to be exchanged between the two rotary actuators. For example, when the rotary actuator is provided in communication with the hydraulic chamber of the suspension cylinder, the two suspensions The hydraulic fluid can be exchanged between the cylinders substantially. One example is a case in which a rotary actuator is provided in the middle of a fluid passage that enables a flow of hydraulic fluid between one suspension cylinder and another suspension cylinder.

(36) The vehicle suspension device is a plurality of hydraulic cylinders provided between the wheel side portion and the vehicle body side portion, and the vehicle suspension device is vertically movable in any one of the wheel side portion and the vehicle body side portion. And a piston provided on the other side of the wheel side and the vehicle body side so as not to move relative to each other in a vertical direction and slidably fitted to the housing. The vehicle suspension apparatus according to (34) or (35), further including a plurality of suspension cylinders, wherein the rotary actuator is provided corresponding to each of the plurality of suspension cylinders.
In the vehicle suspension device described in this section, the rotary actuator is provided corresponding to a suspension cylinder provided between the wheel side portion and the vehicle body side portion.
(37) Each of the plurality of rotary actuators is engaged with a rack provided on a member that is not movable relative to one of the wheel side portion and the vehicle body side portion in the vertical direction, and the wheel side portion The vehicle suspension device according to any one of items (34) to (36), including a pinion provided on a member that is not relatively movable in the vertical direction on the other side of the vehicle body side portion so as to be relatively rotatable.
It is not essential to provide the rotary actuator corresponding to the suspension cylinder provided between the wheel side portion and the vehicle body side portion. In this case, it is desirable that the rack is provided on the wheel side member on a member that cannot move the image body in the vertical direction, and the pinion is provided on the vehicle body side member so as to be relatively rotatable on the member that cannot be relatively moved in the vertical direction.
With the relative movement in the vertical direction between the wheel side portion and the vehicle body side portion, the pinion is rotated and the rotary actuator is rotated.
When a suspension cylinder is provided between the wheel side portion and the vehicle body side portion, the rack can be provided on the piston rod and the pinion can be provided on the housing so as to be relatively rotatable. It is desirable that the housing be provided on the vehicle body side member so as not to be relatively movable in the vertical direction, and the piston and the piston rod be provided on the wheel side member so as not to be relatively movable in the vertical direction.
(38) A load adjusting rotary actuator connected to each of the two rotary actuators, and a liquid passage allowing a liquid flow from one of the two load adjusting rotary actuators to the other (36) The vehicle suspension apparatus according to item (37).
In the state where the rotation of the two rotary actuators is suppressed based on the acceleration, if there is a cause of the relative displacement in the vertical direction not caused by the acceleration, the hydraulic fluid can be exchanged between the two load adjusting rotary actuators. Therefore, the operation of the suspension cylinder is allowed.
In this way, when both a suspension rotary actuator and a load adjustment rotary actuator are provided for one suspension cylinder, liquid can flow between the two suspension rotary actuators for two suspension cylinders. A liquid passage (for example, FIG. 34 of [Example]) and a liquid passage (for example, FIGS. 34 and 40 of [Example]) that allow a liquid to flow between the two load adjusting rotary actuators. There is provided at least one of a fluid passage (eg, FIG. 34 in the [Embodiment]) that allows fluid flow between the two suspension cylinders. These liquid passages allow rotation of the rotary actuator not caused by acceleration in a state where the rotation of the rotary actuator based on acceleration is suppressed.

(39) The wheel side member includes an arm portion connected to a vehicle body side portion of the vehicle so as to be swingable in a vertical direction, and the plurality of suspension cylinders include a vehicle body side portion of the vehicle and each of the arm portions. The flow control device operates as follows: (a) at least one of the two suspension cylinders connected by a liquid passage among the plurality of suspension cylinders is connected to the wheel side portion. In the state where the effective length of the arm portion of the held portion is changed, the holding portion on the wheel side portion side of at least one of the suspension cylinders. A holding device for holding relative movement; (b) a held portion moving device for moving the held portion held by the holding device; and (c) the held portion moving device acting on the side portion of the vehicle body. Control based on acceleration More, the vehicle suspension system according to item (2) comprising an arm ratio control unit for controlling the arm ratio is the length ratio of the arm portions of the two suspension cylinders.
If the effective length of the arm part (distance from the attachment part of the arm part to the vehicle body side to the line of force applied to the wheel side part by the suspension cylinder) is long, the wheel side part and the vehicle body side part are shorter than the short case. When the force applied between the two is the same, the relative displacement between them becomes small. When the support force by the suspension cylinder is the same, if the effective length of the arm part is long, the relative displacement can be suppressed as compared to when it is short. The supporting force of the suspension cylinder for suppressing it is small.
Therefore, if the effective length of the arm portion with the larger force applied between the wheel side portion and the vehicle body side portion is made longer than the effective length of the arm portion with the smaller force applied therebetween, the wheel side It is possible to make it difficult for relative displacement between the portion and the vehicle body side portion to occur, and to suppress the operation of the suspension cylinder based on the acceleration.
In this case, since the hydraulic fluid can be exchanged between the two suspension cylinders via the fluid passage, the vertical direction not caused by the acceleration in a state where the vertical displacement caused by the acceleration is suppressed. The suspension cylinder is allowed to operate with relative displacement.
In the vehicle suspension device described in this section, the allowance portion is configured by the two suspension cylinders and the liquid passage, and the suppression portion is configured by the two suspension cylinders and the arm ratio control unit.

(40) A vehicle suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle,
At least one rotary actuator operable with relative displacement in the vertical direction between the wheel side portion and the vehicle body side portion;
A vehicle suspension device comprising: a posture control device that controls at least one of a plurality of types of posture changes of the vehicle by controlling at least one rotational state of the at least one rotary actuator; .
The rotary actuator can be provided in at least one of the front, rear, left and right positions of the vehicle body side portion (for example, corresponding to at least one of the front, rear, left and right wheels). One or more rotary actuators may be provided at each position, or one or more rotary actuators may be provided at two or more positions (for example, one rotary actuator is provided corresponding to one wheel). May be provided, and one or more may be provided corresponding to two or more wheels).
When a suspension cylinder is provided between the wheel side portion and the vehicle body side portion, the suspension cylinder may be provided in a one-to-one relationship or a many-to-one relationship. It may be provided in a many-to-many relationship. For example, the rotary actuator can be provided between two suspension cylinders, for example, corresponding to a plurality of suspension cylinders. A plurality of rotary actuators can be provided for one suspension cylinder.
By controlling the rotation state of the rotary actuator, the state of relative movement in the vertical direction between the wheel side portion and the vehicle body side portion is controlled. Therefore, if the rotational state of the rotary actuator is controlled, at least one of a plurality of types of posture changes of the vehicle can be controlled.
The technical features described in any one of items (1) to (39) can be adopted for the vehicle suspension device described in this item.
(41) By operating the vehicle height adjusting rotary actuator coupled to the at least one rotary actuator and the at least one vehicle height adjusting rotary actuator, the distance between the wheel side portion and the vehicle body side portion is increased. The vehicle suspension apparatus according to item (40), including an actuator control unit to be adjusted.
(42) The vehicle height adjusting rotary actuator is connected to an accumulator, and its capacity is variable, and the actuator control unit controls the capacity of the vehicle height adjusting rotary actuator by controlling the capacity of the vehicle height adjusting rotary actuator. The vehicle suspension apparatus according to (41), further including a capacity control unit that adjusts a distance between the wheel side portion and the vehicle body side portion.
For example, the vehicle height adjusting rotary actuator and the suspension rotary actuator are such that when the vehicle height adjusting rotary actuator is rotated by the hydraulic pressure of the accumulator, the suspension rotary cylinder is located between the wheel side portion and the vehicle body side portion. They are connected in a state where they are actuated to increase the relative distance.
When the capacity of the vehicle height adjusting rotary actuator is large, the vehicle height adjusting rotary actuator is more easily operated by the hydraulic pressure of the accumulator than when the capacity is small.
Further, if the capacity of the vehicle height adjusting rotary actuator for all the front, rear, left and right wheels is similarly controlled, the vehicle height can be adjusted in the entire vehicle.
(43) Load control in which the rotary actuator is provided in front, rear, left, and right positions of the side portion of the vehicle body, and the vehicle suspension is connected to the rotary actuator provided in the front, rear, left, and right, respectively. By making the capacity of the rotary actuator for one set and the load control rotary actuator of one set at diagonal positions relative to the capacity of the other set of load control rotary actuators, (40) to (42), including a load control device including a capacity control unit that makes the load applied to the wheel corresponding to the actuator larger than the load applied to the wheel corresponding to the other set of load control rotary actuators. The vehicle suspension device according to any one of the above.
The load control rotary actuator is, for example, the same as the vehicle height adjusting rotary actuator, and can be connected to the suspension rotary actuator in the same state. Increasing the capacity of the load control rotary actuator makes it difficult for the rotary actuator that is actuated due to the vertical force applied between the wheel side and the vehicle body side to rotate, increasing the load. it can.
The vehicle height adjusting rotary actuator and the load control rotary actuator can be the same.

(44) The vehicle suspension device is provided between the wheel side portion at each of the front, rear, left, and right positions of the vehicle body side portion, and accompanying the relative displacement in the vertical direction between the wheel side portion and the vehicle body side portion. Including four suspension cylinders to be operated, wherein the rotary actuators are respectively provided between the suspension cylinders of the left and right front wheels and between the suspension cylinders of the left and right rear wheels, and the vehicle suspension system includes the two rotary actuators. (40) to (40) including a load control device including a drive shaft to be coupled, a rotational torque applying device, and a clutch that can be switched between a state in which the rotational torque applying device and the drive shaft are connected and a state in which the drive shaft is disconnected. 43. The vehicle suspension device according to any one of items 43).
Two rotary actuators move from the left rear wheel suspension cylinder to the left rear wheel suspension cylinder on the rear wheel side when liquid flows from the left front wheel suspension cylinder to the right front wheel suspension cylinder on the front wheel side. Connected in a flowing state. When the drive shaft and the rotational torque applying device are disconnected, the rotary actuator on the front wheel side is the higher of the hydraulic pressure of the suspension cylinder of the right front wheel and the suspension cylinder of the left front wheel. The rotary actuator on the rear wheel side is rotated by the higher hydraulic pressure of the hydraulic pressure of the suspension cylinder of the right rear wheel and the hydraulic pressure of the suspension cylinder of the left rear wheel. In this case, when the hydraulic pressure of the left front wheel suspension cylinder and the right rear wheel suspension cylinder are higher, the two rotary actuators are respectively directed from the left front wheel suspension cylinder to the right front wheel suspension cylinder. The liquid flows and is rotated while flowing from the right rear wheel suspension cylinder toward the left rear wheel suspension cylinder. Thereby, articulation is allowed.
A drive shaft and a rotational torque applying device are connected, and the rotational torque applying device allows rotation in a direction in which liquid flows from the left front wheel and right rear wheel suspension cylinder of the rotary actuator to the right front wheel and left rear wheel suspension cylinder. When a rotational torque in the opposite direction (rotational torque that suppresses rotation) is applied, the two rotary actuators change from the left front wheel and right rear wheel suspension cylinders to the right front wheel and left rear wheel suspension cylinders. Rotation in the direction in which the liquid flows is difficult, but conversely, rotation in the direction in which the liquid flows from the suspension cylinder on the right front wheel and the left rear wheel toward the suspension cylinder on the left front wheel and the right rear wheel is facilitated. Thereby, the loads on the left front wheel and the right rear wheel can be made larger than the loads on the right front wheel and the left rear wheel.

(45) The vehicle suspension device is provided between the vehicle body side portion and the wheel side portion at each of the front, rear, left and right positions of the vehicle body side portion, and operates in accordance with the vertical displacement between the vehicle body side portion and the wheel side portion. Including four suspension cylinders, wherein the rotary actuators are provided between the suspension cylinders of the left and right front wheels and between the suspension cylinders of the left and right rear wheels, respectively, and the vehicle suspension device has a rotational torque of the two rotary actuators. The vehicle suspension device according to any one of items (40) to (44), including a roll stiffness distribution control device that controls the roll stiffness distribution by controlling the ratio of.
On the front wheel side and the rear wheel side, the roll rigidity is greater when the rotational torque of the rotary actuator is greater than when it is smaller. When the roll rigidity is greater on the front wheel side, the roll rigidity distribution is more than that of the front wheel, and tends to understeer. When the roll rigidity is larger on the rear wheel side, the roll rigidity distribution is more than that of the rear wheel, which tends to oversteer.
(46) The vehicle suspension device according to (45), wherein the roll stiffness distribution control device controls the rotational torque ratio based on a deviation between a target turning state and an actual turning state.
When the rotational torque ratio is large, the understeer tendency and the oversteer tendency are larger than when the rotational torque ratio is small, and the target turning state can be quickly approached.
(47) A gear ratio for controlling the rotational torque ratio of the two rotary actuators by controlling the transmission ratio between the two rotary actuators and a transmission provided between the two rotary actuators. The vehicle suspension apparatus according to (45) or (46), including a control unit.
In a transmission, in a state where the rotational speed of one rotary actuator is increased and transmitted to the other rotary actuator, the rotational torque of one rotary actuator is larger than that of the other rotary actuator. Further, the relationship of the rotational torque between the two rotary actuators can be controlled by controlling the transmission gear ratio.
(48) The vehicle suspension device is provided between the vehicle body side portion and the wheel side portion at each of the front, rear, left and right positions of the vehicle body side portion, and operates in accordance with the vertical displacement between the vehicle body side portion and the wheel side portion. The rotary actuators are provided between the left and right front wheel suspension cylinders and between the right and left front wheel suspension cylinders, respectively, and the vehicle suspension system rotates the two rotary actuators. The vehicle suspension device according to any one of (40) to (47), including a pitch stiffness distribution control device that controls pitch stiffness distribution by controlling a torque ratio.
On the right side and the left side, the greater the rotational torque of the rotary actuator, the greater the pitch stiffness than the smaller. Thereby, the pitch stiffness is from the right side or from the left side.
For example, when braking is performed while driving on a crossing road (during anti-lock control), it is possible to suppress a decrease in the ground load by increasing the pitch rigidity on the low μ side and increase the braking force that can be output.
As in the case of the roll stiffness distribution control device, the pitch stiffness distribution control device can include a transmission and a gear ratio control unit provided between the two rotary actuators.
(49) The vehicle suspension device according to (48), wherein the pitch stiffness distribution control device includes a torque ratio control unit that controls the rotational torque ratio based on a left-right difference in a friction coefficient of a road surface during braking.
The rotational torque ratio can be determined based on the magnitude of the difference between the left and right road surface μ, the magnitude of the slip state of the wheels, and the like.

(50) A vehicle suspension device provided between a vehicle body side portion and a wheel side portion having at least one arm portion connected to the vehicle body side portion so as to be swingable in a vertical direction,
At least one suspension cylinder that operates in accordance with a relative displacement in a vertical direction between a vehicle body side portion of the vehicle and each of at least one arm portion;
An apparatus for holding each of the at least one suspension cylinder between the wheel side portion and the vehicle body side portion, wherein the to-be-held portion on the wheel side portion of each of the at least one suspension cylinder A holding device that holds the arm portion of the holding portion so as to be relatively movable in a state accompanied by a change in the effective length of the arm portion, and a held portion moving device that moves the held portion held by the holding device, A vehicle suspension device comprising: an arm length control device for controlling an effective length of the arm portion in at least one suspension cylinder.
The vehicle suspension device of this section is obtained as a problem to enable control of a change in posture or a posture of a vehicle by controlling an effective length of an arm portion.
By controlling the effective length of the arm, it is possible to control the ease of relative displacement between the vehicle body side portion and the wheel side portion when the same force is applied.
The technical features described in any one of items (1) to (49) can be adopted for the vehicle suspension device described in this item.
(51) A plurality of the suspension cylinders are provided, and the arm length control device determines the effective arm length of one of the plurality of suspension cylinders and the effectiveness of another suspension cylinder based on the acceleration acting on the side portion of the vehicle body. The vehicle suspension apparatus according to (50), further including an arm ratio control unit that controls an arm ratio that is a ratio to the arm length.
The roll can be controlled and the pitch can be controlled by controlling the arm ratio. When four suspension cylinders are provided on the front, rear, left and right, the length of the arm of the suspension cylinder corresponding to one set of wheels in the diagonal position is set to the length of the arm corresponding to the other set of wheels. By making it larger than this, the load of one set of wheels can be made larger than the load of the other set of wheels.
(52) The vehicle suspension apparatus according to (50) or (51), wherein a liquid passage that allows a liquid flow from one of the plurality of suspension cylinders to another one is provided.
When an accumulator is connected to the liquid passage, the vehicle height of the entire vehicle body can be increased by increasing the lengths of the arms of the plurality of suspension cylinders.

(53) A vehicle suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle,
A plurality of suspension cylinders that are provided between the wheel side portion and the vehicle body side portion of the vehicle and that operate in accordance with the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion;
A liquid passage allowing liquid flow from one of the plurality of suspension cylinders to another;
A pair of reciprocating actuators provided in the middle of the liquid passage; (a) spaced apart from each other and capable of extending and contracting in a direction intersecting the separating direction; One of a plurality of suspension cylinders and another one connected to each other by a liquid passage; and (b) provided so as to be rotatable about a rotation axis perpendicular to at least the separation direction and the expansion / contraction direction. A lever body that cooperates with the pair of reciprocating actuators so that the volume of the liquid chamber of the other reciprocating actuator decreases when the volume of the liquid chamber of the one reciprocating actuator increases, and (c) the lever body The lever ratio of the pair of control cylinders is controlled according to the acceleration acting on the side of the vehicle body, and the flow of liquid in the liquid passage caused by the acceleration is suppressed. Vehicle suspension system which comprises a posture change control device including a lever ratio changing unit for changing the direction of.
The reciprocating actuator can be, for example, a hydraulic cylinder.
The technical features described in any one of the items (1) to (52) can be adopted for the vehicle suspension device described in this item.

  Several embodiments of the claimable invention will now be described in detail with reference to the drawings. In addition to the following examples, the claimable invention should be implemented in various modes including various modifications based on the knowledge of those skilled in the art, including the mode described in the above [Mode of Invention]. Can do.

  FIG. 1 shows a vehicle suspension as an embodiment of the claimable invention. Reference numerals 10, 12, 14, and 16 are suspension cylinders provided corresponding to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively. The suspension cylinder 10 or the like is provided between a vehicle body side portion mainly composed of a vehicle body and a wheel side portion mainly composed of a wheel and a wheel support member, and allows the relative movement in the vertical direction of both portions while allowing the wheel side portion To support the side of the car body. The suspension cylinder 10 or the like includes a housing 18, a piston 20, and a piston rod 22, and the housing 18 is connected to the wheel side and the piston rod 22 is connected to the vehicle body side. In the illustrated example, the fluid chambers on both sides of the piston 20 are not sealed, and function as a single-acting hydraulic cylinder having a single fluid chamber 24. It is also possible to provide a communication passage having a throttle in the piston 20 and connect an accumulator that stores hydraulic fluid under pressure so that the suspension cylinder 10 and the like function as a shock absorber. .

The suspension cylinder 10 and the like are connected to a roll control device 30, a pitch control device 32, an articulation control device 34, and a heave control device 36. The roll control device 30 includes two control cylinders 40 and 42. Each control cylinder 40, 42 includes a stepped piston 48 having a large diameter portion 44 and a small diameter portion 46, and a housing 50 in which it is fitted in a liquid-tight and slidable manner. The two liquid chambers 52 and 54 are formed by the housing 50. The control cylinders 40 and 42 are arranged in a state where they are spaced apart from each other by a predetermined distance in parallel with each other, and piston rods 56 as output members extend in the same direction. In the figure, the housings 50 of these two control cylinders 40 and 42 are shown as an integral unit, but it is of course possible to manufacture them separately and arrange them in a fixed relative position.
Articulation is the vertical direction between the wheel side part and the vehicle body side part in the two sets to which two wheels at diagonal positions belong to each other, the wheel belonging to one set and the wheel belonging to the other set. This means relative movement in the opposite direction.

  The piston rods 56 of the control cylinders 40 and 42 are engaged with the lever body so that at least a pressing force can be transmitted. In the illustrated example, the lever body is constituted by an integral lever 60 that can rotate around the axis of the support shaft 62, and both piston rods 56 are opposite to each other from the supported portions supported by the support shaft 62 of the lever 60. The two arm portions 64 and 66 extending in the direction are in contact with each other. Although not shown in the drawing, a roller is attached to the tip portion which is the engaging portion of the piston rod 56 to reduce friction. The lever 60 is supported by the movable member 70 via the support shaft 62. The movable member 70 is supported by a guide 72 extending parallel to the separating direction of the control cylinders 40 and 42 so as to be linearly movable. The movable member 70 includes a ball nut (not shown), and the ball nut is screwed into the ball screw 74. The ball screw 74 is provided in parallel to the guide 72 and immovable in the axial direction, and is rotated by an actuator 76 to move the movable member 40, the support shaft 62, and the lever 60 of the control cylinders 40, 42. Move in a direction parallel to the separation direction. As a result, the distance in the direction parallel to the separating direction of the control cylinders 40 and 42 between the operating point of the control cylinders 40 and 42 with respect to the lever 60 of the piston rod 56 and the axis of the support shaft 62 that is the pivotal support point of the lever 60 is obtained. As a result, the lever ratio of the lever 60 to the control cylinders 40 and 42 changes. In this embodiment, the actuator 76 is constituted by a servo motor, but it may be any rotational drive source that can arbitrarily control the rotation angle.

  Although the roll control 30 has been described above, the configuration of the pitch control device 32 is the same. Accordingly, the constituent elements corresponding to the constituent elements of the roll control 30 are denoted by the same reference numerals and are not described. However, the liquid chambers 24 of the suspension cylinders 10 and 14 corresponding to the left front wheel and the left rear wheel are connected to the two liquid chambers 52 and 54 of the control cylinder 40 of the roll control device 30 by liquid passages 80 and 82, respectively. In contrast, the liquid chambers 24 of the suspension cylinders 10 and 12 corresponding to the right front wheel and the left front wheel are connected to the two liquid chambers 52 and 54 of the control cylinder 40 of the pitch control device 32 by liquid passages 80 and 84, respectively. Is different in that it is. The suspension cylinder connected to the control cylinder 42 of the pitch control device 32 is also different from the suspension cylinder connected to the control cylinder 42 of the roll control device 30. The actuator 88 is the same as the actuator 76, but different reference numerals are used for convenience of explanation.

  The articulation control device 34 includes control cylinders 90 and 92. The control cylinder 90 is configured such that liquid chambers 98 and 100 are formed on both sides of the piston 96 by fitting the piston 96 in a housing 94 so as to be fluid-tight and slidable. One of the piston rods 102 extending from the piston 96 to both sides is engaged with a lever 104 as a lever body. The control cylinder 92 has the same configuration, and the same reference numerals as those in the control cylinder 90 are used to indicate the correspondence between the components, and the description thereof is omitted. The two liquid chambers 98 and 100 of the control cylinder 90 are connected to the liquid chambers 24 of the suspension cylinders 10 and 12 corresponding to the left front wheel and the right front wheel, respectively. The two liquid chambers 98 and 100 of the control cylinder 92 are respectively left It connects with the liquid chamber 24 of the suspension cylinders 14 and 16 corresponding to a rear wheel and a right rear wheel.

  The lever 104 is rotatably supported by the movable member 112 via the support shaft 110, and includes an arm portion 114 extending in the opposite direction. Each arm part 114 is formed with a long hole 116 as an engaging part long in the longitudinal direction, and the piston rod 102 of each control cylinder 90, 92 is engaged with the long hole 116. Each piston rod 102 is engaged with each arm portion 114 so as to be relatively movable in the longitudinal direction and to transmit both the pushing force and the pulling force of the piston rod 102. Although illustration is omitted, a roller is provided at an engagement portion of each piston rod 102 with each elongated hole 116 to reduce friction. The configuration of the device for moving the movable member 112 is the same as that in the roll control device 30, and includes a guide 120, a ball screw 122, an actuator 124, and the like.

  The heave control device 36 includes control cylinders 130 and 132. The configuration of the control cylinders 130 and 132 is similar to that of the roll control device 30, and includes a housing 134, a stepped piston 136, liquid chambers 138 and 140, and the like. However, the two stepped pistons 136 are coupled to each other instead of being engaged with the lever so as to move integrally, and the liquid chamber 142 and the accumulator 144 connected thereto are provided. Is different. The liquid chambers 138 and 140 of the control cylinder 130 are connected to the liquid chambers 24 of the suspension cylinders 10 and 12 corresponding to the right front wheel and the left front wheel, respectively. It connects with the liquid chamber 24 of the suspension cylinders 14 and 16 corresponding to a wheel and a left rear wheel.

  The actuators 76 and 88 of the roll control device 30 and the pitch control device 32 are controlled by the controllers 160 and 162 of FIGS. 2 and 3, respectively. FIGS. 2 and 3 are block diagrams showing systems related to the pitch and roll of a vehicle equipped with the present suspension device. A lateral acceleration sensor 164 and a longitudinal acceleration sensor 166 are connected to the controller 160 and the controller 162, respectively. The lateral acceleration and the longitudinal acceleration detected by the sensors 164 and 166 are input to the controllers 160 and 162, respectively. Further, a roll angle detection device 168 is connected to the controller 160, and a pitch angle detection device 170 is connected to the controller 162, and the roll angle and pitch angle detected by these detection devices 168 and 170 are their target values. The deviation from is also input to the controllers 160 and 162. As the roll angle detection device 168 and the pitch angle detection device 170, for example, a roll rate sensor and a pitch rate sensor are provided, and a roll angle and a pitch angle are acquired by integrating the roll rate and the pitch rate detected by these sensors. Calculating the roll angle and pitch angle based on the output of four vehicle height sensors that detect the vehicle height of the part corresponding to the front and rear, left and right wheels, that is, the vertical distance between the wheel side and the vehicle body side Can be adopted.

  The pitch control device 32 is configured based on the following technical idea. First, as shown in FIG. 4, the wheel side portion 180 and the vehicle body side portion 182 are integrally configured, and the vehicle body side portion 182 is rotatable around the single fulcrum 184 in any direction in the wheel side. Consider a model supported by part 180. Since the fulcrum 184 is located directly below the center of gravity 186, the vehicle body side portion 182 does not rotate. It is assumed that the front wheel 192 rides on the projection 194 on the road surface as shown in FIG. 5 while the vehicle model 190 is traveling. In this case, the front wheel 192 rises, but the rear wheel 196 does not rise. Further, since the wheel side portion 180 and the vehicle body side portion 182 are relatively rotatable around the fulcrum 184, only the wheel side portion 180 rotates around the fulcrum 184, and the vehicle body side portion 182 does not rotate.

  On the other hand, when the brakes of the front wheels 192 and the rear wheels 196 are applied and the braking force 198 is generated as shown in FIG. A positive pitch moment represented by the product of the distance from the fulcrum to the center of gravity 186 and the inertial force 200 acts on the portion 182. In order to prevent the pitch of the vehicle body side portion 182 due to this positive pitch moment, as shown in FIG. 7, the fulcrum 184 is moved to the front wheel 192 side, and a negative pitch moment based on the gravity 202 of the vehicle body side portion 182 is generated. Then, it may be balanced with the positive pitch moment.

  However, since it is difficult to configure an actual vehicle as described above, a vehicle model 210 is assumed as shown in FIG. 8, and a portion to be supported by the suspension cylinders 212 and 214 of the vehicle model 210 is assumed. The control cylinders 216 and 218 are provided in parallel with each other and the piston rods 220 and 222 extend in the same direction, and the corresponding cylinders are connected by liquid passages 224 and 226, respectively. Then, when the piston rods 220 and 222 of the control cylinders 216 and 218 are engaged with the lever 228 and the rotation fulcrum 230 of the lever 228 is moved in the direction in which the control cylinders 216 and 218 are aligned, the suspension cylinders 212 and 214 On the other hand, this is equivalent to moving the fulcrum 184 of the relative rotation between the wheel side portion 180 and the vehicle body side portion 182 shown in FIG.

  The pitch control device 32 shown in FIG. 1 is configured based on the above idea. The control cylinders 40 and 42 correspond to the control cylinders 216 and 218, and the liquid passages 80 and 84 correspond to the liquid passages 224 and 226, respectively. . At the time of vehicle acceleration, the inertial force is the same except that it acts in the direction toward the rear of the vehicle, and the pitch control device 32 is also effective in this case. Further, the roll control device 30 is configured in the same manner with respect to the lateral acceleration acting when the vehicle turns, and this roll control device 30 is effective when turning right or turning left.

  Next, the operation will be described. As shown in FIG. 9, when the left and right front wheels 250 and 252 ride on the stepped portion 260 on the road surface while the vehicle is running, the suspension cylinders 10 and 12 tend to contract. In order for the suspension cylinders 10 and 12 to contract, it is necessary that the hydraulic fluid discharged from them be accommodated in the control cylinder 40. On the other hand, when the left and right front wheels 250 and 252 ride on the stepped portion 260 on the road surface, the actuator 88 is not actuated and the support shaft 62 is kept stationary, so that the lever 60 freely rotates. The control cylinder 40 can be extended and the control cylinder 42 can be contracted, and the hydraulic fluid can be allowed to flow from the suspension cylinders 10 and 12 to the control cylinder 40. On the other hand, the suspension cylinders 14 and 16 are extended by the contraction of the control cylinder 42. As a result of the action of the pitch control device 32, the suspension cylinders 10 and 12 are allowed to contract, thereby suppressing the rise of the vehicle body 262 and improving the riding comfort. When the left and right front wheels 250, 252 descend from the stepped portion 260 and when the left and right rear wheels 256, 258 ride on the stepped portion 260, the operation direction of the pitch control device 32 is reversed. Ascent or descent is reduced and ride comfort is improved. When the left and right rear wheels 256, 258 descend from the stepped portion 260, the pitch control device 32 operates in the same direction as when the left and right front wheels 250, 252 ride on the stepped portion 260, thereby improving the riding comfort.

  When only one wheel, for example, the left front wheel 10 rides on the protrusion on the road surface, the suspension cylinder 10 contracts, and the hydraulic fluid discharged from the suspension cylinder 10 is a liquid chamber 98 of the control cylinder 90 of the articulation control 34. Flow into. Thereby, the piston 96 moves to the liquid chamber 100 side, and the hydraulic fluid discharged from the liquid chamber 100 flows into the suspension cylinder 12 of the right front wheel 252. Further, the lever 104 rotates with the movement of the piston 96, and the piston 96 of the control cylinder 92 moves to the liquid chamber 98 side. As a result, the suspension cylinder 14 of the left rear wheel 256 extends and the suspension cylinder 16 of the right rear wheel 258 contracts. At this time, since the support shaft 110 is kept stationary and the lever 104 is allowed to rotate freely, the suspension cylinders 10, 12, 14, and 16 are allowed to freely contract and extend, and the vehicle body 262 is shaken. Is satisfactorily suppressed.

  Further, heaves in which the front wheels 250, 252 and rear wheels 256, 258 and the vehicle body 262 approach and separate all at once are permitted by the heave control device 36, and the ride comfort is improved.

  At the time of the above operation, the control devices 30, 32, 34, and 36 allow the hydraulic fluids of the plurality of suspension cylinders 10, 12, 14, and 16 to freely flow out and flow in to improve the riding comfort. When the longitudinal acceleration or the lateral acceleration acts on the H.262, the inclination of the vehicle body 262 is suppressed by suppressing the outflow and inflow of the hydraulic fluid from the plurality of suspension cylinders 10, 12, 14, 16. Improve riding comfort.

  For example, as shown in FIG. 10, when a braking force is generated on the wheels 250, 252, 256, 258 and a forward inertial force 272 acts on the vehicle body 262, the longitudinal acceleration (this In this case, a deceleration in the vehicle forward direction) is detected, an inertial force 272 is calculated based on the detected acceleration, and the actuator 88 is controlled. Due to the inertial force 272, the vehicle body 262 tends to have a pitch where the front part is lowered and the rear part is raised. If the free outflow of the hydraulic fluid from the suspension cylinders 10 and 12 and the free inflow of the hydraulic fluid into the suspension cylinders 14 and 16 are allowed, the pitch is actually generated. The feed-forward control of the actuator 88 causes the support shaft 62 to move to a position that causes the control cylinders 90 and 92 to generate a hydraulic pressure difference that generates a pitch prevention moment that exactly matches the pitch moment based on the calculated inertial force 272. Generation of pitch is prevented. In addition, the pitch angle is detected by the pitch angle detection device 170 shown in FIG. 3, and the actuator 160 is feedback-controlled by the controller 160 so that the difference between the detected pitch angle and the target pitch angle becomes small. In this embodiment, the pitch angle is acquired by integrating the pitch rate detected by the pitch rate sensor, and the target pitch angle is set to zero.

  Further, if the vehicle turns to the right, a leftward inertial force acts on the vehicle body 262, and if it turns to the left, a rightward inertial force acts. On the other hand, as shown in FIG. 2, the lateral acceleration is detected by the lateral acceleration sensor 164, the rightward or leftward inertial force is calculated based on the detected lateral acceleration, the feedback control of the actuator 76 is performed, and the roll angle The roll angle is detected by the detection device 168, and feedback control is performed so that the detected roll angle becomes equal to the target roll angle (set to 0 degree in this embodiment). Thereby, the roll of the vehicle body 262 is prevented.

  As described above, even when the control for maintaining the vehicle body 262 in the horizontal direction is performed despite the occurrence of the load movement in the front-rear direction or the lateral direction, any wheel is placed on the stepped portion or the protruding portion of the road surface. When riding, as described above, the levers 60 and 104 in the pitch control device 32 and the articulation control 34 are allowed to freely rotate. Separation is allowed, and a decrease in ride comfort is well avoided.

  FIG. 11 shows a vehicle suspension device as another embodiment. In this embodiment, the configuration of the roll control device 30 and the pitch control device 32 in the above embodiment is changed to an integral roll / pitch control device 298, and the same reference numerals are given to the components corresponding to each other. Therefore, the description is omitted.

  In FIG. 11, reference numeral 300 is a support member fixed to the vehicle body, and four control cylinders 302, 304, 306, and 308 are connected to the support member 300. These control cylinders 302 and the like have the same configuration as the suspension cylinder 10 and the like. The tip of the piston rod 310 of each control cylinder is connected to the movable plate 312. The control cylinder 302 and the like and their piston rods 310 are connected to the support member 300 and the movable plate 310 so as to be relatively rotatable in all directions by a ball joint (not shown). However, since the relative rotation angle with respect to the support member 300 and the movable plate 312 is relatively small, it is possible to connect via a rubber bush widely used in the suspension device. The control cylinders 302, 304, 306, 308 are connected to the suspension cylinders 10, 12, 14, 16 by liquid passages 80, 84, 82, 86, respectively.

  A pair of fixed guides 314 are provided in parallel to the support member 300 at positions spaced apart from the support member 300 by a certain distance. A movable guide 316 is movably held by these fixed guides 314, and a movable member 318 is movably held by the movable guide 316. The moving directions of the movable guide 316 and the movable member 318 are parallel to the support member 300 and orthogonal to each other. The movable guide 316 is moved by a first driving device 324 having an actuator 320 and a ball screw 322, and a movable member 318 is moved along the movable guide 316 by a second driving device 330 having an actuator 326 and a ball screw 328. Moved. Accordingly, the movable member 318 can be moved to an arbitrary position in a plane parallel to the support member 300.

  A spherical fulcrum member 332 is rotatably held by the movable member 318, and the fulcrum member 332 rotates the movable plate 312 in all directions from the side opposite to the control cylinders 302, 304, 306, and 308. Supports movable. The hydraulic pressure of the suspension cylinder 10 or the like acts on the control cylinder 302 or the like, and the piston rod 310 is urged in the extending direction by the hydraulic pressure to push the movable plate 312 to the fixed guide 314 side. The fulcrum member 332 supports the movable plate 312 against the force. As a result, the vehicle body 262 supported by the suspension cylinders 10, 12, 14, 16 is supported by the fulcrum member 332 via the control cylinders 302, 304, 306, 308 and the movable plate 312. 262 itself is equivalent to being supported at one point by the fulcrum member 332.

  Although not shown in FIG. 11 to avoid complication, the movable plate 312 can be freely rotated in any direction by the guide device, but the axes of the control cylinders 302, 304, 306, and 308 are not shown. It is guided so that it hardly moves in a direction orthogonal to the direction. An example of the guidance device is shown in FIG. The guide device includes one main guide rod 334, two sub guide rods 335, one main guide hole 336, and two sub guide holes 338. The main guide hole 336 is provided at one corner of the movable plate 312, and is fitted to the main guide rod 334 in a state where the relative movement and relative rotation of the guide rod 334 in the axial direction are possible. The sub guide hole 338 is provided in each of two corners adjacent to the one corner where the main guide hole 336 is provided, and is a long hole extending in a direction orthogonal to each other. These sub guide holes 338 are fitted with the sub guide rods 335 while preventing the movable plate 312 from rotating around the main guide rods while allowing the tilt of the movable plate 312.

  The actuators 320 and 326 are controlled by a controller 344 via drive circuits 340 and 342 as shown in FIG. The controller 344 is mainly a computer, and detects four vehicle heights represented by relative distances between the vehicle body 262 and the left front wheel 250, right front wheel 252, left rear wheel 256, and right rear wheel 258. Vehicle height sensors 346, 348, 350, and 352 are connected to a longitudinal acceleration sensor 354 and a lateral acceleration sensor 356 that detect accelerations in the longitudinal and lateral directions of the vehicle. The controller 344 uses the feedforward control based on the detection results of the longitudinal acceleration sensor 354 and the lateral acceleration sensor 356, and the feedback control based on the detection results of each vehicle height sensor, so that the vehicle heights at the four corners of the vehicle body 262 are all within the set range. The actuators 320 and 326 are controlled to position the fulcrum member 300 so as to be inside. As a result, the vehicle body 262 is kept substantially horizontal. In addition, when only one wheel rides on the protrusion on the road surface, one of the suspension cylinders 10, 12, 14, and 16 contracts, and any of the corresponding control cylinders 302, 304, 306, and 308 expands. Then, the movable plate 312 is rotated. Since this rotation is allowed by expansion and contraction of other control cylinders, the suspension cylinder connected to these control cylinders also expands and contracts, but the amount thereof is relatively small, and a decrease in riding comfort is avoided well. . Similar effects can be obtained when two wheels ride on a stepped portion of the road surface. As is apparent from the above description, in this embodiment, the movable plate 312 functions as a lever body.

  Another embodiment is shown in FIG. This embodiment excludes the articulation control device 34 and the heave control device 36 from the embodiment of FIG. 1, and instead uses a shock absorber 370 and a suspension spring 372 for each suspension cylinder 10, 12, 14, 16. It is provided. The shock absorber 370, the suspension spring 372, the suspension cylinder 10 and the like are provided between the vehicle body 262 as the vehicle body side portion and the wheel holding member 374 as the wheel side portion. Since the other parts are the same as those in the embodiment of FIG. 1, the same reference numerals are assigned to the corresponding components and the description thereof is omitted.

  The shock absorber 370 is a normal one, and includes a piston 382 that divides the inside of the housing 376 into two liquid chambers 378 and 380, a piston rod 384 extending from the piston 382, a throttle valve 386 provided in the piston 382, one liquid chamber 378, A piston 390 that partitions the pressurized gas chamber 388 is provided. The suspension spring 372 is constituted by a compression coil spring in the illustrated example. Each suspension spring 372 is disposed in series with each of the suspension cylinders 10, 12, 14, and 16, and each shock absorber 370 is disposed in parallel with the suspension spring 372 and the suspension cylinder arranged in series. ing. Therefore, the forces of the suspension spring 372 and the suspension cylinder 10 and the force of the shock absorber 370 are applied to the four corners of the vehicle body 292 in parallel.

  In a vehicle equipped with this suspension device, for example, when braking is performed and load movement to the front wheel side occurs, the left and right sides of the suspension device and the shock absorber are arranged in the same manner as a normal suspension device in which the suspension spring and the shock absorber are arranged in parallel. The suspension spring 372 and the shock absorber 370 corresponding to the front wheels 250 and 252 contract. When the suspension spring 372 contracts, the restoring force increases and the load on the suspension cylinders 10 and 12 increases. On the other hand, the suspension spring 372 and the shock absorber 370 corresponding to the left and right rear wheels 256 and 258 extend, and the load on the suspension cylinders 14 and 16 decreases. Therefore, if the position of the support shaft 62 is not changed, the load applied to the lever 60 by the control cylinders 40 and 42 is unbalanced, and the lever 60 is rotated. Similarly to the control device shown in FIG. 13, the position of the support shaft 62 is changed by controlling the actuator 88 by the controller 344 so that the vehicle heights at the four corners of the vehicle body are all kept within the set range. In other words, the lever 60 is not only prevented from rotating due to fluctuations in the load applied to the suspension cylinders 10, 12, 14, 16 as the suspension spring 372 contracts (front wheel side) or extends (rear wheel side). As shown in FIG. 15, the suspension cylinders 10 and 12 are extended and the suspension cylinders 14 and 16 are contracted so that the lever 60 is rotated in the reverse direction to cancel the contraction or extension of the suspension spring 372. Thus, the position of the support shaft 62 is controlled. As a result, the vehicle body 262 is kept horizontal despite the occurrence of forward load movement.

  However, this is not indispensable. When a load movement occurs, the vehicle body 262 may be allowed to tilt as the suspension spring 372 contracts or extends. The vehicle height setting ranges at the four corners of the vehicle body 262 may be set as such. In this case, the position of the support shaft 62 is controlled so as to prevent the lever 60 from rotating due to imbalance of the load on the suspension cylinders 10, 12, 14, and 16.

  The above describes the case of load movement to the front of the vehicle due to braking.However, when load movement to the rear of the vehicle occurs due to acceleration, or when the load moves to the left or right of the vehicle by turning right or turning left, Even in such a case, the vehicle body 262 is kept horizontal or the lever 60 is prevented from rotating by the control of the pitch control device 32 or the roll control device 30. FIG. 16 shows a state in which the vehicle body 262 is kept horizontal by the roll control device 30 when turning right.

  As shown in FIG. 9, when the left and right front wheels 250, 252 ride on the stepped portion 260, the support shaft 62 of the pitch control device 32 is not moved as shown in FIG. Therefore, the suspension cylinders 10 and 12 corresponding to the left and right front wheels 250 and 252 are allowed to contract, and the suspension cylinders 14 and 16 corresponding to the left and right rear wheels 256 and 258 are extended. Since the contraction and extension are almost freely performed, the length of the suspension spring 372 is almost unchanged on both the front wheel side and the rear wheel side. As described above, when the left and right front wheels 250 and 252 are allowed to almost freely approach the vehicle body 262 when climbing onto the stepped portion 260, the vertical movement of the vehicle body 262 is reduced, and a decrease in ride comfort is prevented. . This function can be exhibited even during prevention of the pitch or roll of the vehicle body accompanying the occurrence of load movement.

  The above is a case where a low frequency movement of about 1 Hz occurs due to the climbing on the stepped portion of the wheel, but there are small irregularities on the road surface, for example, when a movement of a frequency of 10 Hz or more is applied The lever 60 does not rotate because the pitch control device 32 and the roll control device 30 do not follow, and the suspension spring 372 and the shock are the same as in a normal suspension device that does not include the pitch control device 32 and the roll control device 30. The vibration of the wheel is absorbed by the absorber 370, and the transmission to the vehicle body 262 is well blocked.

  In some cases, the suspension spring 372 may be formed of a torsion bar. For example, when the suspension spring 372 made of a compression coil spring and the suspension cylinder 10 are arranged in series, it is inevitable that the length of the suspension cylinder 10 and the like is relatively short. If the bar is used, the suspension cylinder 10 and the like can be made sufficiently long. The torsion bar can be arranged in a state extending in the lateral direction of the vehicle, or can be arranged in a state extending in the front-rear direction. In either case, one end of the torsion bar may be fixed to the vehicle body, and the tip of the arm provided at the other end may be connected to the housing of the suspension cylinder or the piston rod.

  18 to 20 show still another embodiment. In this embodiment, the roll control device 30 and the pitch control device 32 in the embodiment shown in FIG. 14 are changed to an integrated roll / pitch control device 400, and the other parts are the same. Corresponding components are denoted by the same reference numerals and description thereof is omitted. As shown in FIG. 19, the roll / pitch control device 400 includes a hub member 404 that is rotatably held in any direction by a hook-shaped universal joint 402 attached to a holding member 401 fixed to the vehicle body. Four rotating arms 406 are attached to the hub member 404 so as to be rotatable about four axes parallel to each other, and extend radially from the hub member 404. A movable member 408 is held on each pivot arm 406 so as to be movable in the longitudinal direction of the pivot arm 406, and is moved by a driving device 414 including an actuator 410 and a ball screw 412.

  A control cylinder 420 is connected to each movable member 408. The control cylinder 420 includes a housing 422, a piston 423, and a piston rod 424. The housing 422 is connected to a support member 428 fixed to the vehicle body by a ball joint 426, while the piston rod 424 is connected to a movable member 408 by a ball joint 426. Has been. Therefore, when the movable member 408 is moved by the actuator 410, the operating point of the control cylinder 420 with respect to the rotating arm 406 changes. Each rotating arm 406 can be rotated in an arbitrary direction by an actuator 436. After all, the lever member 438 is configured by the hub member 404 and the four rotating arms 406, and the positions of the operating points of the four control cylinders 420 with respect to the lever body 438 can be arbitrarily changed. It will be said that. The lever body 438 can be thought of as a single flat plate, and the operating point of each control cylinder 420 can be moved to any position on the flat plate.

  For example, when braking is performed while the vehicle is running and a forward load shift occurs, the suspension spring 372 and the suspension cylinder 10 corresponding to the left and right front wheels 250 and 252 are shown in FIG. , 12 increases, and the loads on the suspension springs 372 and the suspension cylinders 14, 16 corresponding to the left and right rear wheels 256, 258 decrease. Therefore, if no control is performed, the lever body 438 is rotated to generate a pitch in which the front portion of the vehicle body 262 is lowered and the rear portion is raised. In this embodiment, FIG. In the same manner as in the control device shown in FIG. 5, the feedforward control based on the detection results of the longitudinal acceleration sensor 354 and the lateral acceleration sensor 356 and the feedback control based on the detection results of the vehicle height sensors 346, 348, 350, 352 The pitch controller 400 is activated and the pitch is prevented.

  That is, the pair of rotating arms 406 corresponding to the left and right front wheels 250 and 252 are rotated toward the pair of rotating arms 406 corresponding to the left and right rear wheels 256 and 258 and the control cylinder 420 is rotated. The point of action on the moving arm 406 is moved to the proximal end side of the rotating arm 406, while the pair of rotating arms 406 corresponding to the left and right rear wheels 256, 258 is a pair corresponding to the left and right front wheels 250, 252. Thus, the control arm 420 is moved in the direction away from the pivot arm 406, and the operating point of the control cylinder 420 on the pivot arm 406 is moved toward the distal end side of the pivot arm 406. As a result, the lever body 438 and the control cylinder 420 are conceptually shown in FIG. 20B when viewed from the right side of FIG. In order to facilitate understanding, if the lever body 438, the control cylinder 420, and the support member 428 are represented by line segments, the relationship between them is as shown in FIG. 21, and the left and right front wheels 250, 252 of the lever body 438 The effective arm length B for the corresponding control cylinder 420 is shorter than the effective arm length A for the control cylinder 420 corresponding to the left and right rear wheels 256 and 258. Therefore, the fluid pressure in the fluid chamber of the control cylinder 420 corresponding to the left and right front wheels 250 and 252 is higher than the fluid pressure in the fluid chamber of the control cylinder 420 corresponding to the left and right rear wheels 256 and 258, and corresponds to the left and right front wheels 250 and 252. The suspension cylinders 10 and 12 are expanded, while the suspension cylinders 14 and 16 corresponding to the left and right rear wheels 256 and 258 are contracted.

  The contraction of the suspension cylinders 10 and 12 is performed so as to cancel the contraction of the suspension spring 372 accompanying the load movement, and the extension of the suspension cylinders 14 and 16 is performed so as to cancel the extension of the suspension spring 372 accompanying the load movement. As such, the actuators 410 and 436 are controlled. In order to prevent the pitch due to braking, the movement of the movable member 408 by the actuator 410 and the rotation of the rotation arm 406 by the actuator 436 are such that the movement locus of the movable member 408 is vertical in FIG. It is performed so as to be a straight line extending in the direction. This is not essential, but desirable. The pair of movable members 408 corresponding to the left and right front wheels 250 and 252 can even be moved while maintaining a line-symmetrical relationship with a straight line extending vertically through the center of the hub member 404 in FIG. For example, the lever ratio of the lever body 438 can be arbitrarily changed while preventing the vehicle body 262 from tilting to the side. For example, the movement locus of the pair of movable members 408 is closer to the hub member 404 as they approach each other. However, it is desirable that the distance between the pair of movable members 408 be as wide as possible in order to ensure the accuracy of posture control of the vehicle body 262.

  FIG. 22A shows a control state when the vehicle turns right. When turning right, load shifts to the left, and the loads of the suspension cylinders 10 and 14 corresponding to the left front wheel 250 and the left rear wheel 256 (left wheels 250 and 256) and the suspension spring 372 arranged in series therewith. Increases, and the loads on the suspension cylinders 12 and 16 corresponding to the right front wheel 252 and the right rear wheel 258 (right wheels 252 and 258) and the suspension springs 372 arranged in series with them decrease. On the other hand, the pair of rotating arms 406 corresponding to the left wheels 250 and 256 are rotated so as to approach the pair of rotating arms 406 corresponding to the right wheels 252 and 258 and the rotating arms 406 of the control cylinder 420 are rotated. The point of action on the left side is moved to the proximal end side of the rotating arm 406, while the pair of rotating arms 406 corresponding to the right wheels 252 and 258 move away from the pair of rotating arms 406 corresponding to the left wheels 250 and 256. In addition to being rotated in the direction, the operating point of the control cylinder 420 on the rotating arm 406 is moved to the distal end side of the rotating arm 406.

  As a result, the lever body 438 and the control cylinder 420 are conceptually shown in FIG. 22B when viewed from below in FIG. 22A, and correspond to the left wheels 250 and 256 of the lever body 438. The effective arm length for the control cylinder 420 is shorter than the effective arm length for the control cylinder 420 corresponding to the right wheels 252 and 258. Therefore, the fluid pressure in the fluid chamber of the control cylinder 420 corresponding to the left wheels 250 and 256 is higher than the fluid pressure in the fluid chamber of the control cylinder 420 corresponding to the right wheels 252 and 258 and corresponds to the left wheels 250 and 256. While the suspension cylinders 10 and 14 are extended, the suspension cylinders 12 and 16 corresponding to the right wheels 252 and 258 are contracted. The extension of the suspension cylinders 10 and 14 is performed so as to cancel the contraction of the suspension spring 372 accompanying the load movement, and the contraction of the suspension cylinders 12 and 16 is performed so as to cancel the extension of the suspension spring 372 accompanying the load movement. As such, the actuators 410 and 436 are controlled.

  Further, when it is necessary to make the pitch stiffness distribution rightward during braking, a pair of rotating arms 406 corresponding to the right wheels 252 and 258 as shown in FIGS. While the movable member 408 is arranged in the same manner as in FIG. 20A, the pair of rotating arms 406 corresponding to the left wheels 250 and 256 are rotated toward each other, and the movable member 408 is moved. Both are moved to the proximal end side of the rotating arm 406. As a result, the suspension cylinder 12 corresponding to the right front wheel 252 is greatly expanded and the suspension spring 372 is greatly contracted, while the suspension cylinder 16 corresponding to the right rear wheel 258 is greatly contracted and the suspension spring 372 is greatly expanded. Be made. On the other hand, the amount of expansion / contraction of the suspension cylinders 10 and 14 and the suspension spring 372 corresponding to the left wheels 250 and 256 is relatively small. Most of the pitch counter-moment that suppresses the pitch of the vehicle body 262 against the pitch moment is generated by the right wheels 12 and 16. This significantly increases the ground load on the right front wheel 252 and significantly reduces the ground load on the right rear wheel 258, while reducing the change in the ground load on the left wheels 250 and 256. For example, when anti-lock control is performed in a straddle where the friction coefficient on the left side is significantly smaller than that on the right side, it is possible to suppress a decrease in the ground load on the left rear wheel 256. This is effective in increasing the braking force of the entire vehicle while avoiding the above. Of course, if the arrangement of the rotating arm 406 is reversed from that in FIG. 23A, the pitch stiffness distribution can be shifted to the left.

  Further, when it is necessary to make the roll stiffness distribution forward when turning right, the rotating arm 406 and the movable member 408 are arranged as shown in FIGS. As a result, the suspension cylinder 10 corresponding to the left front wheel 250 is greatly expanded and the suspension spring 372 is greatly contracted, while the suspension cylinder 10 corresponding to the right front wheel 252 is greatly contracted and the suspension spring 372 is greatly expanded. It is done. On the other hand, the extension amounts of the suspension cylinders 14 and 16 and the suspension spring 372 corresponding to the rear wheels 256 and 258 are relatively small. Thereby, for example, a decrease in the ground load on the right rear wheel 258 during a right turn can be suppressed to a relatively small level. If the arrangement of the rotating arm 406 is reversed from that shown in FIG. 24A, the roll stiffness distribution can be made rearward.

  Further, when the front wheels 250 and 252 ride on the stepped portion of the road surface and the ascending frequency of the front wheels 250 and 252 is relatively low, for example, about 1 Hz, as shown in FIGS. 25 (a) and 25 (b). The rotation arm 406 and the movable member 408 are not controlled, and the lever cylinder 438 is rotated, so that the suspension cylinders 10 and 12 corresponding to the front wheels 250 and 252 are contracted, and the suspension cylinder 14 corresponding to the rear wheels 256 and 258 is. 16 extensions are allowed. For this reason, the elevation of the front portion of the vehicle body 262 is relatively small, and the ride comfort is improved. As described above, this function is exhibited even during the pitch and roll restraining control, and the reduction in ride comfort that could not be avoided is avoided well. In the case where the front wheels 250 and 252 get off the stepped portion of the road surface or get over the stepped portion, a decrease in riding comfort is also avoided in the case of riding on the stepped portion of the rear wheels 256 and 258.

  Further, when the front, rear, left and right wheels vibrate at a relatively high frequency, for example, a frequency of 10 Hz or more, due to road surface unevenness, the suspension cylinders 10, 12, 14, 16, the lever body 438, the control cylinder 420, etc. Does not follow changes in hydraulic pressure. Therefore, the vibration of each wheel is absorbed by the expansion and contraction of the suspension spring 372, and the transmission to the vehicle body 262 is well blocked.

  FIG. 26 shows still another embodiment. This suspension apparatus includes a roll / pitch control device 450 similar to the roll / pitch control device 298 shown in FIG. However, instead of the control cylinders 302, 304, 306, and 308 in the roll / pitch control device 298, four support rods 452 are provided, and the support rod 452, which is a kind of these transmission members, is supported by the support member 300. Instead, they are engaged with torsion bars 456, 458, 460, 462. In the drawing, for simplification, each torsion bar 456, 458, 460, 462 includes a rod-shaped main body 464 and two arm portions 466, 468 extending from both ends of the main body 464. Although each support rod 452 is simply supported by one arm portion 468, both ends of each support rod 450 are actually connected by ball joints or rubber bushes. It is desirable that the arm portion 468 and the movable plate 312 are connected to each other so as to be relatively rotatable. Since the main part of the roll / pitch control device 450 is the same as that of the roll / pitch control device 398, the same reference numerals are given to the components corresponding to each other, and the description thereof will be omitted.

  The main body 464 of each torsion bar 456, 458, 460, 462 can be rotated about the axis, but is held by the vehicle body 262 so as not to move in the axial direction. Each arm portion 466 opposite to the side connected to the support rod 452 of each torsion bar 456, 458, 460, 462 has each of the left front wheel 250, the right front wheel 252, the left rear wheel 256, and the right rear wheel 258. While being engaged with a wheel holding member (not shown) to be held, it is engaged with shock absorbers 470, 472, 474 and 476. For example, these are connected by a ball joint or a rubber bush so as to be relatively rotatable. Piston rods 480 of shock absorbers 470, 472, 474, and 476 are engaged with four corners of a vehicle body 262 (not shown). For example, it is connected by a ball joint or a rubber bush so as to be relatively rotatable.

  The movable plate 312 is supported by the fulcrum member 332 so as to be rotatable in any direction, as in the roll / pitch control device 298 shown in FIG. Then, the position of the fulcrum member 332 is changed by the first and second driving devices 324 and 330 according to the longitudinal acceleration and the lateral acceleration, so that the lever ratio of the movable plate 312 as the lever body with respect to each support rod 452 is changed. be changed. As a result, the pitch and roll of the vehicle body are prevented as in the above embodiments. Alternatively, the support rods 452 move substantially in the axial direction along with the free rotation of the movable plate 312 around the fulcrum member 332, and the rotation amount of each arm portion 468 changes. Thereby, for example, in a state where each arm portion 466 is in the illustrated position, that is, in a state where the wheels such as the left front wheel 250 are in the neutral position, the torsion amount of the main body portion 464 of each torsion bar can be made different from each other. In other words, the ground load of a plurality of wheels can be controlled while preventing the pitch and roll of the vehicle body 262. In addition, in this embodiment, since the arm portion 468 of each torsion bar is shorter than the arm portion 466, the torsion amount of the torsion bar is sufficiently changed by the relatively small rotation angle of the movable plate 312. Can do. Alternatively, the amount of movement of the support rod 452 in the axial direction is small with respect to the amount of elevation (the amount of vertical movement) of the wheels such as the left front wheel 250, and the rotation angle of the movable plate 312 is small. For example, the rotation angle of the movable plate 312 for allowing the wheels to move up and down at a relatively low frequency (up and down movement) due to stepped portions, protrusions, depressions and the like on the road surface is small. Further, the raising and lowering of the relatively high-frequency wheel is absorbed by the torsional deformation of the torsion bar with almost no rotation of the movable plate 312 and the transmission to the vehicle body is well blocked.

  As is clear from the above description, in the present suspension device, the movable plate 312 constitutes a lever body, the torsion bars 456, 458, 460, 462 and the support rod support rod 452 constitute a transmission portion, The second driving devices 324 and 330 and the fulcrum member 332 constitute a lever ratio changing device.

Yet another embodiment is shown in FIGS. In the embodiment shown in FIG. 1, the roll control device 30, the pitch control device 32, the articulation control device 34, and the heave control device 36 each include a hydraulic cylinder as a reciprocating actuator. In this embodiment, a rotary actuator is included.
Each of the roll control device 510, the pitch control device 512, the articulation control device 514, and the heave control device 516 includes four variable displacement rotary actuators 520 to 526. The rotary actuators 520 to 526 are provided between the suspension cylinders 10 to 16 provided corresponding to the respective wheels 250 to 256 and the reservoir 528, and are connected by a common drive shaft 530.
The rotary actuators 520 to 526 are connected to the suspension cylinders 10 to 16 through liquid passages 80 to 86, respectively.

The rotary actuators 520 to 526 can be swash plate type hydraulic rotary actuators as shown in FIG. 28, for example. The rotary actuators 520 to 526 include a housing 550, a drive shaft 530, a swash plate 560, a plurality of cylinders 562, and the like. The drive shaft 530 is held by the housing 550 so as to be relatively rotatable, and the swash plate 560 is held by the drive shaft 530 so as to be tiltable and relatively rotatable. Further, a cylinder block 564 provided with a plurality of cylinders 562 is held on the drive shaft 530 so as not to be relatively rotatable.
A plurality of cylinder bores 566 are formed in the cylinder block 564 at intervals in the circumferential direction, and a piston 568 is slidably fitted to each of the cylinder bores 566. The piston 568 is engaged with the swash plate 560, and a shoe 569a provided at the tip of the piston 568 via a ball joint is slidably engaged on a shoe plate 569b provided on the swash plate 560. The piston 568 and the cylinder bore 566 form a hydraulic chamber 570 as a pump chamber.
On the other hand, the housing 550 is provided with first and second ports (not shown). The first port communicates with the first groove 572 and the second port communicates with the second groove 573. When the communication path 574 of the hydraulic pressure chamber 570 is opposed to the first groove 572 and the second groove 573, the first groove 572 and the second groove 573 are connected to the hydraulic pressure chamber 570, and the liquid is sucked and discharged. .
When the swash plate 560 is used in a state of being inclined in the counterclockwise direction indicated by the arrow A in FIG. 28, the upper part of FIG. It becomes the top dead center at which the volume of the pressure chamber 570 is minimized.

The inclination angle of the swash plate 560 is adjusted by an inclination angle adjustment cylinder 580. The tilt angle adjusting cylinder 580 includes a housing 582 and a piston 584 slidably engaged with the housing 582. In this embodiment, the front end of the housing 582 is connected to the swash plate 560 via a ball joint, and the piston 584 is provided in the housing 550 so as not to be relatively movable in the axial direction. A hydraulic pressure chamber 586 is formed by the piston 584 and the housing 582, and the hydraulic pressure chamber 586 is communicated with the third port 590 via the communication path 588. The piston 584 also has a function as a stopper.
By adjusting the hydraulic pressure in the hydraulic chamber 586, the length between the housing 582 and the piston 584 can be adjusted, whereby the inclination angle of the swash plate 560 can be adjusted. When the inclination angle of the swash plate 560 is large, the pumping amount and the discharge amount are larger than when the swash plate 560 is small. Hereinafter, the capacity is simply referred to as large.
A solenoid valve (not shown) is connected to the third port 590, and the fluid pressure in the fluid pressure chamber 586 of the tilt angle adjusting cylinder 580 is controlled by controlling the solenoid valve. Reference numeral 592 denotes a guide cylinder.

  In the present embodiment, the capacity of each of the rotary actuators 520 to 526 is controlled based on a command from the controller 630. The controller 630 mainly composed of a computer is connected to vehicle height sensors 346 to 352, longitudinal acceleration sensors 354, lateral acceleration sensors 356, and the like provided for each wheel, as in the above embodiment, and a rotary actuator. 520 to 526 are connected. The rotary actuator 520 is based on the roll angle and pitch angle acquired based on the vehicle height detected by the vehicle height sensors 346 to 352, the longitudinal acceleration sensor 354, the longitudinal acceleration detected by the lateral acceleration sensor 356, the lateral acceleration, and the like. The capacity of ˜526 is independently controlled.

In the rotary actuators 520 to 526, the suspension cylinders 10 to 16 are connected to one of the first port and the second port, and the reservoir 528 is connected to the other. When high pressure liquid is sucked into the rotary actuator, it functions as a motor. The port connected to the suspension cylinder becomes the suction side port, and the drive shaft 530 is rotated in the direction of discharging through the bottom dead center and the top dead center. Since the four rotary actuators 520 to 526 are connected by a common drive shaft 530, they are rotated together.
In this case, when the hydraulic pressure of the suspension cylinder (hydraulic pressure applied to the rotary actuator) is the same, it is easier to rotate when the inclination angle of the swash plate 560 is larger than when it is small (small when the capacity is large). Become. In addition, when the volumes are the same, rotation is easier when the hydraulic pressure of the suspension cylinder is high than when it is low.

  In the roll control device 510, the rotary actuators 520 to 526 are divided into a left group 600 including the rotary actuators 520 and 524 and a right group 602 including the rotary actuators 522 and 526. In the left group 600 and the right group 602, the connection state is reversed. For example, in the rotary actuators 520 and 524 belonging to the left group 600, the suspension cylinders 10 and 14 are connected to the first port and the reservoir 528 is connected to the second port, and in the rotary actuators 522 and 526 belonging to the right group 602, The reservoir 528 is connected to one port, and the suspension cylinders 12 and 16 are connected to the second port. In other words, in the operation state of the roll control device 510 (the state where the drive shaft 530 is rotating), the liquid is caused to flow out of the suspension cylinder in either the left group 600 or the right group 602, and the suspension cylinder in the other. In the non-operating state, the left and right groups 600 and 602 are arranged so that the hydraulic pressure of the suspension cylinders causes the drive shaft 530 to rotate in opposite directions. Will be added to.

In the present embodiment, when the vehicle is loaded in the standard state and the vehicle is traveling straight on a substantially horizontal road surface or at a constant speed, the rotary actuators 520 to 526 are kept in a non-operating state, respectively. Capacity is controlled.
In this state, in the roll control device 520, the left group 600 and the right group 602 have the same rotational torque, and these are in a balanced state.
As shown in FIG. 29, when there is a road surface displacement in the roll direction in which the right wheel bounces, the hydraulic pressure of the right suspension cylinders 12 and 16 increases. The rotary actuators 522 and 526 belonging to the right group 602 are rotated, whereby the rotary actuators 520 and 524 belonging to the left group 600 are also rotated. The hydraulic fluid flows out from the suspension cylinders 12 and 16 and flows into the suspension cylinders 10 and 14. On the contrary, when the left wheel bounces, the rotary actuators 520 and 524 belonging to the left group 600 are rotated, and thereby all the rotary actuators 520 to 526 are rotated. The hydraulic fluid flows out from the suspension cylinders 10 and 14, and the hydraulic fluid flows into the suspension cylinders 12 and 16. The hydraulic fluid is apparently exchanged between the suspension cylinders 10 and 14 and the suspension cylinders 12 and 16, and transmission of vibrations to the side of the vehicle body due to relative displacement in the vertical direction is suppressed. .

  When turning left, the hydraulic pressure of the suspension cylinders 12 and 16 corresponding to the right wheel that is the outer turning wheel increases, and the hydraulic pressure of the suspension cylinders 10 and 14 of the left wheel that is the inner turning wheel decreases. In this case, the capacity of the rotary actuators 522 and 526 is made smaller than the capacity of the rotary actuators 520 and 524, as shown in FIG. The capacities of the rotary actuators 522 and 526 belonging to the right group 602 and the capacities of the rotary actuators 520 and 524 belonging to the left group 600 are controlled based on the lateral acceleration. The left group 600 and the right group 602 The rotational torque applied to the rotary actuator determined by the hydraulic pressure of the suspension cylinder is controlled to have the same magnitude. In the left group 600 and the right group 602, the two rotary actuators belonging to the respective groups are controlled to have the same capacity. They can also be mechanically connected so that their capacities are the same.

As described above, the capacity of the rotary actuators 520 and 524 belonging to the left group 600 and the capacity of the rotary actuators 522 and 526 belonging to the right group 602 are determined so as not to rotate the drive shaft 530. Roll can be suppressed. Further, in a state where the roll is suppressed, for example, when the hydraulic pressure of the suspension cylinders 10 and 14 on the left wheel increases due to road surface input or the like, the rotary actuators 520 and 524 are thereby rotated, The rotary actuators 520 to 526 are rotated. The hydraulic fluid flows out from the suspension cylinders 10 and 14 on the left wheel, and the hydraulic fluid flows into the suspension cylinders 12 and 16 on the right wheel. Relative displacement in the vertical direction due to road surface input is allowed, and vibration transmission to the side of the vehicle body can be suppressed.
The same applies to the case where the hydraulic pressure of the suspension cylinders 12 and 16 on the right wheel is increased, and when there is road surface input while suppressing the relative movement in the vertical direction due to the lateral acceleration acting on the side of the vehicle body, Relative movement in the vertical direction due to the road surface input can be allowed.
In the present embodiment, when rolls are generated, the capacity of all the rotary actuators 520 to 526 is not set to an excessively small size that can suppress rotation, but to a size that is determined based on the lateral acceleration. Be controlled. Therefore, if the vertical acceleration resulting from the road surface input is applied in this state, the rotary actuators 520 to 526 can be rotated, and the operation of the suspension cylinder is allowed.

As shown in FIG. 27, the pitch control device 512 is divided into a front group 604 including rotary actuators 520 and 522 and a rear group 606 including rotary actuators 524 and 526, and is the same as in the roll control device 510. Connected to In the operating state of the rotary actuators 520 to 526, the hydraulic fluid flows out from the front suspension cylinders 10 and 12 and is connected in the state where the hydraulic fluid flows into the rear suspension cylinders 14 and 16.
When the longitudinal acceleration due to braking is applied, as shown in FIG. 30, the hydraulic pressure of the left and right front wheel suspension cylinders 10 and 12 is increased, and the hydraulic pressure of the left and right rear wheel suspension cylinders 14 and 16 is decreased. Therefore, the capacity of the rotary actuators 520 and 522 is made smaller than the capacity of the rotary actuators 524 and 526. The reverse is true when longitudinal acceleration due to driving is applied.

In the articulation control device 514, the connection state is reversed between the first diagonal group 610 including the rotary actuators 520 and 526 and the second diagonal group 612 including the rotary actuators 522 and 524. For example, it connects so that hydraulic fluid may flow out from the suspension cylinders 10 and 16 in a diagonal position, and may flow into the suspension cylinders 12 and 14 in another diagonal position.
In the heave controller 516, the rotary actuators 520-526 are connected in the same way. That is, when the hydraulic pressure of the suspension cylinders 10 to 16 becomes higher than the hydraulic pressure of the accumulator 622, the working fluid flows out from the suspension cylinders 10 to 16 and is supplied to the accumulator 622, and the hydraulic pressure of the accumulator 622 is suspended. When the pressure is relatively high with respect to the hydraulic pressure of the cylinders 10 to 16, the rotation direction of the drive shaft 530 is reversed, and the working fluid of the accumulator 622 is supplied to the suspension cylinders 10 to 16.

Thus, in this embodiment, the change in the attitude of the vehicle is controlled by using the rotary actuator.
Further, it is possible to allow relative movement in the vertical direction due to road surface input, for example, which is not caused by acceleration while suppressing rolls and pitches caused by acceleration applied to the vehicle body side portion. Relative movement in the vertical direction due to road surface input is allowed in the roll control device 510 and the pitch control device 512, but can also be allowed in the articulation control device 514 and the heave control device 516.
Furthermore, the suspension device can be reduced in size by using a rotary actuator instead of a reciprocating actuator.
Further, since all the rotary actuators 520 to 526 are variable capacity type, the control range of the ratio of the respective capacities of the two groups can be widened. In other words, even if the variable range of the capacity of each rotary actuator is narrow, the control range of the capacity ratio can be wide enough to suppress the vertical relative displacement caused by the acceleration.
In the present embodiment, the rotation control unit is configured by a part or the like that controls the capacities of the two groups of the controller 630. The rotation control unit is also a capacity control unit and an attitude control device. The first rotary actuator group corresponds to the roll control device 510, and the second rotary actuator group corresponds to the pitch control device 512.

In the above embodiment, the capacities of the rotary actuators belonging to each of the two groups are controlled based on the acceleration acting on the vehicle body side portion 182, but the capacities of all the rotary actuators are controlled. It is not essential for each to be controlled. When the capacity of the rotary actuator of one of the two groups is constant, the capacity of the rotary actuator of the other group is acquired based on the constant capacity and a ratio determined based on the acceleration. The size can also be controlled.
Further, it is not necessary that the rotary actuators 520 to 526 included in each of the roll control device 510, the pitch control device 512, and the articulation control device 514 are variable in capacity.
Furthermore, the capacity of the two rotary actuators included in one group can be controlled to the same size, and can also be controlled to a size that can suppress the posture change caused by the acceleration.
Further, in the roll control device 510, only the capacity of the rotary actuator whose hydraulic pressure is higher (turning outer ring side) is reduced according to the direction of the roll (turning direction), or all the rotary actuators The capacity can be set below the set value. It is only necessary to control the capacity ratio between the two groups.

Furthermore, in the above-described embodiment, a variable displacement swash plate type hydraulic rotary actuator is used as the rotary actuator, but any variable displacement type may be used. For example, a variable displacement rotary actuator having a plurality of vanes can be used.
Further, a transmission can be provided between a plurality of rotary actuators or between two groups. The plurality of rotary actuators may be connected in a state in which another rotary actuator can rotate according to a predetermined rule as one rotary actuator rotates, without being connected so as to be integrally rotatable.

Furthermore, all the rotary actuators can have a constant capacity. In this case, a transmission is provided between the two groups. An example is shown in FIG.
In the present embodiment, rotary actuators 650-656 are provided corresponding to the suspension cylinders 10-16, respectively. As the rotary actuators 650 to 656, the variable displacement swash plate type rotary actuators 520 to 526 in the above-described embodiment, in which the inclination angle of the swash plate 560 is constant, can be used. Further, the inclination angle of the swash plate 560 can be made constant, or the capacity can be made constant by having vanes and gears.

  In the roll control device 660, the rotary actuators 650 and 654 belong to the left group 662 and the rotary actuators 652 and 656 belong to the right group 664. In the left group 662, the drive shaft 670 is common, and in the right group 664, the drive shaft 672 is common. Between these drive shafts 670 and 672, a transmission 700 is provided for connecting them in a state of rotating in opposite directions. When the drive shafts 670 and 672 rotate in directions opposite to each other, the working fluid flows out from the suspension cylinder in one of the left group and the right group 662 and 664, and the working fluid flows into the suspension cylinder in the other group. In this state, the rotary actuators 650 to 656 and the transmission 700 are provided.

The transmission 700 can adjust the gear ratio steplessly (continuously). For example, the transmission 700 is engaged with a pair of pulleys, a belt stretched between them, and one pulley. It may include a gear and a radius changing device that changes a radius over which at least one V-belt of the pair of pulleys is stretched. One of the drive shafts 670 and 672 is connected to the other pulley, and the other is connected to one pulley (gear). By adjusting the radius at which at least one V-belt of the pair of pulleys is stretched by the radius changing device, the ratio of the radius of the pair of pulleys is changed, and the gear ratio is changed.
In the transmission 700, between a pulley with a small radius and a pulley with a large radius, a pulley with a large radius has a smaller rotational angular velocity (slower), and a greater rotational torque is transmitted.

  In other words, in the transmission 700, if the rotational speed of the rotary actuator with the higher hydraulic pressure of the suspension cylinder is increased and transmitted to the rotary actuator with the lower hydraulic pressure, the rotary actuators 650 to 650 can be transmitted. Even if the rotational torque applied to 656 is different, the rotary actuators 650 to 656 can be brought into the non-rotating state. The speed ratio in this case is controlled to a magnitude based on the acceleration acting on the vehicle body side portion 182.

For example, during a left turn, the gear ratio of the transmission 700 is controlled based on the lateral acceleration, and the rotational speed of the drive shaft 670 of the rotary actuators 520 and 524 of the left group 662 on the turn inner ring side is reduced to turn the outer turning wheel. If it is transmitted to the drive shaft 672 of the rotary actuators 522 and 526 of the right side group 664 that is the side, the rotation of the rotary actuators 650 to 656 can be suppressed during the left turn, and the roll can be suppressed. .
In this state, when road surface input occurs and the hydraulic pressure of any of the suspension cylinders 10 to 16 increases, the balance between the left group 662 and the right group 664 is lost, and the rotary actuators 650 to 656 are rotated. The exchange of hydraulic fluid between 10 and 16 is allowed, and the operation of the suspension cylinders 10 to 16 is allowed.

  The same applies to the pitch control device 710. The left and right front wheel rotary actuators 650 and 652 are connected by a drive shaft 712, and the left and right rear wheel rotary actuators 654 and 656 are connected by a drive shaft 714, and these drive shafts 712 and 714 are connected. A transmission 700 is provided between the two. The ratio between the rotational speed of the drive shaft 712 of the rotary actuators 650 and 652 belonging to the front group 716 and the rotational speed of the drive shaft 714 of the rotary actuators 654 and 656 belonging to the rear group 718 is controlled based on the longitudinal acceleration. Thus, these rotations are suppressed.

The same applies to the articulation control device 722. The rotary actuators 650 and 656 corresponding to the suspension cylinders 10 and 16 of the left front wheel 250 and the right rear wheel 256 belong to the first diagonal group 724, the right front wheel 252 and the left rear wheel. The rotary actuators 652 and 654 corresponding to the suspension cylinders 12 and 14 of the wheel 254 belong to the second diagonal group 726. The drive shafts 730 and 732 of the first diagonal group 724 and the second diagonal group 726 are connected via the transmission 700. When the gear ratio is 1, as in the case of the above-described embodiment, an apparent increase is made between a pair of diagonal wheel suspension cylinders and another pair of diagonal wheel suspension cylinders. The hydraulic fluid is exchanged and articulation is allowed.
On the other hand, if the gear ratio is set to a value other than 1, for example, the rotational speed of the drive shaft 730 of the first diagonal group 724 is larger than the rotational speed of the drive shaft 732 of the second diagonal group 726 (first pair). If the rotational speed of the drive shaft 730 of the angle group 724 is reduced and transmitted to the drive shaft 732 of the second diagonal group 726), the rotation of the drive shaft 732 of the second diagonal group 726 in the balanced state The torque becomes larger than the rotational torque of the drive shaft 730, and the hydraulic pressure of the suspension cylinders 12 and 14 of the second diagonal group 726 is changed to the right rear wheel 256 and left of the first diagonal group 724. The hydraulic pressure of the suspension cylinders 10 and 16 of the front wheel 250 can be made larger, and the loads of the left rear wheel 254 and the right front wheel 252 can be made larger than the loads of the left front wheel 250 and the right rear wheel 256.

In the heave control device 740, the rotary actuators 650 to 656 are connected by a common drive shaft 742, and in the operating state, the hydraulic fluid is exchanged between the suspension cylinders 10 to 16 and the accumulator 622.
In the present embodiment, a gear ratio control unit is configured by the controller 630 and the like.

Note that the transmission 700 included in the articulation control device 722 is not necessarily a continuously variable transmission. The gear ratio may be changed step by step.
Further, the articulation control device may have a structure shown in FIG. The articulation control device 750 includes a rotary actuator 752 provided between the left front wheel suspension cylinder 10 and the right front wheel suspension cylinder 12, and a right rear wheel suspension cylinder 16 and a left rear wheel suspension cylinder 14. A rotary actuator 754 provided in between, a common drive shaft 756, an electric motor 758 connected to the drive shaft 756, and an electromagnetic clutch 760 are included.
In this embodiment, when the hydraulic fluid flows from the left front wheel suspension cylinder 10 to the right front wheel suspension cylinder 12, the hydraulic fluid flows from the right rear wheel suspension cylinder 16 to the left rear wheel suspension cylinder 14 in a state where the rotary fluid flows. Actuators 752 and 754 and a drive shaft 756 are provided. The electric motor 758 can rotate in both forward and reverse directions, and the electromagnetic clutch 760 can be switched between a connected state and a disconnected state.
The rotary actuator 752 is rotated by the higher hydraulic pressure of the left and right front wheel suspension cylinders 10 and 12, and the rotary actuator 754 is rotated by the higher hydraulic pressure of the left and right rear wheel suspension cylinders 14 and 16. It is rotated by hydraulic pressure.

In the disengaged state of the electromagnetic clutch 760, for example, when the rotary actuator 752 is rotated due to an increase in the hydraulic pressure of the suspension cylinder 10 of the left front wheel, the rotary actuator 754 is also rotated accordingly. As a result, the working fluid flows from the left front wheel suspension cylinder 10 to the right front wheel suspension cylinder 12 and from the right rear wheel suspension cylinder 16 to the left rear wheel suspension cylinder 14. Thereby, the relative displacement in the vertical direction of one wheel is allowed.
If the electromagnetic clutch 760 is in the connected state and rotational torque is applied by the electric motor 758, either the load on the left front wheel 250 or the right rear wheel 256 or the load on the right front wheel 252 or the left rear wheel 243 is increased. Can do. For example, the electric motor 758 causes the drive shaft 756 to flow from the suspension cylinders 12 and 14 of the right front wheel 252 and the left rear wheel 254 toward the suspension cylinders 10 and 16 of the left front wheel 250 and the right rear wheel 256. If rotational torque that makes rotation difficult is applied, the load on the right front wheel 252 and the left rear wheel 254 can be increased, and the load on the left front wheel 250 and the right rear wheel 256 can be decreased. If the rotational torque of the electric motor 758 is reversed, the loads on the left front wheel 250 and the right rear wheel 256 can be increased, and the loads on the right front wheel 252 and the left rear wheel 254 can be decreased.

  In the above embodiment, the rotary actuators 752 and 754 are provided between the left and right front wheel suspension cylinders 10 and 12 and between the left and right rear wheel suspension cylinders 14 and 16, respectively. It can also be provided between the cylinders 10 and 14 and between the left and right front and rear suspension cylinders 12 and 16, respectively. Also in this case, it is possible to control the load of the wheel at the diagonal position while allowing articulation.

Further, instead of the articulation control device or in addition to the suspension device in each of the above embodiments, a roll stiffness distribution control device and a pitch stiffness distribution control device can be provided. An example is shown in FIG.
In the present embodiment, a roll stiffness distribution control device 800 and a pitch stiffness distribution control device 802 are provided.
The roll stiffness distribution control device 800 is provided between the front rotary actuator 810 provided between the suspension cylinders 10 and 12 of the left and right front wheels 250 and 252 and the suspension cylinders 14 and 16 of the left and right rear wheels 254 and 256. A side rotary actuator 812 and a transmission 818 provided between the drive shafts 814 and 816 are included. The transmission 818 is the same as the transmission 700 in the above-described embodiment, and connects the drive shafts 814 and 816 to be rotatable in opposite directions. The transmission 818 can change the gear ratio continuously.
In the rotary actuators 810 and 812 and the transmission 818, the hydraulic fluid flows from the left and right suspension cylinders to the other and the same suspension cylinder in the front rotary actuator 810 and the rear rotary actuator 812. Connected in state. For example, when the hydraulic fluid flows from the right front wheel suspension cylinder 12 to the left front wheel suspension cylinder 10 in the front rotary actuator 810, the rear rotary actuator 812 moves from the right rear wheel suspension cylinder 16 to the left rear wheel. The hydraulic fluid is provided so as to flow toward the suspension cylinder 14.

  For example, in a right turn, when the load on the right side on the turning inner ring side decreases and the load on the left side on the turning outer ring side increases, the left suspension cylinder 10 in each of the rotary actuators 810 and 812. , 14 flows to the right suspension cylinders 12, 16. In this case, if the rotational speed of the front rotary actuator 810 is smaller than that of the rear rotary actuator 812 under the control of the transmission 818 (the rotational speed of the rear rotary actuator 812 is reduced and the front rotary actuator 812 is reduced). If it is transmitted to the actuator 810), the rotational torque of the front rotary actuator 810 is larger than the rotational torque of the rear rotary actuator 812 in the balanced state. The roll rigidity on the front wheel side is larger than the roll rigidity on the rear wheel side, and the roll rigidity distribution is on the front side, so that the convergence property during turning can be improved (understeer tendency). Conversely, the rotational speed of the front rotary actuator 810 is larger than that of the rear rotary actuator 812 (so that the rotational speed of the rear rotary actuator 812 is increased and transmitted to the front rotary actuator 810). In this case, the roll rigidity on the front wheel side can be made smaller than the roll rigidity on the rear wheel side, and the roll rigidity distribution can be made from the rear, so that the turning ability during turning can be improved (oversteer tendency).

The pitch stiffness distribution control device 802 is provided between the left rotary actuator 820 provided between the suspension cylinders 10 and 14 of the left front and rear wheels 250 and 254 and the suspension cylinders 12 and 16 of the right front and rear wheels 252 and 256. The right rotary actuator 822 and a transmission 828 provided between the drive shafts 824 and 826 are included.
In the pitch stiffness distribution control device 812, the left and right rotary actuators 820 and 822 and the transmission 828 are moved from the same side of the front and rear wheels to the other same side in the left and right rotary actuators 820 and 822, respectively. In other words, when hydraulic fluid flows from the front wheel suspension cylinder 10 toward the rear wheel suspension cylinder 14 in the left rotary actuator 820, the front suspension cylinder 12 to the rear wheel suspension cylinder 16 in the right rotary actuator 822. It is connected in a state where the hydraulic fluid flows toward.
In this case, for example, if the rotational speed of the left rotary actuator is reduced (increase the rotational torque) between the left and right rotary actuators 820 and 822, the pitch rigidity of the left side can be increased. The pitch stiffness distribution can be made from the left. As a result, it is possible to reduce the change in the ground contact load on the right side, and to suppress a decrease in braking torque when braking is performed while traveling on a straddle road where the right road surface μ is low (when antilock control is performed). Can be effective.

Yet another embodiment of the present invention is shown in FIGS. In the present embodiment, rotary actuator pairs 850 to 856 are provided corresponding to the suspension cylinders 10 to 16 of the respective wheels. The rotary actuator pairs 850 to 856 have the same configuration, and each include two rotary actuators. One rotary actuator 860 to 866 is connected to the suspension cylinders 10 to 16 and has a constant capacity, and the other rotary actuator 870 to 876 is connected to the accumulator 868 and is of a variable capacity type.
The rotary actuators 860 to 866 are referred to as suspension rotary actuators because they are connected to the suspension cylinders 10 to 16 provided between the wheel side portion 180 and the vehicle body side portion 182. The rotary actuators 870 to 876 are Since it has a function as a load adjusting device, it is called a load adjusting rotary actuator. The load adjusting rotary actuators 870 to 876 may have the same structure as the rotary actuator in the above embodiment.
In the present embodiment, the two rotary actuators belonging to the rotary actuator pair 850 to 856 are connected by a common drive shaft 890 to 896. The suspension rotary actuators 860 to 866 are communicated with each other through a liquid passage 898, and the load adjustment rotary actuators 870 to 876 are communicated with each other through a liquid passage 900.
The suspension rotary actuators 860 to 866 and the load adjustment rotary actuators 870 to 876 are connected in a state where the liquid is supplied from the reservoir 902 to the accumulator 868 when the liquid flows out of the suspension cylinders 10 to 16. . Hereinafter, the rotary actuator pair 850 will be described, and description of the other rotary actuator pairs will be omitted.

The hydraulic pressure of the suspension cylinder 10 is applied to the suspension rotary actuator 860, and the hydraulic pressure of the accumulator 868 is applied to the load adjustment rotary actuator 870. When the magnitude of the rotational torque by these is the same, the drive shaft 890 does not rotate.
When the capacity of the load adjusting rotary actuator 870 is large, the load applied to the suspension rotary actuator 860 becomes larger than when the capacity is small, and the suspension rotary actuator 860 is difficult to rotate when the hydraulic pressure of the suspension cylinder 10 is the same. Become. Further, when the capacity of the load adjusting rotary actuator 870 is large, the hydraulic fluid flows more easily from the accumulator 868 toward the reservoir 902 than when the capacity is small.
The load adjusting rotary actuators 870 to 876 are controlled based on a command from the controller 908. The controller 908 is connected to a longitudinal acceleration sensor 354, a lateral acceleration sensor 356, vehicle height sensors 346 to 352 provided for each wheel, and a load adjusting rotary actuator 870 to 876.

The capacity of each of the load adjustment actuators 870 to 876 is the same as that of all rotary actuator pairs 850 in a steady state of the vehicle (when the load is in a standard state and the vehicle is stopped on a substantially horizontal road surface or traveling straight at a constant speed). ˜856 is sized to be kept inactive. In other words, the rotational torque applied to the load adjustment actuators 870 to 876 by the hydraulic pressure of the accumulator 868 is the same as the rotational torque applied to the suspension rotary actuators 860 to 866 by the hydraulic pressure of the suspension cylinders 10 to 16. It is made to become.
For example, in a steady state of the vehicle, the capacity is reduced for a wheel in which the relative displacement between the wheel side portion and the vehicle body side portion in each of the wheels 250 to 256 is larger than a standard value, and the capacity is reduced for a wheel in which the relative displacement is smaller than the standard value. Enlarge. Accordingly, the vehicle posture can be set to a standard posture (for example, a substantially horizontal posture).

In this state, when the relative distance between the wheel side portion and the vehicle body side portion of the left front wheel 250 decreases due to road surface input or the like, the hydraulic pressure of the suspension cylinder 10 increases and the suspension rotary actuator 860 rotates. Thereby, the load adjusting rotary actuator 870 is rotated. The liquid flows out from the suspension cylinder 10 and is supplied to the accumulator 868 by the operation of the load adjusting rotary actuator 870. In addition, when the hydraulic pressure of the accumulator 868 increases, the rotary actuator for load adjustment is rotated in the other rotary actuator pair, and the corresponding rotary actuator for rotation is rotated. As a result, liquid is supplied to the other suspension cylinders 12 to 16, and transmission of vibration to the side of the vehicle body when the vertical displacement of the left front wheel 250 occurs can be suppressed.
As described above, the suspension rotary actuators 860 to 866 may be driven by the hydraulic pressure of the suspension cylinders 10 to 16 or may be driven by the load adjustment rotary actuators 870 to 876. Further, the load adjusting rotary actuators 870 to 876 may be rotated by the suspension rotary actuators 860 to 866, or may be operated by the hydraulic pressure of the accumulator 868. In other words, any of the suspension and load adjustment rotary actuators 860 to 866 and 870 to 876 functions as a motor or a pump.

During a right turn, the hydraulic pressure of the suspension cylinders 10 and 14 of the left wheel, which is the outer turning wheel, is increased, and the hydraulic pressure of the suspension cylinders 12, 16 of the right wheel, which is the inner wheel of rotation, is decreased. Accordingly, the suspension rotary actuators 860 and 864 are rotated. Further, the hydraulic fluid discharged from the rotary actuators 860 and 864 is supplied to the accumulator 868 by the load adjustment rotary actuators 870 and 874, and the load adjustment rotary actuators 872 and 876 are rotated by the hydraulic pressure on the accumulator side. The liquid is supplied to the suspension cylinders 12 and 16 by the operation of the rotary actuators 862 and 866. In this way, the transfer of hydraulic fluid between the suspension cylinders 10 and 14 and the suspension cylinders 12 and 16 is permitted, and the roll is permitted.
In this case, as shown in FIG. 35, the capacity of the load adjusting rotary actuators 870 and 874 is made larger than the capacity of the load adjusting rotary actuators 872 and 876. The suspension rotary actuators 860 and 864 are hardly rotated by the hydraulic pressure of the suspension cylinders 10 and 14, and the load adjusting rotary actuators 872 and 876 are hardly rotated by the hydraulic pressure of the accumulator 868. All of the rotary actuator pairs 850 to 856 are kept in the non-operating state, and the roll is suppressed, so that the supporting force of the turning outer ring is increased.

The ratio between the capacity of the load adjusting rotary actuators 870 and 874 and the capacity of the load adjusting rotary actuators 872 and 876 is determined based on the lateral acceleration.
In the state where the rotation of the rotary actuator is suppressed based on the lateral acceleration, when the hydraulic pressure of at least one of the front, rear, left and right suspension cylinders increases due to road input, the corresponding suspension rotary actuator is rotated, The load adjusting rotary actuator is rotated. As a result, the other rotary actuator for load adjustment and the rotary actuator for suspension are also rotated, and exchange of hydraulic fluid between the suspension cylinders is allowed. Thereby, the relative displacement in the vertical direction due to road surface input is allowed. When road surface input occurs during roll suppression, relative displacement in the vertical direction due to road surface input is allowed.

Further, when the pitch is suppressed during braking, the capacity of the front wheel side load adjusting rotary actuators 870 and 872 is reduced based on the longitudinal acceleration applied to the vehicle body side portion 182 as shown in FIG. The capacity is larger than the capacity of the wheel side load adjusting rotary actuators 874 and 876.
When heave occurs, hydraulic fluid is exchanged between the suspension cylinders 10 to 16 and the accumulator 868 via the suspension rotary actuators 860 to 866.

  Further, when the vehicle height is increased, as shown in FIG. 37, the capacities of all the load adjusting rotary actuators 870 to 876 are increased. As a result, the load adjusting rotary actuators 870 to 876 are rotated by the hydraulic pressure of the accumulator 868, whereby the suspension rotary actuators 860 to 866 are rotated, and hydraulic fluid is supplied from the reservoir 902 to the suspension cylinders 10 to 16. Is done. Thereby, the amount of hydraulic fluid in the hydraulic chamber 24 of the suspension cylinders 10 to 16 of each wheel can be increased, and the vehicle height can be increased.

  When it is necessary to increase the load, the capacity of the load adjusting rotary actuator corresponding to the two wheels at the diagonal positions including the wheel is increased. For example, when it is necessary to increase the load on the left front wheel, the capacity of the load adjusting rotary actuators 870 and 876 corresponding to the left front wheel and the right rear wheel is increased as shown in FIG. The load applied to the suspension rotary actuators 860 and 866 increases, and it becomes difficult to rotate even if the hydraulic pressure of the suspension cylinders 10 and 16 increases. Thereby, the maximum hydraulic pressure of the suspension cylinders 10 and 16 can be increased, and the load can be increased.

  Thus, in this embodiment, the change in the posture of the vehicle can be controlled by the operation of the rotary actuator. In addition, the vehicle height can be adjusted and the ground load can be controlled. Furthermore, the roll, pitch, and articulation can be controlled separately by controlling the rotary actuator. Further, it is possible to allow the vertical relative displacement caused by road surface input while suppressing the vertical relative displacement caused by the acceleration applied to the vehicle body side portion.

In the above embodiment, in each rotary actuator pair 850 to 856, the two rotary actuators are connected so as to be integrally rotatable, but can be connected via a transmission. It is not always necessary for the transmission to have a variable gear ratio. For example, if the load adjusting rotary actuator is connected in a state where the rotational speed of the load adjusting rotary actuator is smaller than the rotational speed of the suspension rotary actuator, the hydraulic pressure of the accumulator can be reduced, and the size can be reduced.
Moreover, as shown in FIG. 39, each suspension spring 910-916 can also be provided between a wheel side part and a vehicle body side part in series with the suspension cylinders 10-16. In the present embodiment, the accumulator 868 is not provided. Since the heave is allowed by the elastic deformation of the suspension springs 910 to 916, it is not necessary to provide the accumulator 868. In this embodiment, since the load adjustment rotary actuators 870 to 876 are communicated with each other on the high pressure side, the load adjustment rotary actuators 870 to 877 can be controlled by controlling the capacity of the load adjustment rotary actuators 870 to 877 without the accumulator 868. In the state, the posture of the vehicle can be kept almost horizontal. Further, the roll control, the pitch control, and the like are performed in the same manner as in the above embodiment.
Furthermore, in order to attenuate the vibrations of the suspension springs 910 to 916, a damping force generator (shock absorber) can be provided in parallel with the suspension spring and the suspension cylinder provided in series.

  Another embodiment of the present invention is shown in FIGS. In the present embodiment, a shock absorber as a suspension cylinder 940 to 946 is provided between the wheel side portion 180 and the vehicle body side portion 182 corresponding to each wheel. Corresponding to the shock absorbers 940 to 946, suspension rotary actuators 950 to 956 each having a function as a motion conversion device are provided, and load adjusting rotary actuators 960 to 966 are provided corresponding to the suspension rotary actuators 950 to 956. It is done. A pair of rotary actuators 970 to 976 including suspension rotary actuators 950 to 956 and load adjusting rotary actuators 960 to 966 is provided for the shock absorbers 940 to 946.

Each of the shock absorbers 940 to 946 includes a housing 980 and a piston 982, the housing 980 is provided on the vehicle body side portion 182 so as not to be relatively movable in the vertical direction, and the piston 982 is provided on the wheel side portion 180 in the vertical direction. It is provided so that relative movement is impossible. A piston 982 is fitted into the housing 980 in a fluid-tight and slidable manner. The side opposite to the hydraulic chamber 984 formed by the piston 982 and the housing 980 is open to the atmosphere. A through hole extending in the axial direction is not formed in the piston 982, and an accumulator 985 is connected to the hydraulic pressure chamber 984 through a throttle 985a. By the operation of the piston 982, the hydraulic fluid is exchanged between the hydraulic chamber 984 and the accumulator 985, and a damping force is generated according to the flow rate of the hydraulic fluid between them.
A rack 987 is provided on the outer peripheral portion of the piston rod 986 of the piston 982, and a pinion 988 provided to the housing 980 so as to be relatively rotatable is engaged therewith. The pinion 988 is rotated as the piston 982 moves relative to the housing 980. Rotary actuators 960 to 966 are connected to the pinion 988. The pinion 988 and the rotary actuators 960 to 966 are integrally rotatable. In the present embodiment, the suspension rotary actuators 950 to 956 are configured by pinions 988 and the like engaged with racks 986 provided corresponding to the respective shock absorbers 940 to 946.

The load adjustment rotary actuators 960 to 966 are variable in capacity, and are provided between the accumulator 990 and the reservoir 992. The load adjusting rotary actuators 960 to 966 are rotated in accordance with the rotation of the pinion 988 or are operated by the hydraulic pressure of the accumulator 990 to rotate the pinion 988. Further, the load applied to the suspension rotary actuators 950 to 956 is controlled by controlling the capacity of the load adjustment rotary actuators 960 to 966.
In the present embodiment, the shock absorbers 940 to 946 are not communicated with each other by the liquid passage, and the load adjusting rotary actuators 960 to 966 are communicated with each other by the liquid passage 998.
Further, the suspension rotary actuators 950 to 956 and the load adjustment rotary actuators 960 to 966 are relative to each other between the wheel side portion 180 and the vehicle body side portion 182 with respect to the housing 980 in the shock absorbers 940 to 946. When the displacement is relatively moved in the direction of decreasing the displacement, the reservoir 992 is connected to the accumulator 990 in a state of being rotated in the direction in which the liquid is supplied. This can be considered to be the same as when liquid flows out from the shock absorber when the shock absorber is increased in pressure when the shock absorbers are connected by a liquid passage.

In a steady state of the vehicle, the capacity of each load adjusting rotary actuator 960 to 966 is controlled in the same manner as in the above embodiment.
In this state, for example, when the hydraulic pressure of the shock absorber 940 of the left front wheel 250 increases, the pinion 988 of the suspension rotary actuator 850 is rotated, and the load adjustment rotary actuator 960 is rotated. Thereby, the liquid is pumped up from the reservoir 992 and supplied to the accumulator 990. Due to the fluid pressure in the fluid passage 998, the other load adjusting rotary rear accumulators 962 to 966 are rotated, and the suspension rotary actuators 852 to 856 are actuated. The wheel is moved in the direction in which the relative distance in the vertical direction between the wheel side portion 180 and the vehicle body side portion 182 increases. Thus, the vertical movement of the left front wheel 250 caused by road surface input is allowed.

Moreover, roll suppression control and pitch suppression control are performed similarly to the case in the said embodiment. For example, during a right turn, as shown in FIG. 41, the capacity of the load adjusting rotary actuators 960 and 964 for the left front wheel 250 and the left rear wheel 254 on the outer turning wheel side is set to the right front wheel 252 and the right rear wheel on the turning inner wheel side. During the braking operation, the capacity of the load adjusting rotary actuators 960 and 962 of the left and right front wheels 250 and 252 is set to be larger than the capacity of the load adjusting rotary actuators 962 and 966 of the wheel 256, as shown in FIG. , 256 of the load adjusting rotary actuators 964,966.
Further, when the vehicle height is increased, as shown in FIG. 43, when the capacity of all the load adjusting rotary actuators 960 to 966 is increased and the ground loads of the left front wheel 250 and the right rear wheel 256 are increased. 44, the capacity of the load adjusting rotary actuators 960 and 964 at the diagonal positions is made larger than the capacity of the load adjusting rotary actuators 962 and 966 at the other diagonal positions.
As shown in FIG. 45, the suspension springs 1000 to 1006 can be provided in series with the shock absorbers 940 to 946. Also in this embodiment, the accumulator 990 is not provided.

In the above embodiment, the suspension rotary actuators 950 to 956 are provided so as to be operable according to the operation of the suspension cylinders 940 to 946 as shock absorbers, but the suspension cylinders 940 to 946 are not essential. The suspension rotary actuators 950 to 956 may be provided so as to be operable in association with the relative movement in the vertical direction between the wheel side portion 180 and the vehicle body side portion 182. For example, a rack is provided on the wheel side portion 180 as a first member that cannot be moved in the vertical direction, and a pinion is provided on the vehicle body side portion 182 as a second member that cannot be relatively moved in the vertical direction so as to be relatively rotatable. Accordingly, the suspension rotary actuator is provided to be rotated. In this case, it is desirable to provide a guided portion on one of the first member and the second member and to provide a guide portion on the other.
Further, conversely, the rack may be provided on the second member and the pinion may be provided on the first member. Moreover, it can also be set as the suspension cylinders 10-16 instead of the suspension cylinders 940-946.

Yet another embodiment of the present invention is shown in FIGS. In the present embodiment, suspension cylinders 10 to 16 provided corresponding to the respective wheels 250 to 256 are attached between the lower arm 1010 included in the wheel side portion 180 and the vehicle body side portion 182. The lower arm 1010 extends in the width direction of the vehicle, and is coupled to the wheels 250 to 256 and the vehicle body side portion 180 so as to be swingable at least in the vertical direction. A held portion (also referred to as a mounted portion) 1012 of the suspension cylinders 10 to 16 on the lower arm 1010 can be moved relative to the lower arm 1010 in the vehicle width direction by the held portion moving devices 1020 to 1026. The held portion moving devices 1020 to 1026 include a guide member 1030, an electric motor 1032 as a drive source, a motion conversion device 1034 that converts rotation of the electric motor 1032 into linear motion, and the like. The motion conversion device 1034 has, for example, a ball screw mechanism, and the piston rod 22 of the suspension cylinders 10 to 16 is engaged with a nut portion so as to be relatively movable in the axial direction.
The guide member 1030 provided on the lower arm 1010 is in a state where the relative distance between the lower arm 1010 and the mounting portion 1036 of the suspension cylinders 10 to 16 to the vehicle body side portion 182 does not change, that is, the lower arm 1010 and the vehicle body side portion 182. When the relative distance between them is the same, the guide surface 1038 is curved with respect to the vehicle width direction so that the length of the suspension cylinders 10 to 16 is not changed by moving the held portion 1012 (for example, Arc).

When the position of the held portion 1012 with respect to the lower arm 1010 of the suspension cylinders 10 to 16 is on the wheel side of the lower arm 1010 (when the arm is long), it is on the vehicle body side (close to the center in the vehicle width direction). In the case where the arm is short), the suspension cylinders 10 to 16 are less likely to operate when the force applied between the lower arm 1010 and the vehicle body side member is the same. In other words, when the load applied to the wheel is the same and the hydraulic pressure of the suspension cylinder is the same, the relative displacement in the vertical direction is less likely to occur when the arm is long than when the arm is short. Becomes larger.
In the present embodiment, the ratio of the arm lengths for the wheels 250 to 256 is controlled based on the acceleration acting on the vehicle body side portion 182. The length of the arm is the effective length of the arm, and as shown in FIG. 47, is the distance in the direction perpendicular to the line of action of the force applied by the suspension cylinder from the mounting portion 1039 to the vehicle body side portion 182 of the lower arm 1010. .
The hydraulic chambers 24 of the suspension cylinders 10 to 16 are communicated with each other by a liquid passage 1040, and an accumulator 1042 is provided in the liquid passage 1040.

In the present embodiment, the operation is the same as in the embodiment shown in FIGS.
The length of the arm of each wheel is adjusted so that the vehicle body side portion 182 is in a substantially horizontal posture in the steady state of the vehicle. Based on the detection value from the vehicle height sensor provided on each wheel, the effective length of the arm is increased for wheels smaller than the standard vehicle height, and is shortened for wheels larger than the standard vehicle height.
In this state, when the relative distance between the wheel side portion and the vehicle body side portion of the left front wheel 250 is reduced due to road surface input, the liquid in the suspension cylinder 10 flows out to the suspension cylinders 12 to 16 via the liquid passage 1040. The hydraulic fluid is supplied and the hydraulic fluid is allowed to be exchanged between the suspension cylinders 10 to 16.

During turning and braking, the arm ratio is controlled based on the acceleration applied to the vehicle body side portion 182 as in the above embodiment.
For example, when a right turn occurs, as shown in FIG. 47, the effective length of the arms of the suspension cylinders 10 and 14 of the turning outer ring is made longer than that of the suspension cylinders 12 and 16 of the turning inner ring. The arm ratio is increased for the turning outer ring and the arm ratio is decreased for the turning inner ring. In this way, the suspension support force on the turning outer wheel side can be made larger than the support force on the turning inner wheel side without changing the hydraulic pressure of the system, and the roll can be suppressed. In this state, when the hydraulic pressure of the suspension cylinder 10 of the left front wheel increases due to road surface input, liquid can be exchanged with the other suspension cylinders 12 to 16 via the liquid passage 1040, and road input can be performed. The resulting relative displacement in the vertical direction is allowed.
During braking, as shown in FIG. 48, the effective length of the arms of the suspension cylinders 10 and 12 for the front wheels is made longer than that of the suspension cylinders 14 and 16 for the rear wheels, and the arm ratio on the front wheels side is increased. Reduce the arm ratio on the side.

When increasing the vehicle height, as shown in FIG. 49, the effective lengths of the arms of the suspension cylinders of all the wheels are made longer than in the steady state. As a result, the support force of the suspension cylinders 10 to 16 is greater than that in the steady state, so that the fluid pressure in the fluid passage 1040 is lower when the load applied to the wheels is the same, and the hydraulic fluid in the accumulator 1042 is transferred to the suspension cylinders 10 to 16. To be supplied. As a result, the vehicle height increases.
When increasing the load, the effective length of the arm is set to be longer than the effective length of the opposite diagonal wheel including the wheel that increases the load. If the arm ratio is increased for diagonal wheels including wheels that increase the load, the support force by the suspension cylinder can be increased, and the load can be increased.

  Thus, in this embodiment, the attitude of the vehicle can be controlled separately by changing the effective length of the arms of the suspension cylinders 10 to 16 provided on each wheel. Further, when turning, braking, etc., rolls, pitches, and the like can be suppressed by controlling the arm ratio of the left and right wheels and the front and rear wheels. Furthermore, even when the arm ratio is controlled based on the acceleration, since the hydraulic fluid is allowed to be exchanged between the suspension cylinders via the liquid passage 1040, the relative displacement in the vertical direction caused by road surface input or the like is reduced. Can be tolerated.

In the above embodiment, the held portion on the lower arm 1010 side of the suspension cylinders 10 to 16 is movably held, but the held portion on the vehicle body side portion 182 side can also be moved. The effective length of the arm can be changed by moving the held portion on the side of the vehicle body.
Further, as shown in FIG. 51, suspension springs 1050 to 1056 can be provided in series with the suspension cylinders 10 to 16. In this embodiment, the retainer that holds the suspension spring is moved relative to the lower arm 1010. A shock absorber can be provided in parallel with the suspension spring and the suspension cylinder.

Although various aspects have been described above, the rotary actuator is not limited to a swash plate type, and may be provided with a vane or a gear.
In addition, the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

It is a figure which shows notionally the principal part of the suspension apparatus which is one Example of claimable invention. It is a block diagram showing the system relevant to the roll of the suspension apparatus shown in FIG. It is a block diagram showing the system relevant to the pitch of the suspension apparatus shown in FIG. It is a figure for demonstrating the principle of the said suspension apparatus. It is a figure for demonstrating the principle of the said suspension apparatus. It is a figure for demonstrating the principle of the said suspension apparatus. It is a figure for demonstrating the principle of the said suspension apparatus. It is a figure for demonstrating the principle of the said suspension apparatus. It is a figure for demonstrating the action | operation of the said suspension apparatus. It is a figure for demonstrating the action | operation of the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another Example. It is a figure which shows an example of the guide mechanism of the movable plate in the said suspension apparatus. It is a block diagram which shows the control apparatus of the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another Example. It is a figure for demonstrating the action | operation of the said suspension apparatus. It is a figure for demonstrating the action | operation of the said suspension apparatus. It is a figure for demonstrating the action | operation of the said suspension apparatus. (A) of this figure is a top view which shows notionally the principal part of the suspension apparatus which is another Example, (b) is a side view which shows conceptually the roll pitch control apparatus of the suspension apparatus. is there. It is front sectional drawing which shows the said roll pitch control apparatus. (A), (b) of this figure is a figure for demonstrating the action | operation of the suspension apparatus of FIG. 18 (a), (b). It is a figure for demonstrating the action | operation of the suspension apparatus of FIG. (A), (b) of this figure is a figure for demonstrating the action | operation of the suspension apparatus of FIG. 18 (a), (b). (A), (b) of this figure is a figure for demonstrating the action | operation of the suspension apparatus of FIG. 18 (a), (b). (A), (b) of this figure is a figure for demonstrating the action | operation of the suspension apparatus of FIG. 18 (a), (b). (A), (b) of this figure is a figure for demonstrating the action | operation of the suspension apparatus of FIG. 18 (a), (b). It is a perspective view which shows notionally the principal part of the suspension apparatus which is another Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another Example. It is sectional drawing of the rotary actuator of the said suspension apparatus. It is a figure for demonstrating the action | operation of the said suspension apparatus. It is a figure which shows an example of control of the rotary actuator in the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows an example of control of the said suspension apparatus. It is a figure which shows notionally the principal part of the suspension apparatus which is another one Example.

Explanation of symbols

10, 12, 14, 16, 940, 942, 944, 946: Suspension cylinder 18: Housing 20: Piston 22: Piston rod 24: Liquid chamber 30: Roll control device 32: Pitch control device 34: Articulation control device 36 : Heave control device 40, 42: Control cylinder 44: Large diameter part 46: Small diameter part 48: Stepped piston 50: Housing 52, 54: Liquid chamber 56: Piston rod 60: Lever 62: Support shaft 64, 66: Arm part 70: Movable member 72: Guide 74: Ball screw 76: Actuator 80, 82, 84, 86: Fluid passage 88: Actuator 250: Left front wheel 252: Right front wheel 256: Left rear wheel 258: Right rear wheel 262: Car body 298: Roll pitch Control device 300: support member 302, 304, 306, 308: control cylinder 310: piston rod 312: movable plate 314: fixed guide 316: movable guide 318: movable member 324: first drive device 330: second drive device 332: Support member 370: Shock absorber 372: Suspension spring 374: Wheel holding member 400: Roll / pitch control device 402: Bracket 404: Hub member 406: Rotating arm 408: Movable member 414: Drive device 420: Control cylinder 436: Actuator 438 : Lever body 450: Roll / pitch control device 452: Support rod 456, 458, 460, 462: Torsion bar 464: Main body portion 466 and 468: Arm portion 70, 472, 474, 476: shock absorber 510, 660: roll control device 512, 710: pitch control device 520-526, 650-656, 752,754, 810, 812, 820, 822, 860-866, 870 876, 950-956, 960-966: Rotary actuators 530, 670, 672, 712, 714, 756, 812, 814, 824, 826: Drive shaft 700, 818, 828: Transmission 750: Articulation control device 758 Electric motor 760: electromagnetic clutch 800: roll stiffness distribution control device 802: pitch stiffness distribution control device

Claims (20)

A suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle,
A suppressor that suppresses a first relative displacement that is a relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion caused by acceleration acting on the vehicle body side portion;
During the suppression of the first relative displacement by the suppression unit, a second relative displacement that is a relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion not caused by the acceleration is allowed. A vehicle suspension system comprising: A plurality of suspension cylinders disposed between a wheel side portion and a vehicle body side portion of the vehicle and operated in accordance with a relative displacement in a vertical direction between the vehicle body side portion and the wheel side portion;
A liquid passage allowing liquid flow from one of the plurality of suspension cylinders to another;
While suppressing the flow of the liquid in the liquid passage based on the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion due to the acceleration acting on the vehicle body side portion, Including a flow control device that allows liquid flow in the liquid passage based on relative displacement between the vehicle body side portion and the wheel side portion not caused by acceleration acting on the portion, and the flow of the liquid in the flow control device A portion to be suppressed constitutes the suppression portion in cooperation with the plurality of suspension cylinders and the liquid passage, and a portion that allows a liquid flow even during suppression by the suppression portion is the plurality of suspension cylinders and the liquid passage. The vehicle suspension device according to claim 1, wherein the permissible portion is configured together. The allowing portion is
A pair of control cylinders that are spaced apart from each other and can be expanded and contracted in a direction intersecting with the separation direction, and each of the liquid chambers of the control cylinders includes one of the plurality of suspension cylinders and another of the suspension cylinders. Connected to each liquid chamber by the liquid passage;
When the volume of the liquid chamber of one control cylinder increases when the volume of the liquid chamber of one control cylinder increases, the liquid chamber of the other control cylinder is provided so as to be rotatable about at least a rotation axis perpendicular to the separation direction and the expansion / contraction direction. A lever body that cooperates so as to reduce the volume of the lever, and the lever ratio of the pair of control cylinders of the lever body is caused by the acceleration according to the acceleration that the restraining portion acts on the side portion of the vehicle body. The vehicle suspension device according to claim 2, further comprising a lever ratio changing device that changes a direction in which the flow of the liquid in the liquid passage is suppressed.   The lever body is supported by a rotation fulcrum so as to be rotatable about a rotation axis perpendicular to at least the expansion / contraction direction and the separation direction of the pair of control cylinders, and the lever ratio changing device has the rotation fulcrum. The vehicle suspension device according to claim 3, further comprising a fulcrum moving device that changes a lever ratio of the lever body by moving at least in the separation direction. Including an action point changing device for changing an action point of the pair of control cylinders to the lever body, the lever ratio changing device including the action point changing device, and the action point changing device,
A movable member held by the lever body so as to be movable at least in the separation direction;
A moving device for moving the movable member in the at least the separating direction, and the pair of control cylinders are respectively connected to the movable member at the action portion to the lever body, and at least the extending / contracting direction and the separating direction of each control cylinder. In the supported part opposite to the working part, it is connected to the stationary member at least around the axis line perpendicular to the expansion / contraction direction and the separation direction of each control cylinder. The vehicle suspension device according to claim 3, which is connected to the vehicle.   The plurality of suspension cylinders include four suspension cylinders provided corresponding to the four wheels on the front, rear, left and right of the vehicle, respectively, and the vehicle suspension device includes four control cylinders corresponding to the respective suspension cylinders; The lever body is supported so that the central part can rotate in any direction around a single point, and the action parts of the four control cylinders are engaged with a part separated from the one point of the lever body. Of these four control cylinders, those corresponding to at least the left front wheel and the left rear wheel, the right front wheel and the right rear wheel, respectively, and the left front wheel and the right front wheel, the left rear wheel and the right rear wheel, respectively. Four pairs of each function as the pair of control cylinders, and the lever ratio changing device has two front control cylinders corresponding to at least the left front wheel and the right front wheel among the four control cylinder pairs. And the lever ratio for the two rear control cylinders corresponding to the left rear wheel and the right rear wheel, the two left control cylinders corresponding to the left front wheel and the left rear wheel, and the two right corresponding to the right front wheel and the right rear wheel 6. The vehicle suspension apparatus according to claim 3, further comprising a portion that changes a lever ratio with respect to the control cylinder.   A plurality of suspension cylinders disposed between a wheel side portion and a vehicle body side portion of the vehicle and operating in accordance with a vertical displacement between the vehicle body side portion and the wheel side portion, and in series with each of the suspension cylinders The vehicle suspension device according to any one of claims 1 to 6, further comprising a suspension spring disposed between the vehicle body side portion and the wheel side portion.   A compensator that compensates at least a part of the elastic deformation of the suspension spring by operating the suspension cylinder in a direction that suppresses relative displacement between the vehicle body side portion and the wheel side portion based on elastic deformation of the suspension spring; The vehicle suspension apparatus according to claim 7. There are a plurality of the wheel side portions, including a transmission device that transmits relative motion of at least one of the plurality of wheel side portions to the vehicle body side portion to at least one other wheel side portion, and the transmission device includes:
A lever body supported so as to be rotatable around at least one axis by a pivot point;
A first transmission portion for transmitting at least one relative motion of the plurality of wheel side portions to a first input portion of the lever body;
A second transmission part for transmitting at least another relative movement of the plurality of wheel side parts to a second input part opposite to the first input part with respect to the rotation fulcrum of the lever body;
A lever ratio changing device that changes a lever ratio of the lever body with respect to the first input portion and the second input portion in accordance with an acceleration acting on the side portion of the vehicle body, and the first transmission portion and the second transmission portion. 2. The vehicle suspension device according to claim 1, wherein the portion and the lever body constitute the permission portion, and the first transmission portion, the second transmission portion, the lever body, and the lever ratio changing device constitute the suppression portion. . Two rotary actuators provided corresponding to the one suspension cylinder and the other suspension cylinder, respectively, operable by the hydraulic pressure of each of the suspension cylinders;
The flow control device suppresses the rotation of the two rotary actuators caused by the relative displacement in the vertical direction between the vehicle body side and the wheel side caused by the acceleration acting on the vehicle side. While suppressing the flow of the liquid, even during the suppression, the rotation of the two rotary actuators based on the relative displacement in the vertical direction between the vehicle body side and the wheel side that is not caused by the acceleration acting on the vehicle body side. A rotation control unit that allows the flow of liquid in the liquid passage by allowing, and a portion that suppresses rotation of the two rotary actuators of the rotation control unit cooperates with the two rotary actuators to The portion that allows rotation of the two rotary actuators even during suppression by the suppression unit is the two rotary rears. Vehicle suspension system according to claim 2 which constitutes the allowing portion in cooperation with Chueta.   The two rotary actuators are coupled so that the direction of the rotational torque generated by the hydraulic pressure of the one suspension cylinder and the direction of the rotational torque generated by the hydraulic pressure of the other suspension cylinder are opposite to each other. The vehicle suspension apparatus according to claim 10.   The two rotary actuators are connected in a state in which liquid flows out of the one suspension cylinder and liquid flows into the other suspension cylinder in accordance with their operation. Vehicle suspension system.   A rotation suppression unit configured to control rotation of at least one of the two rotary actuators based on an acceleration acting on the side portion of the vehicle body to suppress rotation of the two rotary actuators; The vehicle suspension apparatus according to any one of claims 10 to 12.   The two rotary actuators are connected so that the direction of the rotational torque generated by the hydraulic pressure of the one suspension cylinder and the direction of the rotational torque generated by the hydraulic pressure of the other suspension cylinder are opposite to each other. The rotation control unit rotates torque due to the hydraulic pressure of the suspension cylinder acting on the one rotary actuator based on the acceleration acting on the side of the vehicle body, and the fluid of the suspension cylinder acting on the other rotary actuator. The vehicle suspension apparatus according to any one of claims 10 to 13, further comprising a capacity control unit that controls the capacity of at least one of the two rotary actuators so that the rotational torque due to the pressure has the same magnitude. .   The rotation control unit controls the transmission of the two rotary actuators by controlling the transmission provided between the two rotary actuators and the speed ratio of the transmission based on the acceleration acting on the side of the vehicle body. The vehicle suspension apparatus according to claim 10, further comprising a transmission ratio control unit that suppresses rotation.   The suspension cylinders are provided corresponding to the four wheels on the front, rear, left, and right of the vehicle, the rotary actuators are provided corresponding to the four suspension cylinders, respectively, and the vehicle suspension device includes (a) Two rotary actuators corresponding to the suspension cylinder provided corresponding to the right front wheel and two rotary actuators corresponding to the suspension cylinder provided corresponding to the left front wheel are two right suspensions. A first rotary actuator group coupled in a state where the direction of the rotational torque generated by the hydraulic pressure of the cylinder and the direction of the rotational torque generated by the hydraulic pressure of the two left suspension cylinders are reversed; and (b) Two rotary actuators corresponding to the suspension cylinder provided for the front left and right wheels, and the rear left and right wheels The two rotary actuators corresponding to the suspension cylinders provided correspondingly are generated by the direction of the rotational torque generated by the hydraulic pressure of the two front suspension cylinders and by the hydraulic pressure of the two rear suspension cylinders. The vehicle suspension device according to any one of claims 10 to 15, including at least one of a second rotary actuator group coupled in a state in which the direction of rotational torque is reversed. Including a plurality of rotary actuators operable in accordance with the relative displacement in the vertical direction between the vehicle wheel side and the vehicle body side,
The vehicle suspension device suppresses the rotation of the plurality of rotary actuators based on the relative displacement in the vertical direction between the vehicle body side portion and the wheel side portion caused by the acceleration acting on the vehicle body side portion. A rotation control unit that allows rotation of the plurality of rotary actuators based on a vertical relative displacement between the vehicle body side portion and the wheel side portion that is not caused by acceleration acting on the vehicle body side portion; The portion that suppresses the rotation of the plurality of rotary actuators constitutes the suppression portion in cooperation with the plurality of rotary actuators, and the portion that allows the rotation of the plurality of rotary actuators even during the suppression by the suppression portion. The vehicle suspension device according to claim 1, wherein the permissible portion is configured in cooperation with a rotary actuator. A vehicle suspension device provided between a vehicle body side portion and a wheel side portion of a vehicle,
At least one rotary actuator operable with relative displacement in the vertical direction between the wheel side portion of the vehicle and the vehicle body side portion;
A vehicle suspension device comprising: a posture control device that controls at least one of a plurality of types of posture changes of the vehicle by controlling at least one rotational state of the at least one rotary actuator; . A vehicle suspension device provided between a vehicle body side portion and a wheel side portion having an arm portion connected to the vehicle body side portion of the vehicle so as to be swingable in a vertical direction,
At least one suspension cylinder that operates in accordance with a vertical displacement between a vehicle body side portion of the vehicle and the arm portion;
An apparatus for holding each of the at least one suspension cylinder between the wheel side portion and the vehicle body side portion, wherein each of the at least one suspension cylinder includes a portion to be held on the wheel side portion side. A holding device that holds the arm portion of the holding portion so as to be relatively movable in a state where the effective length of the arm portion changes, and a held portion moving device that moves the held portion held by the holding device, A vehicle suspension device comprising: an arm length control device for controlling an effective length of the arm portion in one suspension cylinder.   A plurality of the suspension cylinders are provided, and a liquid passage that allows a liquid flow from one of the plurality of suspension cylinders to another one is provided, and the arm length control device acts on the side of the vehicle body. The vehicle suspension apparatus according to claim 19, further comprising an arm ratio control unit that controls an arm ratio that is a ratio between an effective arm length of the one suspension cylinder and an effective arm length of another suspension cylinder based on acceleration to be performed.

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