JP2009096315A - Vehicle suspension system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electromagnetic type suspension system showing a high practical characteristic. <P>SOLUTION: In addition to a first regenerative electrical power reducing device 204 that can consume at least a part of generated electrical power of an electromagnetic motor 54 installed at an actuator and reducing the electrical power regenerated at a power supply 152, a suspension system is provided with a second regenerative electrical power reducing device arranged between a driving circuit 146 and an electromagnetic motor 54 and at the driving circuit 146 and capable of realizing a state that a generated electrical power is not regenerated by its own operation at the power supply 152. The state that the generated electrical power is not regenerated at the power supply 152 is realized by controlling an operation of a switching element of an inverter 146 and short-circuiting between the current-carrying terminals of the motor 54 to make the inverter 146 act as the second regenerative electrical power reducing device. The second regenerative electrical power reducing device enables a burden applied to the power supply, the driving circuit and the first regenerative electrical power reducing device and the like to be reduced. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a suspension system for a vehicle including an electromagnetic actuator that generates a force in a direction to approach and separate from an unsprung portion and an unsprung portion.

In recent years, as a suspension system for a vehicle, a suspension system configured to include an electromagnetic actuator that generates a force in a direction of approaching and moving away from an unsprung portion and an unsprung portion based on the force of an electromagnetic motor. So-called electromagnetic suspension systems are being studied. As such a suspension system, for example, there is a system described in the following patent document. In these suspension systems, the actuator is disposed between the spring top and the spring bottom and functions as an electromagnetic shock absorber, and vibration damping characteristics based on the so-called skyhook damper theory can be easily realized. Because of its advantages, it is expected as a high-performance system.
JP 2003-223220 A JP 2006-115556 A JP 2007-37264 A

  The electromagnetic suspension system generally includes a drive circuit for driving an electromagnetic motor included in an actuator, as in the system described in the patent document. The drive circuit may be configured to regenerate power generated by relying on electromotive force generated in the electromagnetic motor as a power source. In such a system, for example, when the unsprung part is suddenly operated due to road surface unevenness, etc., that is, when a large force is input from the outside, a large electromotive force is generated in the electromagnetic motor. A large electromotive force places a heavy burden on the system. A large burden on the system is a problem of the electromagnetic suspension system. Addressing the problem contributes to improving the reliability of the electromagnetic suspension system, and it is considered that practicality of the electromagnetic suspension system can be improved by addressing the problem. This invention is made | formed in view of such a situation, and makes it a subject to improve the practicality of the suspension system provided with the electromagnetic actuator.

  In order to solve the above problems, the suspension system of the present invention is disposed between the drive circuit and the power source, and consumes at least a part of the generated power by its operation to reduce the power regenerated in the power source. In addition to the first regenerative power reduction device that can be provided, it is provided between the drive circuit and the electromagnetic motor and one of the drive circuits, and can realize a state in which the generated power is not regenerated to the power source by its own operation. A second regenerative power reduction device is provided.

  According to the suspension system of the present invention, the first regenerative power reducing device that consumes the generated power alone causes the second regenerative power reducing device to generate an electromotive force that increases the burden on the system. Since it is possible to realize a state in which the generated power is not regenerated by the power source, it is possible to reduce the burden on the power source, the drive circuit, the first regenerative power reducing device, and the like by the second regenerative power reduction device. Therefore, the vehicle suspension system of the present invention is a highly practical system.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified 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 merely for the purpose of facilitating the understanding of the claimable inventions, and is not intended to limit the combinations of the constituent elements constituting those inventions 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 some constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following items, each of items (1) to (3) corresponds to each of claims 1 to 3, and the combination of items (4) and (5) In claim 4, each of (6) to (8) corresponds to each of claims 5 to 7.

(1) Having an electromagnetic motor, and depending on the motor force generated by the electromagnetic motor, it is possible to generate an actuator force that is a force in the direction in which the spring upper part and the spring lower part approach and separate from each other. An electromagnetic actuator;
A drive circuit disposed between the electromagnetic motor and a power source, configured to drive the electromagnetic motor and to regenerate the generated power based on the electromotive force generated in the electromagnetic motor as a power source; A controller for controlling the actuator force generated by the actuator by controlling the drive circuit;
A first regenerative power reduction device that is disposed between the drive circuit and a power source and that can consume at least a portion of the generated power by its own operation and reduce the power regenerated by the power source;
A vehicle comprising: a second regenerative power reduction device provided between one of the drive circuit and the electromagnetic motor and one of the drive circuits, and capable of realizing a state in which the generated power is not regenerated by a power source by its own operation. Suspension system.

  The structure of the “first regenerative power reduction device” in the aspect of this section is not particularly limited, and various structures that have already been studied can be employed. Specifically, for example, it is possible to adopt a configuration including a resistor and a circuit including a switch that switches between a state in which current flows and a state in which no current flows through the resistor. The first regenerative power reduction device reduces the burden on the power supply and the like by reducing the power regenerated by consuming the generated power and regenerating the power supply. Therefore, the larger the electromotive force generated in an electromagnetic motor (hereinafter sometimes simply referred to as “motor”), the greater the burden on the first regenerative power reduction device, and it is difficult to sufficiently reduce the burden on the power source. It becomes. In addition, with the first regenerative power reduction device disposed between the drive circuit and the power supply, it is impossible to reduce the load on the drive circuit. Incidentally, “reducing the power regenerated by the power source (hereinafter sometimes referred to as“ regenerative power ”)” in this section includes reducing it to zero.

  In the suspension system according to this aspect, in addition to the first regenerative power reduction device, a second regenerative power reduction device capable of preventing the generated power from being regenerated by the power source is provided between the drive circuit and the motor. Alternatively, it is provided in the drive circuit. In the aspect of this section, even when the electromotive force generated in the motor is very large, the load on the power source and the first regenerative power reduction device can be eliminated by the second regenerative power reduction device. In addition, it is also possible to employ | adopt what was comprised so that the burden of the drive circuit could be reduced or eliminated as a 2nd regenerative electric power reduction apparatus. Therefore, according to the system of this aspect, it is possible to improve its own reliability.

  The “second regenerative power reduction device” in the aspect of this section is not particularly limited in its structure. For example, a state where the generated power is not regenerated by the power source may be realized by consuming generated power between the drive circuit and the motor or in the drive circuit, and current generated by power generation is not generated. Thus, a state where the generated power is not regenerated by the power source may be realized. The second regenerative power reduction device can prevent a current (hereinafter sometimes referred to as “generated current”) that depends on the electromotive force from flowing from the drive circuit toward the power source. It is possible to eliminate the burden of the first regenerative power reduction device. Moreover, what was comprised so that the burden of a drive circuit could be reduced or eliminated can be employ | adopted for a 2nd regenerative power reduction apparatus. For example, as will be described in detail later, it is possible to adopt one configured so that the generated current does not flow in the drive circuit or one configured to reduce the voltage in the drive circuit. It is.

  By the way, the suspension system according to the aspect of the present aspect reduces the regenerative power by consuming the generated power to be regenerated to the power source between the drive circuit and the power source by the first regenerative power reducing device. The motor generates a motor force depending on the electromotive force. The motor force, that is, the actuator force can be controlled by controlling the drive circuit. In short, the operation of the first regenerative power reduction device does not affect the normal control of the actuator. Therefore, from the viewpoint of avoiding deterioration in riding comfort, it is desirable that the system of this aspect is configured such that the first regenerative power reduction device operates in preference to the second regenerative power reduction device.

  The “actuator” in the aspect of this section includes, for example, a sprung unit and a sprung unit capable of relative movement between the sprung unit and the sprung unit according to the approach and separation between the sprung unit and the sprung unit. It is possible to provide an electromagnetic shock absorber that generates a force for relative movement between the unsprung unit and the unsprung unit based on the force of the electromagnetic motor. In addition, an elastic body having one end connected to one of the spring upper part and the spring lower part is provided, and the actuator is disposed between the other end of the elastic body and the other of the spring upper part and the spring lower part, The amount of deformation of the elastic body is changed according to its own operating position by applying the force generated by itself depending on the motor force to the elastic body. It is also possible to make it a component of a so-called left and right independent type stabilizer device that generates a force in the direction in which they approach and separate.

  The “control device” in the aspect of this section is, for example, control for the purpose of vibration damping that is a function as a shock absorber, for example, control of the actuator force generated by the actuator, specifically, for example, an absolute speed on a spring. It is possible to adopt a control that can execute control based on the above, that is, control based on the so-called skyhook damper theory. Also, roll suppression control for suppressing the roll of the vehicle body caused by turning of the vehicle, pitch suppression control for suppressing the pitch of the vehicle body caused by acceleration / deceleration of the vehicle, and adjustment of the distance between the sprung portion and the unsprung portion. It is also possible to execute the control to be performed, that is, so-called vehicle height adjustment control or the like in parallel.

  (2) The vehicle according to (1), wherein the second regenerative power reduction device realizes a state in which the generated power is not regenerated by a power source by conducting between the energization terminals of each phase of the electromagnetic motor. Suspension system.

  The aspect described in this section is an aspect in which a method for realizing a state in which generated power is not regenerated in the second regenerative power reduction device is limited. The 2nd regenerative power reduction apparatus of the aspect of this term implement | achieves the state in which generated power is not regenerated by consuming generated power in the circuit from the location which electrically connected between the energization terminals to a motor. In addition, the aspect of this term may be one in which some resistance exists between the energization terminals of each phase of the motor to be conducted, or may be conducted by short-circuiting between the energization terminals. Good. For example, when the second regenerative power reduction device is provided between the drive circuit and the motor, the generated current does not flow in the drive circuit, in other words, no voltage is applied, so that the load on the drive circuit is eliminated. Is possible. In addition, for example, when the second regenerative power reduction device is provided in the drive circuit, it is possible to reduce the voltage applied in the drive circuit, as will be described in detail later. It is possible to reduce the burden.

  (3) The suspension for a vehicle according to (1), wherein the second regenerative power reduction device realizes a state in which the generated power is not regenerated by a power source by opening energization terminals of each phase of the electromagnetic motor. system.

  The aspect described in this section is an aspect in which a method for realizing a state in which the generated power is not regenerated in the second regenerative power reduction device is limited, and is an aspect in which the connection between the motor and the power source is disconnected. The second regenerative power reduction device of the aspect of this section realizes a state in which the generated power is not regenerated by preventing the generated power from being generated. Note that the aspect of this section can realize a state in which the generated power is not regenerated to the power source by disconnecting the connection between the motor and the power source even if one of the phases is connected. It is.

(4) The drive circuit is
(a) a high-potential side switching element provided between the high-potential side terminal of the power source and the energizing terminal of one phase of the electromagnetic motor; and (b) a low-potential side terminal of the power source and that of the electromagnetic motor. Having a plurality of pairs of switching elements corresponding to the number of phases of the electromagnetic motor, comprising a pair of low-potential-side switching elements provided between current-carrying terminals of one phase,
The vehicle suspension system according to any one of (1) to (3), wherein the control device controls an actuator force generated by the actuator by controlling operations of the plurality of switching element pairs.

  The mode described in this section is a mode in which a so-called inverter is employed as the drive circuit. The inverter may be of any structure that can control the operation of switching elements such as FETs provided for each phase according to the electrical angle of the electromagnetic motor, and performs PWM (Pulse Width Modulation) control. It is desirable to adopt a possible structure. According to the aspect of this section, it is possible to easily and accurately control the electromagnetic motor.

(5) By controlling the operation of the plurality of switching element pairs, the control device can realize a state in which the generated power is not regenerated in a power source,
The vehicle suspension system according to item (4), wherein the drive circuit functions as the second regenerative power reduction device.

  The mode described in this section is a mode that realizes a state in which the generated power is not regenerated by the power source, for example, by controlling the drive circuit and conducting between the current-carrying terminals of each phase of the motor as described above. Can be adopted. In this case, it is possible to realize a state where the generated power is not regenerated by setting the ON / OFF states of the switching elements to a fixed state as described later. With such an aspect, the voltage applied to each switching element can be reduced from the voltage before operating the second regenerative power reduction device, so that the burden on the drive circuit can be reduced. Further, according to the aspect of this section, it is not necessary to add extra parts or the like to the conventional electromagnetic suspension system, so that the system has a simple structure. In the aspect of this section, the second regenerative power reduction device includes a drive circuit and a part of a control device that outputs a command for realizing a state in which the generated power is not regenerated in the drive circuit. It is possible to adopt such an embodiment.

(6) The second regenerative power reduction device is
A state that is disposed between the drive circuit and the electromagnetic motor, the electromagnetic motor is driven by the drive circuit and the generated power can be regenerated to a power source, and the generated power is a power source The vehicle suspension system according to any one of (1) to (5), including a regenerative / non-regenerative switching device that selectively realizes a state in which the motor is not regenerated.

  As the “regenerative / non-regenerative switching device” described in this section, for example, a relay, a switch, or the like can be employed. In this mode, for example, a regenerative / non-regenerative switching device is arranged between the drive circuit and the motor, and the regenerative / non-regenerative switching device allows conduction between the energizing terminals of each phase of the motor or energizing terminals. It is possible to adopt a mode of opening. According to the aspect of this section, the generated current does not flow from the drive circuit to the power supply, in other words, no voltage is applied, so it is possible to eliminate the burden on the drive circuit, the power supply, and the first regenerative power reduction device. It is. In the aspect of this section, the second regenerative power reduction device is configured to include the regenerative / non-regenerative switching device and a part of the control device that outputs a command to the regenerative / non-regenerative switching device. It is also possible to adopt an aspect.

(7) The vehicle suspension system is
Each of the first regenerative power reduction device and the second regenerative power reduction device is configured to switch between an operating state and a non-operating state depending on the magnitude of the electromotive force generated in the electromagnetic motor. The vehicle suspension system according to any one of (1) to (6).

(8) The vehicle suspension system is
The state in which the first regenerative power reduction device operates from a state where it does not operate when the electromotive force generated in the electromagnetic motor becomes larger than the first threshold voltage set to a value higher than the voltage of the power source. Switch to
The second regenerative power reduction device operates from a state in which it does not operate when an electromotive force generated in the electromagnetic motor becomes larger than a second threshold voltage set to a value higher than the first threshold voltage. The vehicle suspension system according to item (7), configured to be switched to a state of

  The modes described in the above two items are modes in which whether or not the two regenerative power reduction devices are activated is determined by the magnitude of the electromotive force. The latter mode is a mode in which the first regenerative power reduction device operates in preference to the second regenerative power reduction device, and is desirable from the viewpoint of avoiding the above-described deterioration in riding comfort. Note that the mode of the above two terms may be a mode in which “the magnitude of the electromotive force” itself is detected to switch the operation of the two regenerative power reduction devices, or the potential difference at a certain location in the circuit. Further, the mode may be such that the magnitude of the electromotive force is estimated from the current, the rotational speed of the motor, and the like, and the operation of the two regenerative power reduction devices is switched. In the above two aspects, the system may be provided with sensors capable of detecting them, and the operation of the two regenerative power reduction devices may be switched based on the detection result of the sensors. It may be determined that the electromotive force has changed, and whether or not the two regenerative power reduction devices are activated may be switched. In the circuit connecting the motor and the power source, various sensors such as a voltage sensor and a current sensor are provided for use in controlling the actuator and the like. If the mode of switching the operation of the reduction device is switched, it is not necessary to add extra parts or the like to the conventional electromagnetic suspension system, so that the system has a simple structure.

  Hereinafter, some embodiments of the claimable invention and modifications thereof will be described in detail with reference to the drawings. In addition to the following examples, the claimable invention is implemented in various modes including various modifications and improvements based on the knowledge of those skilled in the art, including the mode described in the above [Mode of Invention]. can do.

<< First Example >>
<Configuration of suspension system>
FIG. 1 schematically shows a vehicle suspension system 10 that is an embodiment of the claimable invention. The suspension system 10 includes four independent suspension type suspension devices corresponding to the front, rear, left and right wheels 12, each of which is a spring absorber in which a suspension spring and a shock absorber are integrated. Assy20. The wheel 12 and the spring absorber assembly 20 are generic names, and when it is necessary to clarify which of the four wheels corresponds, as shown in FIG. In some cases, FL, FR, RL, and RR are attached to the front wheel, the right front wheel, the left rear wheel, and the right rear wheel.

  As shown in FIG. 2, the spring absorber assembly 20 is provided between a suspension lower arm 22 that holds the wheel 12 and constitutes a part of the unsprung part, and a mount part 24 that is provided on the vehicle body and constitutes a part of the unsprung part. And an electromagnetic actuator 26 disposed so as to connect them, and an air spring 28 as a suspension spring provided in parallel therewith.

  The actuator 26 includes an outer tube 30 and an inner tube 32 that fits into the outer tube 30 and protrudes upward from the upper end portion of the outer tube 30. The outer tube 30 is connected to the lower arm 22 via a mounting member 34 provided at the lower end portion thereof, while the inner tube 32 is connected to the mount portion 24 at a flange portion 36 formed at the upper end portion thereof. ing. The outer tube 30 is provided with a pair of guide grooves 38 on the inner wall surface thereof so as to extend in the direction in which the axis of the actuator 26 extends (hereinafter sometimes referred to as “axial direction”). Each of a pair of keys 40 attached to the lower end of the inner tube 32 is fitted into each of the outer tube 30 and the inner tube 32 by the guide groove 38 and the key 40. Relative rotation is impossible and relative movement is possible in the axial direction. Incidentally, a seal 42 is attached to the upper end portion of the outer tube 30 to prevent air leakage from the pressure chamber 44 described later.

  The actuator 26 includes a screw rod 50 as a male screw portion in which a thread groove is formed, and a nut 52 as a female screw portion that holds the bearing ball and is screwed with the screw rod 50. A mechanism and an electromagnetic motor 54 (hereinafter, simply referred to as “motor 54”) as a power source are provided. The motor 54 is fixedly accommodated in the motor case 56, and the flange portion of the motor case 56 is fixed to the upper surface side of the mount portion 24, and the flange portion 36 of the inner tube 32 is attached to the flange portion of the motor case 56. By being fixed, the inner tube 32 is connected to the mount portion 24 via the motor case 56. A motor shaft 58 that is a rotation shaft of the motor 54 is integrally connected to the upper end portion of the screw rod 50. That is, the screw rod 50 is disposed in the inner tube 32 with the motor shaft 58 extended, and is rotated by the motor 54. On the other hand, the nut 52 is fixedly supported on the upper end portion of the nut support cylinder 60 attached to the inner bottom portion of the outer tube 30 in a state of being screwed with the screw rod 50.

  The air spring 28 includes a housing 70 fixed to the mount portion 24, an air piston 72 fixed to the outer tube 30 of the actuator 26, and a diaphragm 74 connecting them. The housing 70 has a generally cylindrical shape with a lid, and is fixed to the lower surface side of the mount portion 24 on the upper surface side of the lid portion 76 in a state where the inner tube 32 of the actuator 26 is passed through a hole formed in the lid portion 76. Yes. The air piston 72 has a generally cylindrical shape, and is fixed to the upper portion of the outer tube 30 with the outer tube 30 fitted therein. The housing 70 and the air piston 72 are connected by a diaphragm 74 while maintaining airtightness, and the pressure chamber 44 is formed by the housing 70, the air piston 72, and the diaphragm 74. The pressure chamber 44 is filled with compressed air as a fluid. With such a structure, the air spring 28 elastically supports the lower arm 22 and the mount portion 24, that is, the wheel 12 and the vehicle body, by the pressure of the compressed air.

  From the structure as described above, when the spring upper portion and the spring lower portion approach and separate from each other, the outer tube 30 and the inner tube 32 can be relatively moved in the axial direction. Along with the relative movement, the screw rod 50 and the nut 52 relatively move in the axial direction, and the screw rod 50 rotates with respect to the nut 52. The motor 54 can apply a rotational torque to the screw rod 50, and generates a resistance force that prevents the stroke operation against the relative operation (stroke operation) between the sprung portion and the unsprung portion. Is possible. The actuator 26 functions as a so-called shock absorber by causing this resistance force to act as a damping force for the stroke motion between the sprung portion and the unsprung portion. The actuator 26 can also generate a driving force for relative movement between the unsprung side unit and the unsprung side unit. Control based on the so-called skyhook damper theory, pseudo groundhook theory, or the like. It is possible to execute. Since the actuator 26 generates a resistance force and a propulsive force against the relative movement between the unsprung unit and the unsprung unit, in addition to generating the damping force as described above, It is possible to maintain the distance from the unsprung part, that is, the distance between the sprung and unsprung parts, at an arbitrary distance, effectively adjusting the roll of the vehicle when turning the vehicle, the pitch of the vehicle when accelerating / decelerating It is possible to suppress or adjust the height of the vehicle, the so-called vehicle height.

  As shown in FIG. 1, the suspension system 10 is a fluid inflow / outflow device for inflowing / outflowing air (air) as a fluid with respect to an air spring 28 of each spring / absorber assembly 20. An air supply / discharge device 80 is connected to the pressure chamber 44 of the spring 28, supplies air to the pressure chamber 44, and discharges air from the pressure chamber 44. Although detailed description is omitted, the suspension system 10 can adjust the amount of air in the pressure chamber 44 of each air spring 28 by the air supply / discharge device 80. The spring length of the air spring 28 can be changed to change the distance between the sprung springs for each wheel 12. Specifically, it is possible to increase the amount of air in the pressure chamber 44 to increase the distance between the sprung springs and decrease the amount of air to decrease the distance between the sprung springs. That is, the system 10 is capable of so-called vehicle height adjustment.

  In the suspension system 10, the operation of the spring absorber assembly 20, that is, the actuator 26 and the air spring 28 are controlled by a suspension electronic control unit 140 (hereinafter also referred to as “ECU 140”) as a control device. The ECU 140 includes a controller [CONT] 142 mainly composed of a computer having a CPU, ROM, RAM, etc., a driver [DRV] 144 as a drive circuit for the air supply / discharge device 80, and a motor 54 included in each actuator 26. And four inverters [INV] 146 each functioning as a drive circuit for the corresponding motor 54. The ECU 140 controls the air spring 28 by controlling the driver 144, and controls the actuator force generated by the actuator 26 by controlling the four inverters 146. The driver 144 and the inverter 146 are connected to the battery [BAT] 150 via the converter [CONV] 148, and each control valve, pump motor, etc., and the motor 54 of each actuator 26 that the air supply / discharge device 80 has. Is supplied with power from a power source 152 configured to include the converter 148 and the battery 150.

  The vehicle includes an ignition switch [I / G] 160, a vehicle speed sensor [v] 162 for detecting a vehicle traveling speed (hereinafter sometimes abbreviated as “vehicle speed”), and a sprung unsprung state for each wheel 12. Four height sensors [h] 164 for detecting the distance, vehicle height change switch [HSw] 166 operated by the driver for the vehicle height change instruction, and an operation angle sensor [δ for detecting the operation angle of the steering wheel 170, longitudinal acceleration sensor [Gx] 172 that detects actual longitudinal acceleration that is the longitudinal acceleration actually generated in the vehicle body, and lateral acceleration sensor [Gy] 174 that detects actual lateral acceleration that is the lateral acceleration actually generated in the vehicle body , Four sprung vertical acceleration sensors [Gzs] 176 for detecting the vertical acceleration (vertical acceleration) of each mount 24 of the vehicle body corresponding to each wheel 12, each wheel 1 There are four unsprung vertical acceleration sensors [Gzg] 178 for detecting the longitudinal acceleration of the engine, a throttle sensor [Sr] 180 for detecting the opening of the accelerator throttle, a brake pressure sensor [Br] 182 for detecting the master cylinder pressure of the brake, etc. They are connected to the computer of the ECU 140. The ECU 140 controls the operation of the spring absorber assembly 20 based on signals from these switches and sensors. Incidentally, the character [] is a symbol used when the above-mentioned switch, sensor, etc. are shown in the drawing. Further, the ROM provided in the computer of the ECU 140 stores a program related to the control of the actuator 26, various data, and the like, which will be described later.

  As shown in FIG. 3, the motor 54 of each actuator 26 is a three-phase DC brushless motor in which coils are star-connected (Y-connected), and is controlled by the inverter 146 described above. The inverter 146 is a general one as shown in FIG. 3, and a switching element pair composed of a switching element on the high side (high potential side) and a switching element on the low side (low potential side) of a power source is connected to a motor. There are 3 pairs corresponding to the U phase, V phase, and W phase, which are 54 three phases. That is, six switching elements HUS, HVS, HWS, LUS, LVS, and LWS are provided. In addition, the switching element control circuit 190 included in the inverter 146 includes a resolver [θ] 192 provided in the motor 54 for detecting the rotation angle of the motor 54, and each of the three phases of the motor 54 provided in the inverter 146. Current conducting current sensors [I] 194 that measure actual conducting currents that actually flow through the inverter 146, and three voltage sensors [E] that are provided in the inverter 146 and measure the voltages of the three phases. 196 is connected. The switching element control circuit 190 determines the motor rotation angle by the resolver 194, and opens and closes the switching element based on the motor rotation angle. The inverter 146 drives the motor 54 by so-called sine wave drive, and the current flowing in each of the three phases of the motor 54 changes in a sine wave shape, and the phase difference differs by 120 ° in electrical angle. In addition, the switching element is controlled. The inverter 146 has a structure capable of regenerating generated power, which is generated based on the electromotive force generated in the motor 54, to the power source 152, and the motor 54 has only a motor force depending on the supply current. Instead, it is possible to generate a motor force depending on the electromotive force. In other words, the inverter 146 adjusts the current flowing through the motor 54, that is, the energization current of the motor 54, regardless of whether the current is supplied from the power source 152 or the generated current due to the electromotive force. The motor force is controlled. The energization current is adjusted by each inverter 146 changing a ratio (duty ratio) between a pulse on time and a pulse off time by PWM (Pulse Width Modulation).

In addition, between the four inverters 146 and the power source 152, a single power configured to include a resistor 200 and a switching element 202 that switches between a state in which current flows through the resistor 200 and a state in which no current flows. A consumption circuit 204 (a so-called brake circuit) is provided. This power dissipation circuit 204, the voltage E _B between the high-potential side and the low potential side of the power consumption circuit 204 (hereinafter, simply referred to as "voltage E _B of the power circuit 204") is the power supply voltage When the first threshold voltage E ₁ , which is a value greater than E ₀ , is exceeded, the switching element 202 is turned on, and a generated current that is a current dependent on the electromotive force flows through the resistor 200. That is, the power consumption circuit 204 can reduce the power regenerated in the power source by consuming the regenerated power that is regenerated in the power source among the generated power by its operation. Yes, it functions as a first regenerative power reduction device. In the present system 10, equal each terminal voltage E _M of the four motors 54 during the normal control execution, and their terminal voltage E _M is equal to the voltage E _B of the power circuit 204. That is, when the power consumption circuit 204, four at least one electromotive force generated among the motor 54, the voltage E _B of the four terminal voltage of the motor 54 E _M and the power consumption circuit 204 is increased, It switches from a state where it does not operate to a state where it operates. Incidentally, although detailed description is omitted, when the switching element 202 is turned on, the power source 152 does not flow current toward the motor 54.

<Control of suspension system>
i) Outline of Actuator Control In this suspension system 10, each of the four spring absorber assemblies 20 can be controlled independently. In each of the spring absorber assemblies 20, the actuator force of the actuator 26 is independently controlled to control the vibration of the vehicle body and the wheel 12, that is, the control for damping the sprung vibration and the unsprung vibration (hereinafter referred to as “vibration damping”). May be referred to as “control”). In addition, control for suppressing the roll of the vehicle body caused by turning of the vehicle (hereinafter sometimes referred to as “roll suppression control”), control for suppressing the pitch of the vehicle body caused by acceleration / deceleration of the vehicle (hereinafter referred to as “roll control”). (Sometimes referred to as “pitch suppression control”). In the vibration damping control, roll suppression control, and pitch suppression control, the target actuator force is determined by adding the vibration damping component, roll suppression component, and pitch suppression component, which are components of the actuator force for each control. It is executed comprehensively by being controlled to generate the target actuator force. In the following description, the actuator force and its component are positive values corresponding to the force in the direction (rebound direction) separating the sprung portion and the unsprung portion, and the direction causing the sprung portion and the unsprung portion to approach each other. It is assumed that the one corresponding to the force in the (bound direction) is a negative value.

ii) Vibration damping control In the vibration damping control, a vibration damping component F _V of the actuator force is determined so as to generate an actuator force having a magnitude corresponding to the speed of the vibration in order to attenuate the vibration of the vehicle body and the wheel 12. . In other words, this control is a combination of control based on the so-called skyhook damper theory and control based on the pseudo groundhook theory. Specifically, the vertical operating speed of the mount 24 of the vehicle body, which is obtained from the sprung vertical acceleration sensor 176 provided on the mount 24 of the vehicle body, the so-called absolute spring speed Vs. Based on the vertical movement speed of the wheel 12 obtained from the unsprung longitudinal acceleration detected by the unsprung longitudinal acceleration sensor 178 provided on the lower arm 22, the so-called unsprung absolute speed Vg, vibration damping is performed according to the following equation: The component F _V is calculated.
F _V = Cs · Vs−Cg · Vg
Here, Cs is a gain for generating a damping force in accordance with the vertical operation speed of the mount 24 of the vehicle body, and Cg generates a damping force in accordance with the vertical operation speed of the wheel 12. For gain. That is, Cs and Cg can be considered as damping coefficients for so-called sprung and unsprung absolute vibrations.

iii) Roll restraint control When the vehicle is turning, the roll moment resulting from the turn causes the spring upper part and the unsprung part on the turning inner ring side to be separated from each other, and the spring upper part and the unsprung part on the turning outer ring side are brought closer to each other. It is done. In the roll suppression control, in order to suppress the separation on the turning inner ring side and the approach on the turning outer ring side, the actuator force in the bounce direction is applied to the actuator 26 on the turning inner ring side, and the actuator force in the rebound direction is applied to the actuator 26 on the turning outer ring side. Each is generated as a roll restraining force. Specifically, first, as a lateral acceleration that indicates a roll moment received by the vehicle body, an estimated lateral acceleration Gyc estimated based on the steering angle δ of the steering wheel and the vehicle speed v, and a lateral acceleration sensor 174 were measured. on the basis of the actual lateral acceleration Gyr, control lateral acceleration a lateral acceleration that is used to control Gy ^* is determined according to the following equation.
Gy ^* = K ₁ · Gyc + K ₂ · Gyr (K ₁ , K ₂ : gain)
Such based on the determined control-use lateral acceleration Gy ^*, the roll restrain component F _R is determined according to the following equation.
F _R = K ₃ · Gy ^* (K ₃ : Gain)

iv) Pitch suppression control When a vehicle nose dive occurs during deceleration, such as when the vehicle is braked, the front wheel side spring top and spring bottom are brought closer to each other by the pitch moment that causes the nose dive. The sprung part on the ring side and the unsprung part are separated from each other. In addition, when squat of the vehicle body is generated during acceleration of the vehicle, the sprung moment that generates the squat separates the front wheel spring top and the spring bottom, and the rear wheel spring top and spring bottom. Is approached. In the pitch suppression control, the actuator force is generated as the pitch suppression force in order to suppress fluctuations in the distance between the sprung springs in those cases. Specifically, as longitudinal acceleration indicative of the pitch moment acting on the vehicle body, is employed the actual longitudinal acceleration Gx that is actually measured by the longitudinal acceleration sensor 172, and based on the actual longitudinal acceleration Gx, the pitch restrain component F _P has the following formula Determined according to.
F _P = K ₄ · Gx (K ₄ : Gain)
It should be noted that the pitch suppression control is executed when the throttle opening detected by the throttle sensor 180 or the master cylinder pressure detected by the brake pressure sensor 182 exceeds a set threshold.

v) Target Actuator Force and Motor Operation Control The actuator 26 is controlled based on the target actuator force that is the actuator force that it should generate. In detail, as described above, the vibration damping component F _V of the actuator force, a roll restrain component F _R, the pitch restrain component F _P is determined on the basis of their target actuator is a control target value in accordance with the following equation The force F ^* is determined.
F ^* = F _V + F _R + F _P
Then, the inverter 146 performs operation control of the motor 54 for generating the target actuator force F ^* determined as described above. More specifically, a target duty ratio is determined based on the target actuator force F ^* determined as described above, and a command based on the duty ratio is transmitted to the inverter 146. Under the appropriate duty ratio, the inverter 146 operates the motor 54 so that the switching element control circuit 190 controls the opening and closing of the switching element included in the inverter 146 to generate the target actuator force F ^* . That is, the actuator force generated by the actuator 26 is controlled by controlling the operation of the motor 54.

vi) Supply / Regeneration of Actuator Force and Electric Power Actuator 26 relies on the force of motor 54 to generate a force for relative movement between the unsprung unit and unsprung unit. A force is applied to the approach / separation operation. As described above, in the vibration damping control of the system 10, the actuator force is determined based on the skyhook damper theory or the like. Therefore, the actuator force is applied not only as a resistance force against the relative movement between the sprung unit and the unsprung unit but also as a propulsive force.

  The torque generated by the motor 54 and the actuator force are in a proportional relationship, and the relative operation between the unsprung unit and the unsprung unit matches the approach / separation operation between the unsprung portion and the unsprung portion. Can think. FIG. 4 shows the short circuit characteristics of the motor 54 with the torque or actuator force on the vertical axis and the speed of the relative motion or the rotational speed of the motor 54 on the horizontal axis. The first quadrant in the figure is a region in which the sprung portion and the sprung portion move in the rebound direction, and the actuator force acts in the rebound direction. Similarly, the second quadrant has a rebound direction in the rebound direction. The region where the actuator force acts, the third quadrant is the region where the actuator force in the bound direction acts on the motion in the bound direction, and the fourth quadrant is the region where the actuator force in the bound direction acts on the motion in the rebound direction It is. That is, the first and third quadrants are areas where the actuator force acts as a propulsive force, and the second and fourth quadrants are areas where the actuator force acts as a resistance force. The short-circuit characteristic line shown in the figure is a line indicating the force generated by the motor 54 based on the electromotive force when the energization terminals of the motor 54 are short-circuited.

  In the areas [A], [B], [D], and [E] in FIG. 4, the actuator force is generated while the motor 54 is supplied with power from the power source 152. On the other hand, in the area of [C], [F], that is, the hatched area, the motor 54 generates power depending on the electromotive force, and the actuator force depending on the generated power is generated. A part of the generated power is regenerated in the power source 152.

vii) Vehicle Height Change Control In this suspension system 10, the vehicle is driven by the air spring 28 based on the driver's intention for the purpose of coping with traveling on a road with large road undulations and improving the steering stability of the vehicle. Control for changing the vehicle height (hereinafter also referred to as “vehicle height change control”) is also executed. Briefly, the vehicle height change control is executed when the target set vehicle height, which is the set vehicle height to be realized by the operation of the vehicle height change switch 166 based on the driver's intention, is changed. A sprung unsprung distance as a target for each wheel 12 is set according to each of the target set vehicle heights, and a sprung spring for each wheel 12 is set based on a detection value of the height sensor 164. The operation of the air supply / discharge device 80 is controlled so that the lower distance becomes the target distance, and the unsprung distance between the springs of each wheel 12 is changed to a distance corresponding to the target set vehicle height. Further, in this vehicle height change control, so-called auto leveling control is also performed for the purpose of dealing with changes in vehicle height due to, for example, changes in the number of passengers and changes in the load capacity of luggage.

<Reduction of regenerative power>
As described above, the inverter 146 is configured to be able to regenerate the power generated by the power source 152 based on the electromotive force generated in the motor 54. For example, when the unsprung part is suddenly operated due to road surface unevenness or the like, that is, when a large force is input from the outside, a large electromotive force is generated in the motor 54, and the large electromotive force causes the power source 152. Therefore, a large burden is placed on the switching element of the inverter 146 and the like. Therefore, in the present suspension system 10, four electromotive force generated in at least one of the motor 54, when the voltage E _B of the power circuit 204 becomes larger than the first threshold voltage E _1, electric power consumption circuit The load on the power source 152 is reduced by the operation of the 204 to reduce the regenerative power. In this case, the ECU 140 controls the inverter 146 so as to generate the target actuator force F ^* described above.

However, when a larger electromotive force is generated, it is difficult to say that the effect of reducing the burden on the power source 152 is sufficient only by the consumption of the regenerative power by the power consumption circuit 204. Also, the power consumption circuit 204 and the inverter The burden of 146 also increases. Therefore, in the present system 10, when the terminal voltage E _M of the motor 54 exceeds the second threshold voltage E ₂ set to a value larger than the first threshold voltage E ₁ , the ECU 140 determines the target actuator described above. Instead of the control of the inverter 146 in the normal control for generating the force F ^* , the inverter 146 is controlled so as to short-circuit between the energization terminals of the motor 54. More specifically, the ECU 140 detects the three phases U, V, and W phases E _U , E _V , and E _W detected by the three voltage sensors 196 and the resolver 192. Based on the rotation angle θ of the motor 54, the terminal voltage E _M of the motor 54 is obtained. Then, when the obtained terminal voltage E _M of the motor 54 exceeds the second threshold voltage E ₂ , the ECU 140 turns on all of the high-side switching elements HUS, HVS, HWS of the inverter 146 and sets the low side All of the switching elements LUS, LVS, and LWS are turned off so that the energized terminals are short-circuited with each other. Incidentally, in the present system 10, as described above, since the terminal voltages E _M of the four motors 54 are equal during the execution of the normal control, the control of the four actuators 26 is switched at the same time. Yes.

In the state where the current-carrying terminals are short-circuited by the inverter 146 as described above, the generated current flows through the power source 152 and the power consuming circuit 204, in other words, a voltage based on a large electromotive force is not applied. The burden on the power source 152 and the power consumption circuit 204 is eliminated. In this state, since the voltages of the respective phases are equal to each other, the voltage applied to the high-side switching element in the ON state of the inverter 146 is equalized, and the switching element on the low-side in the OFF state is equalized. Since no voltage is applied, the burden on the inverter 146 is reduced in the system 10. That is, in the present system 10, the inverter 146 functions as a second regenerative power reduction device. In this state, the actuator 26 has a braking force of a specific magnitude (in accordance with the short-circuit characteristic line shown in FIG. 4) according to the fluctuation speed of the unsprung distance (rotational speed of the motor 54). Actuator force (resistance force) is generated. Further, the power consumption circuit 204, no current flows as described above, the voltage E _B of the power consumption circuit 204 falls below the first threshold voltage E _1, so that the switching element 202 is OFF.

<Control program>
The above-described control of the actuator 26 is repeated by the ECU 140 with a short time interval (for example, several milliseconds to several tens of milliseconds) while the ignition switch 160 is in the ON state, as shown in the flowchart of FIG. Done by being executed. The control flow will be briefly described below with reference to the flowchart shown in the figure. The control program is executed for each actuator 26 of the spring absorber assembly 20 provided on each of the four wheels 12. In the following description, processing by this program for one actuator 26 will be described in consideration of simplification of description.

In the actuator control program executed in the ECU 140, first, in step 1 (hereinafter abbreviated as “S1”, the same applies to other steps), the three-phase voltages of the motor 54 are acquired from the three voltage sensors 196. At the same time, the rotation angle of the motor 54 is acquired from the resolver 192, and the terminal voltage E _M of the motor 54 is calculated from the three-phase voltage and the motor rotation angle in S2. Next, in S3 to S5, based on the terminal voltage E _M of the motor 54, it is determined which of normal control below S6 and short circuit control below S11 is executed. In S4, the terminal voltage E _M of the motor 54 in the case where the second threshold voltage E ₂ or less, the normal control of S6 follows is performed. Specifically, in S6, the damping force component F _V to perform vibration damping control, in S7, the roll restrain component F _R for performing roll reduction control, at S8, the pitch-reduction component for performing pitch reduction control Each _FP is determined by the method as described above. In S9, the components F _V , F _R , and _FP are summed to determine the target actuator force F ^* . In S10, the motor 54 is controlled based on the target actuator force F ^* . A duty ratio is determined, and a command based on the duty ratio is transmitted to inverter 146. Incidentally, when the terminal voltage E _M of the motor 54 is larger than the first threshold voltage E _{1 and} smaller than the second threshold voltage E ₂ , the normal control of the actuator 26 as described above is executed, and the power consumption circuit 204. Is activated, and the generated power is consumed.

If the terminal voltage E _M of the motor 54 is larger than the second threshold voltage E _{2 in} S4, in order to realize a state where the generated power is not regenerated in the power source in S11, an inverter 146 replaces the normal control. Short-circuit control for short-circuiting between energization terminals of the motor 54 is executed. Specifically, as described above, the ON / OFF state of the switching element is set so that the high-side switching elements HUS, HVS, and HWS are all in the ON state, and the low-side switching elements LUS, LVS, and LWS are all in the OFF state. In addition, a control signal is transmitted to the inverter 146. If the normal control is switched to the short-circuit control, the short-circuit flag F is set to [1] in S12. In the present system 10, since the terminal voltages of the four motors 54 are equal during normal control execution, the control of the four actuators 26 is switched simultaneously. For this reason, in the present system 10, even when the control is switched, the behavior of the vehicle body is prevented from being out of balance between the front, rear, left and right of the vehicle.

When the short-circuit flag F is set to [1] as described above, the short-circuit flag F is set to [1] in S3 when the program is executed next time and therefore, in S5, all four actuators 26 are supported. It is determined whether or not the terminal voltage E _M of the motor 54 is smaller than the first threshold voltage E ₁ . When the terminal voltage E _M of the four motors 54 is smaller than the first threshold voltage E ₁ , the short-circuit control is returned to the normal control, and the short-circuit flag F is set to “0” in S13 and S6 and thereafter Is executed. That is, in the present system 10, when the electromotive force generated in the four motors is sufficiently lowered, the normal control is restored.

<Functional configuration of control device>
The ECU 140 serving as the control device of the suspension system 10 executes various processes as described above by executing the actuator control program. By executing these various processes, the ECU 140 can be considered to have a functional unit as shown in FIG. As a basic functional unit, the ECU 140 includes a functional unit that executes the processes of S6 to S10 of the actuator control program, that is, the actuator force control unit 250. The actuator force control unit 250, the vibration suppression control unit 252 for determining the vibration suppression component F _V by executing the processing in S6, roll control section 254 for determining the roll restrain component F _R by performing the processing of S7 When, and a pitch restrain control unit 256 for determining the pitch restrain component F _P by executing the processing in S8.

  The ECU 140 includes a short-circuit control unit 260 and a control determination unit 262 as functional units that cope with a case where the electromotive force generated in the motor 54 is large. Specifically, the short-circuit control unit 260 is a functional unit that performs control to short-circuit between the energization terminals of the motor 54 by the control of the inverter 146, and corresponds to the part that executes the processes of S11 and S10. In addition, the control determination unit 262 determines whether to perform normal control by the actuator force control unit 250 or short-circuit control by the short-circuit control unit 260 depending on the magnitude of the electromotive force generated in the motor 54. This corresponds to the part that executes the processing of S1 to S5. The ECU 140 includes a second regenerative power reduction device 264 including the short-circuit control unit 260, the control determination unit 262, and the inverter 146.

<< Second Embodiment >>
The vehicle suspension system of the second embodiment has the same configuration as that of the system of the first embodiment except for the second regenerative power reduction device. Therefore, in the description of the present embodiment, the first embodiment will be described. Constituent elements having the same functions as those of the system of the example are indicated by the same reference numerals, and the description thereof will be omitted.

  FIG. 7 is a circuit diagram showing a circuit from the motor 54 to the power source 152 in the suspension system of the present embodiment. The ECU 300 provided in the system of the present embodiment has two opening / closing switches 302. Each of the two open / close switches 302 is connected between the inverter 146 and the motor 54, more specifically, between the V-phase energization terminal of the motor 54 and the switching element pair corresponding to the V-phase, and the W-phase energization of the motor 54. A terminal and a switching element pair corresponding to the W phase are respectively disposed. The ECU 300 sets the open / close switch 302 to the state in which the inverter 146 and the motor 54 are normally connected with each being normally in an ON state (closed state), and is also in an OFF state (open state), thereby energizing terminals of the motor 54. Can be opened.

FIG. 8 is a flowchart showing an actuator control program executed in ECU 300. When the terminal voltage E _M of the motor 54 exceeds the second threshold voltage E ₂ (S24), the ECU 300 sets the open / close switch 302 to the OFF state (open state) to open the energization terminal instead of the normal control. The opening control is executed (S33), and the generated power can be prevented from being generated by the control. That is, in the system of the present embodiment, the two open / close switches 302 function as a regenerative / non-regenerative switcher, and include a second regenerative power reduction device configured to include the open / close switches 302. In this system, since the second regenerative power reduction device is configured not to generate generated power, it is possible to eliminate the burden on the inverter 146, the power supply 152, and the first regenerative power reduction device 204. Yes.

Incidentally, in the system of the present embodiment, since the energization terminal of the motor 54 is opened by the operation of the second regenerative power reduction device, the voltage of each phase of the motor 54 by the voltage sensor 196 cannot be detected. Therefore, in this system, when the opening control is executed, the terminal voltage E _M of the motor 54 is estimated based on the rotational angular velocity of the motor 54 obtained from the detection result of the resolver 192 (S30, 31). When the estimated terminal voltage E _M corresponding to all of the four actuators 26 falls below the first threshold voltage, the normal control is returned (S32).

  In the suspension system of the second embodiment, the regenerative / non-regenerative switcher opens the energization terminal of the motor 54, but the regenerative / non-regenerative switcher conducts between the energization terminals of the motor 54. (Short circuit) may be used. FIG. 9 is a circuit diagram showing a circuit from the motor 54 to the power source 152 in the suspension system of the present modification. The ECU 320 provided in the system of this modification has two open / close switches 322. Each of the two open / close switches 322 is between the inverter 146 and the motor 54, specifically between the energization terminals of the U phase and the V phase and between the energization terminals of the V phase and the W phase, respectively. Normally, it is in an OFF state (open state), and by being in an ON state (closed state), it is possible to short-circuit between these energization terminals. In the system of this modified example, it is possible to prevent the generated current from flowing between the inverter 146 and the power supply 152, in other words, it is possible to prevent the voltage from being applied. It is possible to eliminate the burden on the inverter 146, the power source 152, and the first regenerative power reduction device 204.

1 is a schematic diagram showing an overall configuration of a vehicle suspension system according to a first embodiment of the claimable invention. It is front sectional drawing which shows the spring absorber Assy shown in FIG. It is a circuit diagram which shows the circuit to the electromagnetic motor with which the actuator shown in FIG. 2 is provided and a power supply. 3 is a graph for explaining the relationship between the actuator force of the actuator shown in FIG. 2, the supply of electric power to the electromagnetic motor included in the actuator, and the regeneration of electric power from the electromagnetic motor. It is a flowchart showing the actuator control program performed by the suspension electronic control unit shown in FIG. It is a block diagram regarding the function of the suspension electronic control unit which the suspension system for vehicles shown in FIG. 1 has. It is a circuit diagram which shows the circuit from the electromagnetic motor of the actuator which the suspension system for vehicles of 2nd Example has to a power supply. It is a flowchart showing the actuator control program performed by the suspension electronic control unit which the suspension system for vehicles of 2nd Example has. It is a circuit diagram which shows the circuit from the electromagnetic motor of the actuator which the suspension system for vehicles which is a modification of 2nd Example has to a power supply.

Explanation of symbols

  10: Vehicle suspension system 12: Wheel 20: Spring absorber assembly 22: Lower arm (lower part of spring) 24: Mount part (upper part of spring) 26: Actuator 28: Air spring 50: Screw rod (male thread part) 52: Nut (female thread) 54): Electromagnetic motor 80: Air supply / discharge device 140: Suspension electronic control unit (ECU, control device) 142: Controller 146: Inverter (drive circuit, second regenerative power reduction device) 148: Converter 150: Battery 152: Power source 192: Resolver 196: Voltage sensor [E] 200: Resistor 202: Switching element 204: Power consumption circuit (first regenerative power reduction device) 250: Actuator force control unit 252: Vibration damping control Unit 254: Roll suppression control unit 256: Pitch suppression control unit 260: Short circuit control unit 262: Control determination unit 264: Second regenerative power reduction device 300: Suspension electronic control unit 302: Open / close switch (regenerative / non-regenerative switcher, first 320: Suspension electronic control unit 322: Open / close switch (regenerative / non-regenerative switching device, second regenerative power reducing device)

Claims (7)

An electromagnetic motor that has an electromagnetic motor and can generate an actuator force that is a force in the direction of approaching and moving away from the upper and lower springs depending on the motor force generated by the electromagnetic motor. An actuator,
A drive circuit disposed between the electromagnetic motor and a power source, configured to drive the electromagnetic motor and to regenerate the generated power based on the electromotive force generated in the electromagnetic motor as a power source; A controller for controlling the actuator force generated by the actuator by controlling the drive circuit;
A first regenerative power reduction device that is disposed between the drive circuit and a power source and that can consume at least a portion of the generated power by its own operation and reduce the power regenerated by the power source;
A vehicle comprising: a second regenerative power reduction device provided between one of the drive circuit and the electromagnetic motor and one of the drive circuits, and capable of realizing a state in which the generated power is not regenerated by a power source by its own operation. Suspension system.   2. The vehicle suspension system according to claim 1, wherein the second regenerative power reduction device realizes a state in which the generated power is not regenerated by a power source by causing conduction between energization terminals of each phase of the electromagnetic motor.   2. The vehicle suspension system according to claim 1, wherein the second regenerative power reduction device realizes a state in which the generated power is not regenerated by a power source by opening an energization terminal of each phase of the electromagnetic motor. The drive circuit is
(a) a high-potential side switching element provided between the high-potential side terminal of the power source and the energizing terminal of one phase of the electromagnetic motor; and (b) a low-potential side terminal of the power source and that of the electromagnetic motor. Having a plurality of pairs of switching elements corresponding to the number of phases of the electromagnetic motor, comprising a pair of low-potential-side switching elements provided between current-carrying terminals of one phase,
The control device is
By controlling the operation of the plurality of switching element pairs, it is possible to control the actuator force generated by the actuator and to realize a state where the generated power is not regenerated to the power source,
The vehicle suspension system according to any one of claims 1 to 3, wherein the drive circuit functions as the second regenerative power reduction device. The second regenerative power reduction device is
A state that is disposed between the drive circuit and the electromagnetic motor, the electromagnetic motor is driven by the drive circuit and the generated power can be regenerated to a power source, and the generated power is a power source The vehicle suspension system according to any one of claims 1 to 4, further comprising a regenerative / non-regenerative switching device that selectively realizes a state of being not regenerated. The vehicle suspension system is
Each of the first regenerative power reduction device and the second regenerative power reduction device is configured to switch between an operating state and a non-operating state depending on the magnitude of the electromotive force generated in the electromagnetic motor. The vehicle suspension system according to any one of claims 1 to 5. The vehicle suspension system is
The state in which the first regenerative power reduction device operates from a state where it does not operate when the electromotive force generated in the electromagnetic motor becomes larger than the first threshold voltage set to a value higher than the voltage of the power source. Switch to
The second regenerative power reduction device operates from a state in which it does not operate when an electromotive force generated in the electromagnetic motor becomes larger than a second threshold voltage set to a value higher than the first threshold voltage. The vehicle suspension system according to claim 6, wherein the vehicle suspension system is configured to switch to a state in which the vehicle is engaged.

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