JP2006335251A - Vehicle suspension device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle suspension device with a new constitution capable of performing control of a camber angle and a steer angle by a simple constitution. <P>SOLUTION: The vehicle suspension device 10 includes a first rotation device 20 for varying the steer angle or the camber angle of a wheel 18 based on steering; a second rotation device 22 for displaying the first rotation device 20 and making the first rotation device 20 to any one of a steer angle changing attitude and a camber angle changing attitude; and ECU for controlling the second rotation device 22. When a first rotation shaft 26 of the first rotation device 20 is directed in a direction approximately parallel to a longitudinal direction of a vehicle body 14, the wheel 18 is inclined in a vehicle width direction by rotation force of the first rotation device 20 to vary the camber angle. Further, when the first rotation shaft 26 of the first rotation device 20 is directed in a direction approximately perpendicular to a road surface, the wheel 18 is turned by rotation force of the first rotation device 20 to vary the steer angle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle suspension device, and more particularly to an improvement of a vehicle suspension device that controls a steering angle and a camber angle of a wheel.

When turning a vehicle, it is usually achieved by operating the steering wheel and turning the wheel in the turning direction. That is, when the vehicle is turned, a steering angle is given to the wheels by operating the steering wheel to generate a side slip angle with respect to the vehicle traveling direction. Then, a lateral force corresponding to the side slip angle is generated on the ground contact surface of the wheel, and the vehicle turns by this lateral force. On the other hand, in a double wishbone type suspension device or the like, when the vehicle body rolls during turning, the wheels tilt to the inside of the turning circle with respect to the road surface due to the structure. As described above, when the wheel is tilted, a canvas last corresponding to the tilt angle of the wheel, that is, the so-called camber angle, is generated in addition to the lateral force caused by the side slip angle. It is known that this canvas last affects the turning force of the vehicle. Therefore, for example, in the steering device described in Patent Document 1, the turning force is improved by actively obtaining the canvas last by tilting the wheel toward the turning center during turning. A similar technique is also described in Patent Document 2.
Japanese Patent Laid-Open No. 5-116636 JP 2001-55034 A

  However, in the case of a device that controls the camber angle as described above, the turning force by controlling the camber angle can be expected mainly during high-speed driving, and during low-speed driving, a large turning force can be obtained even if the camber angle is controlled. It cannot be expected, and steering angle control by turning is necessary. That is, it is necessary to mount a camber angle control actuator for high speed travel and a steer angle control actuator for low speed travel. As a result, the suspension device has been increased in size, complexity, and weight, which has been one of the causes that hindered improvement in running performance.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle suspension apparatus having a new configuration capable of controlling a camber angle and a steering angle with a simple configuration.

  In order to solve the above-described problems, in one aspect of the present invention, there is provided a vehicle suspension device for connecting a wheel and a vehicle body, the first suspension shaft having a first rotation axis in a direction substantially parallel to a radial direction of the wheel. A first rotation mechanism that changes a steer angle or a camber angle of the wheel based on the second rotation axis in a direction substantially parallel to a width direction of the vehicle body, and a rotation imparting position of the first rotation mechanism with respect to the wheel. And a second rotation mechanism that changes the first rotation mechanism to either a steer angle change attitude or a camber angle change attitude, and a rotation control means that controls the second rotation mechanism. To do.

  According to this aspect, it is possible to cause the first rotation mechanism to take either the steer angle change posture or the camber angle change posture only by changing the positional relationship between the second rotation mechanism and the wheels. Steer angle control and camber angle control can be realized by switching the simple structure.

  In the above aspect, the rotation control means may be configured such that when the first rotation mechanism is in a camber angle changing posture, the first rotation shaft approaches the vehicle front-rear direction and the first rotation mechanism is in a steering angle control posture. The second rotating mechanism may be controlled such that the first rotating shaft approaches the vertical direction of the vehicle. The case where the first rotation axis approaches the front-rear direction of the vehicle includes the case where the first rotation axis completely faces the horizontal direction and becomes the vehicle front-rear direction. Similarly, the case where the first rotating shaft approaches the vertical direction of the vehicle includes the case where the first rotating shaft is completely oriented in the vertical direction and becomes the vehicle front-rear direction. Moreover, the state which will be in a perfect horizontal state or a perfect vertical state is also included. According to this aspect, the steering angle control and the camber angle control can be easily performed by controlling the direction of the first rotating shaft of the first rotating mechanism.

  In the above aspect, the rotation control means may rotate the second rotation mechanism by changing a distance between the front wheel and the rear wheel. In the above aspect, the rotation control means can change the distance between the front wheel and the rear wheel by controlling the rotational direction of at least one of the front wheel and the rear wheel, or by torque control. According to this aspect, the driving of the wheel can be used as the driving source of the second rotation mechanism, which can contribute to the simplification of the device configuration. For example, if the wheels are rotated in different directions, the distance between the front and rear wheels can be separated. Further, by providing a torque difference between the front wheel and the rear wheel, the distance between the front wheel and the rear wheel can be separated. Further, for example, if the torque of the rear wheel is increased with respect to the front wheel, the wheel interval is reduced. Conversely, if the torque of the rear wheel is lowered with respect to the front wheel, the wheel spacing becomes wider. Further, if the torque of the front wheel or the rear wheel is zero, that is, the other wheel is driven forward or backward, the wheel spacing can be similarly approached or separated.

  In the above aspect, the rotation control means may control an in-wheel motor disposed in the wheel to perform rotation direction control or torque control of at least one of the front wheels and the rear wheels. In the above aspect, the rotation control means may perform rotation direction control or torque control of at least one of the front wheels and the rear wheels by controlling the output of the vehicle drive source and the transmission. According to this aspect, the contact / separation operation of the wheel interval can be easily realized by the existing configuration.

  The vehicle suspension device that connects the wheel and the vehicle body has a first mechanism for changing a steering angle or a camber angle of the wheel based on steering, a displacement of the first mechanism, and a change of the steering angle of the first mechanism. A second mechanism that takes either the posture or the camber angle changing posture, and a control unit that controls the second mechanism may be included.

  According to the vehicle suspension apparatus of the present invention, the camber angle control and the steering angle control of the wheel can be easily performed by switching the posture of the rotation mechanism. In addition, the device configuration can be simplified, reduced in weight, and reduced in cost.

  Hereinafter, an embodiment of the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings.

  The vehicle suspension apparatus according to the present embodiment includes a first mechanism that changes a steer angle or camber angle of a wheel based on steering, and a first mechanism that displaces the first mechanism to change a steer angle change attitude and a camber angle change attitude. A second mechanism for taking any one of the above and a control means for controlling the second mechanism. When the rotation axis of the first mechanism is oriented in a direction substantially parallel to the front-rear direction of the vehicle body, the wheels are inclined with respect to the vehicle width direction by the rotational force of the first mechanism, and the camber angle is changed. Further, when the rotation axis of the first mechanism is oriented in a direction substantially perpendicular to the road surface, the wheel is steered by the rotation force of the first mechanism, and the steering angle is changed. The substantially horizontal direction and the substantially vertical direction include not only a complete horizontal state and a complete vertical state but also a substantially horizontal state and a vertical state.

  By the way, when the wheel is rotating at high speed, that is, when the vehicle is traveling at high speed, it is effective to acquire the turning force by canvas last by controlling the camber angle as a method of turning the wheel efficiently. It has been known. This is because, when driving at high speed, it is possible to reduce the slippage of the wheel with respect to the road surface by turning the camber angle and tilting rather than turning the wheel and changing the direction of the wheel to change the direction of the wheel. This is because a stable turning force can be obtained by effectively utilizing the grip performance. Conversely, when driving at low speed, the turning force due to the camber angle cannot be expected so much. In addition, since the tire slips less at low speeds, turning the tire can easily make a large turn. Therefore, it is preferable to perform a turn by the camber angle control during high-speed traveling and to perform a turn by the steer angle control during low-speed traveling in order to obtain a stable turn.

  Therefore, in this embodiment, the camber angle control and the steer angle control are realized by the same mechanism by changing the attitude of the first mechanism by the second mechanism. As a result, the configuration of the vehicle suspension system is simplified, reduced in size, reduced in weight, and reduced in overall cost.

  FIG. 1 is a conceptual diagram of a configuration of a vehicle 12 including a vehicle suspension device 10 according to the present embodiment. In FIG. 1, only a link mechanism for explaining the operation of the vehicle suspension device 10 of the present embodiment is shown, and a drive mechanism and a braking mechanism of the vehicle 12 are not shown. 1A is a top view of the vehicle 12, and FIGS. 1B, 1C, and 1D are side views of the vehicle 12, each showing a different state of the link. .

  Unlike a normal vehicle, the vehicle 12 according to the present embodiment has a suspension link 16 disposed in the front-rear direction with respect to the vehicle body 14, and is disposed in a state where the wheels 18 protrude outside the vehicle body 14. In the suspension link 16, a first rotating device 20 as a first rotating mechanism and a second rotating device 22 as a second rotating mechanism are connected in series, and a wheel 18 rotatably supported by a fork-like member 24 is disposed at the tip thereof. ing.

  The first rotating device 20 has a first rotating shaft 26 in a direction substantially parallel to the radial direction of the wheel 18. The second rotating device 22 has a second rotating shaft 28 in a direction substantially parallel to the width direction of the vehicle body 14. The first rotating device 20 has a drive mechanism constituted by a motor and gears inside, and changes the posture of the wheel 18 supported at the tip according to a command from a rotation control means (ECU described later). The second rotating device 22 is a rotating mechanism that rotates around the second rotating shaft 28 in a free state. The second rotating device 22 has a lock mechanism that can be controlled by a rotation control means so that a predetermined rotating position can be maintained. It is desirable. As the lock mechanism, one using a projecting pin or one using a friction brake can be used.

  The vehicle suspension device 10 of the present embodiment realizes camber angle control and steering angle control of the wheels 18 with the same structure by the cooperative operation of the first rotation device 20 and the second rotation device 22. For example, as shown in FIG. 1B, when the second rotating device 22 is stopped and locked at a position where the suspension link 16 is extended, that is, the central axis of the first rotating shaft 26 is in the longitudinal direction of the vehicle 12. When the first rotating device 20 is rotated about the first rotation shaft 26 when approaching and substantially parallel to the road surface, as shown in FIGS. 1B and 2A, together with the fork-like member 24 The wheel 18 falls in the width direction of the wheel 18 (arrow A direction). That is, the first rotating device 20 can take a camber angle changing posture in which the camber angle of the wheel 18 can be changed by rotation.

  On the other hand, as shown in FIG. 1 (c), when the front and rear wheels 18 are driven so as to approach each other, the second rotating device 22 rotates about the second rotating shaft 28 in the directions of arrows B1 and B2 in the figure. To do. As a result, the suspension link 16 bends about the second rotating shaft 28, and the first rotating shaft 26 of the first rotating device 20 is displaced so as to approach the vertical direction of the vehicle 12, and at the same time, the vehicle body 14 moves upward. Lifted to. Then, as shown in FIG. 1D, when the second rotating device 22 is bent by approximately 90 °, the first rotating shaft 26 of the first rotating device 20 is substantially perpendicular to the road surface. In this state, when the rotation of the second rotating device 22 is locked and the first rotating device 20 is rotated about the first rotating shaft 26, as shown in FIG. 1 (d) and FIG. The wheel 18 rotates in the direction of arrow C around the ground contact portion together with the member 24. That is, the wheel 18 is steered in the direction of arrow C in the figure. That is, the first rotating device 20 can take a steer angle changing posture in which the steer angle of the wheel 18 can be changed by rotation.

  In the present embodiment, if the attitude of the first rotating shaft 26 of the first rotating device 20 is changed by the rotating operation of the second rotating device 22, the camber angle control and the steering are performed only by the rotating operation of the first rotating device 20. Both angle control can be performed. As a result, compared with the case where the camber angle and the steer angle are controlled by separate actuators, the configuration of the vehicle suspension device 10 can be simplified, and the weight can be reduced and the control can be simplified. Moreover, it can contribute to the reduction of the whole apparatus cost.

  By the way, in FIG.1 (c), as a means to rotate the 2nd rotation apparatus 22, in this embodiment, the in-wheel motor which functions as the 3rd rotation apparatus 30 which is the 3rd rotation mechanism incorporated in the wheel 18 is used. be able to. For example, if the wheel 18 is rotated in the direction indicated by the arrows D1 and D2 in FIG. 1C using the third rotating device 30, the front and rear wheels 18 can be brought close to each other, and the second rotating shaft 28 The first rotation shaft 26 of the first rotating device 20 can be displaced from the camber angle control posture to the steer angle control posture. Conversely, if the wheel 18 is rotated in the direction opposite to the arrows D1 and D2 in FIG. 1 (c) using the third rotating device 30, the front and rear wheels 18 can be separated and the second rotation. By rotating the shaft 28 in the reverse direction, the first rotating shaft 26 of the first rotating device 20 can be displaced from the steer angle control posture to the camber angle control posture. Note that, as described above, when the front and rear wheels 18 are rotated in the opposite directions and the front and rear wheels 18 are brought into contact with and separated from each other, the vehicle 12 needs to be stopped. However, if the torque control of the third rotating device 30 of the front and rear wheels 18 is performed, the front and rear wheels 18 can be contacted and separated even if the front and rear wheels 18 are rotated in the same direction. That is, even when the vehicle 12 is traveling, the posture of the first rotating device 20 can be changed between the camber angle control posture and the steer angle control posture. For example, if the vehicle 12 is moving forward, the front and rear wheels 18 can be brought closer by increasing the torque of the rear wheel third rotating device 30 as compared to the front wheel third rotating device 30. Further, if the torque of the third rotating device 30 of the rear wheel is made smaller than that of the third rotating device 30 of the front wheel, the front and rear wheels 18 can be separated. In addition, what is necessary is just to reverse the magnitude relationship of a torque at the time of reverse of the vehicle 12. FIG.

  As described above, if the rotation of the second rotating device 22 that changes the posture of the first rotating device 20 is performed using the drive source that the vehicle 12 has for traveling, the overall configuration of the vehicle 12 can be simplified. Weight reduction is possible.

  FIG. 3 is a functional block diagram for realizing the control of the vehicle suspension apparatus 10 described above.

  A vehicle speed sensor 32, a yaw rate sensor 34, a vehicle height sensor 36, and the like are connected to the vehicle body 14 in order to detect the state of the vehicle body 14. Information detected by the vehicle speed sensor 32, the yaw rate sensor 34, the vehicle height sensor 36, and the like is provided to an ECU 38 that functions as a rotation control unit that controls the first rotating device 20, the second rotating device 22, and the third rotating device 30. . In addition, a steering sensor 40 and an accelerator sensor 42 are connected to the ECU 38. The vehicle speed sensor 32 provides information for determining whether the current vehicle speed of the vehicle 12 should take a camber angle control posture or a steer angle control posture. The vehicle height sensor 36 detects the vehicle height state of the current vehicle 12 and provides information for determining whether the camber angle control posture or the steering angle control posture. In the present embodiment, when the driver operates the steering wheel to turn the vehicle 12 at a desired angle, the wheel 18 turns by camber angle control or steering angle control. Therefore, the operation angle of the steering wheel operated by the driver does not directly become the turning angle of the wheel 18. In other words, in the present embodiment, the steering mechanism of the wheel 18 is not mechanically connected to the steering wheel and the mechanism for operating the wheel 18, and is electrically connected, so that the posture of the wheel 18 can be arbitrarily determined. This is a so-called steer-by-wire mechanism. Therefore, the ECU 38 compares the turning state requested by the driver with the actual turning state based on information from the yaw rate sensor 34 and the steering sensor 40, and actually compares the turning state with the vehicle suspension device 10 of the present embodiment. The required amount of control will be determined.

  The ECU 38 controls the first rotating device 20, the second rotating device 22, and the third rotating device 30 included in the suspension link 16 according to the traveling state of the vehicle 12, and performs camber angle control or steering angle control of the wheels 18. . The suspension link 16 has the same configuration for the front wheel right (FR link), front wheel left (FL link), rear wheel right (RR link), and rear wheel left (RL link). An angle sensor 44 is connected to each of the rotation device 20, the second rotation device 22, and the third rotation device 30 to detect a rotation state and feed back to the ECU 38. In the case of FIG. 3, in order to simplify the illustration, the first rotating device 20, the second rotating device 22, and the third rotating device 30 constituting the suspension link 16 are shown only for the right front wheel (FR link). The configurations for left (FL link), rear wheel right (RR link), and rear wheel left (RL link) are omitted. Similarly, the angle sensor 44 connected to each rotating device is not shown and is illustrated as one sensor unit. As shown in FIG. 1, each suspension link 16 controls the camber angle or the steer angle of each wheel 18 (FR, FL, RR, RL) to control the vehicle body 14 in an optimal turning state.

  The operation of the vehicle suspension apparatus 10 configured as described above will be described with reference to the flowchart of FIG. In this embodiment, it is assumed that the vehicle 12 is in a state where the suspension link 16 is extended as shown in FIG. First, when the vehicle 12 starts traveling, the ECU 38 determines whether or not the current vehicle speed is equal to or lower than a predetermined speed, for example, 20 km / h based on information from the vehicle speed sensor 32 (Y or N in S100). . If the vehicle speed is 20 km / h or less (Y in S100), the ECU 38 further determines whether or not the driver currently requests a large turn based on information from the steering sensor 40, for example, the steering angle is 90 °. It is determined whether or not the above is satisfied (Y or N in S102).

  When the steering angle is 90 ° or more (Y in S102), that is, when the driver requests a large turning angle in the low-speed traveling state, the ECU 38 coordinates the second rotating device 22 and the third rotating device 30. To change the posture of the first rotating device 20 (S103). That is, as shown in FIG. 1C, the third rotating device 30 is driven to rotate the wheels 18 in the directions of arrows D1 and D2, and the front and rear wheels 18 are brought closer. As a result, the second rotating shaft 28 rotates and the vehicle body 14 is displaced upward. Based on the information from the angle sensor 44 connected to the second rotating device 22, the ECU 38 sets the reference position, for example, the reference position to 0 ° as the reference state and the rotation state of FIG. Judgment is made as to whether or not the position has been rotated by 90 ° from the reference position (Y or N in S104). When the rotation angle of the second rotating device 22 has not reached 90 ° (N in S104), the rotation of the third rotating device 30 is further continued and the second rotating device 22 is rotated. When the rotation angle of the second rotating device 22 reaches 90 ° (Y in S104), that is, the suspension link 16 is in the state of FIG. 1 (d), and the first rotating shaft 26 of the first rotating device 20 is reached. Is substantially perpendicular to the road surface, the first rotating device 20 completes the transition to the steering angle control posture, moves the first rotating device 20 according to the steering angle desired by the driver, and changes the steering angle. Control is executed (S106). In the case of turning with actual steering angle control, the ECU 38 performs feedback control of the first rotating device 20 based on information from the yaw rate sensor 34 and controls the first rotating device 20 so that the turning angle requested by the driver can be achieved. To do.

  In the case of a normal steering mechanism, the steering angle is about 30 ° due to the link mechanism configuration, but in the steering angle control posture of the suspension link 16 of this embodiment, the wheel 18 is supported from above by the fork-like member 24. Rotating around the ground contact point on the road surface, for example, can be steered by 90 °, and the turning radius can be reduced. This is effective, for example, when entering a garage or parallel parking.

  On the other hand, in S100, when the vehicle speed is not a predetermined speed, for example, 20 km / h or less (N in S100), that is, when the vehicle speed is faster than 20 km / h, the ECU 38 turns the vehicle 12 in a camber angle control posture. The first rotation device 20 is moved according to the steering angle desired by the driver, and camber angle change control is executed (S108). In the case of turning with actual camber angle control, the ECU 38 performs feedback control of the first rotating device 20 based on information from the yaw rate sensor 34 so that the turning angle requested by the driver can be achieved. To control. In S102, when the steering angle is not 90 ° or more (N in S102), that is, when the required turning angle is not so large even at low speed, the ECU 38 controls the camber angle when turning the vehicle 12. Judge that it is preferable to do it in a posture. Then, the process proceeds to S108, where the first rotation device 20 is moved according to the steering angle desired by the driver, and camber angle change control is executed (S108). In this case, since the folding operation of the suspension link 16 is not performed, the vehicle height of the vehicle 12 is maintained low, and the vehicle 12 can be turned in a stable state.

  In the flowchart of FIG. 4, it is assumed that the vehicle 12 is in the state of FIG. However, if there is no such premise, before shifting to S108, the ECU 38 determines whether the suspension link 16 is currently in the camber angle control posture or the steer angle control posture based on information from the vehicle height sensor 36 and the angle sensor 44. Make a decision. When the suspension link 16 is in the steering angle control posture, that is, in the state shown in FIG. 1D, the second rotating device 22 and the third rotating device 30 are moved in a coordinated manner, and the first rotating device 20 is moved. It is preferable to execute the process of S108 after controlling the camber angle to be in the camber angle control posture.

  As described above, according to the vehicle suspension device 10 of the present embodiment, the posture control state of the wheel 18 that generates the turning force on the wheel 18 is changed according to the traveling state of the vehicle 12, so that the vehicle suspension device 10 can operate at low speed and high speed. It is possible to perform a turning operation that effectively uses the performance of the wheels 18. Further, since both the camber angle control and the steer angle control for the wheel 18 are performed only by switching the attitude of the first rotation device 20 with respect to the wheel 18, the configuration of the vehicle suspension device 10 is simplified and the weight can be reduced. It becomes. Further, control can be facilitated and the overall cost of the vehicle suspension apparatus 10 can be reduced.

  In the example shown in FIG. 1, when the front and rear wheels 18 are moved in the contact / separation direction to rotate the second rotating device 22, the third rotating device 30 built in the wheel 18, specifically the in-wheel. A motor was used. However, by controlling the power generated by a drive source mounted on the vehicle body 14 side, for example, an engine or a motor, and controlling the transmission, the wheel 18 can be rotated in a desired direction to perform the contact / separation operation of the wheel 18. . For example, in the case of an FF vehicle, if a braking force is applied to the rear wheel 18 and the front wheel 18 is moved backward, the front and rear wheels 18 can be moved in the approaching direction as in FIG. Further, when the front and rear wheels 18 are moved in the separation direction, the front wheels 18 may be rotated in the advanced direction. In the case of a vehicle that can transmit torque to the front and rear wheels 18 independently, as in the case of the in-wheel motor, if the torque control is performed on the front and rear wheels 18 to give a torque difference, the vehicle 12 is in a traveling state. However, the posture of the first rotating device 20 can be changed by changing the distance between the wheels 18. In addition, any mechanism that can arbitrarily change the distance between the front and rear wheels 18 can be used as appropriate. For example, the same effect as in the present embodiment can be obtained even if a link bar that extends and contracts by a cylinder or the like is spanned between the front and rear wheels 18 separately from the suspension link 16 and the interval between the wheels 18 is changed.

  In the present embodiment, an example of the suspension link 16 that realizes the vehicle suspension apparatus 10 has been described. However, the first mechanism that changes the steering angle or camber angle of the wheel based on steering, the first mechanism is displaced, If the first mechanism is a link mechanism including a second mechanism that takes either the steer angle changing attitude or the camber angle changing attitude, the link configuration can be changed as appropriate. For example, the same effects as in the present embodiment can be obtained even if the arrangement order of the rotation mechanisms is changed or another rotation mechanism is added. In the present embodiment, the second rotating device 22 is configured to rotate freely, and the third rotating device 30 or the like is used to rotate. However, the same effect as that of the present embodiment can be obtained even if the second rotating device 22 itself is provided with a drive mechanism constituted by a motor or gear to rotate independently. Further, FIG. 1B of the present embodiment shows a state in which the first rotating shaft 26 is horizontal with the vehicle front-rear direction. This state is the most preferable and stable state, but it is not necessary to be completely horizontal, and the same effect can be obtained even if the first rotating shaft 26 is substantially horizontal with the vehicle longitudinal direction. It is done. Further, FIG. 1D shows a state where the first rotation shaft 26 is vertical. This state is the most preferable and stable state, but it is not necessary to be completely vertical, and if it is substantially vertical, the same effect can be obtained even if the angle is slightly opened or closed with respect to the vertical. . Further, for example, when the first rotating device 20 is rotated in the state of FIG. 1C, it is possible to control both the camber angle control and the steer angle control, and the control variation can be increased.

  Further, in the present embodiment, the description has been made using a conceptual configuration centering on the operation of the suspension link 16 of the vehicle suspension device 10, but if the suspension link 16 can be extended and contracted, the suspension link 16, the vehicle body 14, The connection form can be changed as appropriate, and the structure shown in FIG. 1 can be covered with the exterior body of the vehicle 12 to make it look like a conventional vehicle.

It is explanatory drawing explaining the structure concept of a vehicle containing the vehicle suspension apparatus which concerns on this embodiment, and operation | movement of a suspension link. It is explanatory drawing explaining the camber angle control state and steer angle control state of the wheel of a vehicle including the vehicle suspension apparatus which concerns on this embodiment. It is a block diagram of the control system of the vehicle suspension apparatus which concerns on this embodiment. It is a flowchart explaining control of the vehicle suspension apparatus which concerns on this embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle suspension apparatus, 12 Vehicle, 14 Vehicle body, 16 Suspension link, 18 Wheel, 20 1st rotating apparatus, 22 2nd rotating apparatus, 24 Hawk-shaped member, 26 1st rotating shaft, 28 2nd rotating shaft, 30 3rd Rotating device, 32 vehicle speed sensor, 34 yaw rate sensor, 36 vehicle height sensor, 38 ECU, 40 steering sensor, 42 accelerator sensor, 44 angle sensor.

Claims (7)

A vehicle suspension device for connecting a wheel and a vehicle body,
A first rotation mechanism having a first rotation axis in a direction substantially parallel to a radial direction of the wheel, and changing a steering angle or a camber angle of the wheel based on steering;
A second rotation axis in a direction substantially parallel to the width direction of the vehicle body, the rotation applying position of the first rotation mechanism with respect to the wheel is changed, and the first rotation mechanism is changed in a steering angle changing attitude or a camber angle changing attitude. A second rotating mechanism for changing to any one of
Rotation control means for controlling the second rotation mechanism;
A vehicle suspension system comprising:   When the first rotation mechanism is in a camber angle changing posture, the rotation control means is configured such that the first rotation shaft approaches the front-rear direction of the vehicle, and when the first rotation mechanism is in a steering angle control posture, the first rotation shaft The vehicle suspension device according to claim 1, wherein the second rotation mechanism is controlled such that the second rotation mechanism approaches the vertical direction of the vehicle.   The vehicle suspension apparatus according to claim 1 or 2, wherein the rotation control means rotates the second rotation mechanism by changing a distance between a front wheel and a rear wheel.   4. The vehicle suspension system according to claim 3, wherein the rotation control means changes the distance between the front wheels and the rear wheels by controlling the rotational direction of at least one of the front wheels or the rear wheels, or by torque control.   The vehicle suspension apparatus according to claim 4, wherein the rotation control means controls an in-wheel motor disposed in a wheel to control the rotational direction of at least one of the front wheels and the rear wheels, or to control the torque.   5. The vehicle suspension system according to claim 4, wherein the rotation control means performs rotation direction control or torque control of at least one of the front wheels and the rear wheels by controlling the output of the vehicle drive source and the transmission. A vehicle suspension device for connecting a wheel and a vehicle body,
A first mechanism for changing a steer angle or camber angle of the wheel based on steering;
A second mechanism that displaces the first mechanism and causes the first mechanism to take either the steer angle change attitude or the camber angle change attitude;
Control means for controlling the second mechanism;
A vehicle suspension system comprising:

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