JP2017095077A - Suspension device and damper - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension device and a damper that are capable of suppressing the deterioration of riding comfort and steering stability when all motors fail even in a vehicle in which wheels are individually driven by the motors and reducing cost.SOLUTION: A suspension device S1 is provided with only three dampers (D1, D2, and D3) provided between a vehicle body B and wheels and mounted on an automobile V having the wheels (left, right, front, and rear wheels W1, W2, W3, and W4) individually driven by motors M. In this suspension device, one or more of the three dampers are arranged on both front and rear sides with an x axis set as a boundary, and one or more are arranged on both left and right sides with a y axis set as a boundary, with the gravity center G of the vehicle body B set as an original point, the x axis representing a straight line extending through the original point to the left and right sides of the vehicle B, and the y axis representing a straight line orthogonal to the x axis at the original point and extending to the front and rear sides of the vehicle body B.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a suspension device and a damper.

  Conventionally, there is a vehicle in which wheels are individually driven by a motor such as an in-wheel motor (IWM). Among such in-wheel motor vehicles, there is one in which the braking / driving force of each wheel is individually controlled by controlling the torque of the motor to suppress vehicle pitch, bounce, and roll (for example, Patent Documents 1, 2, and 3). In the vehicle, as long as the motor operates normally based on the control command and the braking / driving force of all the wheels can be individually controlled, there is no problem even if a damper for exhibiting the damping force is not installed.

JP 2007-118898 A JP 2005-225373 A JP 2006-109642 A

  However, if all the dampers are removed, the braking / driving force of all wheels cannot be controlled due to the failure of all motors M (hereinafter referred to as the failure of all motors). At the same time, the damping function for suppressing the loss is lost. Therefore, when all the dampers are eliminated, the riding comfort when the vehicle is retracted to the road shoulder or the roadside belt when all the motors fail is significantly deteriorated and the steering stability is lowered. On the other hand, in the unlikely event that all the motors fail, it would be costly to provide a damper on each wheel as in a conventional engine-driven vehicle.

  Therefore, the present invention provides a suspension device and a damper that can suppress the deterioration of ride comfort and steering stability when all motors fail, and can reduce costs when mounted on a vehicle in which wheels are individually driven by a motor. For the purpose of provision.

  The invention according to claim 1, which solves the above problem, includes only three dampers, and the damper has a center of gravity of a vehicle body as an origin, and a straight line extending through the origin to the left and right of the vehicle body as an x-axis, Assuming that the y axis is a straight line that extends perpendicularly to the x axis at the origin and extends in the longitudinal direction of the vehicle body, at least one of the three dampers is arranged on both the front and rear sides with respect to the x axis, and the y axis is One or more on the left and right sides of the border. For this reason, even if there are only three dampers, it is possible to suppress vertical vibrations of the vehicle body due to pitch, bounce and roll.

  In the invention described in claim 2, in addition to the structure described in claim 1, two of the dampers are attached to the wheels which are steering wheels. For this reason, the grounding property of the steered wheels when all the motors fail is improved, and the steering stability can be improved.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, two of the dampers are arranged symmetrically about the y axis, and the remaining one is the y It is arranged on the axis. For this reason, even if there are only three dampers, the vertical vibration of the vehicle body can be attenuated in a balanced manner.

  According to a fourth aspect of the present invention, in addition to the configuration according to any one of the first to third aspects, one of the dampers is attached to a beam connecting the wheels arranged side by side. For this reason, even with a single damper, in-phase vibrations of the left and right wheels can be suppressed, and the damper can be easily arranged on the y-axis.

  In addition to the structure as described in any one of Claim 1 to 3, in the invention of Claim 5, one of the said dampers is attached to the stabilizer, and rotation of the said stabilizer is suppressed. For this reason, even with a single damper, in-phase vibrations of the left and right wheels can be suppressed, and the damper can be easily arranged on the y-axis. Furthermore, a damper that suppresses in-phase vibration of the left and right wheels regardless of the presence or absence of a beam can be attached.

  According to a sixth aspect of the present invention, in addition to the configuration according to any one of the first to third aspects, the tip of the damper swings to the left and right when the wheels are vibrated side by side. Is interposed between a pair of lockers that make the For this reason, even with a single damper, in-phase vibrations of the left and right wheels can be suppressed, and the damper can be easily arranged on the y-axis. Furthermore, a damper that suppresses in-phase vibrations of the left and right wheels can be attached regardless of the presence or absence of beams and stabilizers.

  According to a seventh aspect of the present invention, in addition to the structure according to any one of the first to third aspects, any or all of the dampers are rotary dampers, and an arm that supports the wheel so as to move up and down. Is provided at the hinge coupling portion. For this reason, since a damper can be attached regardless of the presence or absence of a beam, a stabilizer, and a rocker, the freedom degree of selection of a damper installation place is high.

  In the invention according to claim 8 for solving the above-described problem, the damper is interposed between the vehicle body and the beam connecting the left and right wheels individually driven by the motor. For this reason, even if it is one damper, the in-phase vibration of a right-and-left wheel can be controlled. Therefore, if the damper is used in combination with a pair of left and right dampers that can suppress in-phase / reverse-phase vibration of the conventional left and right wheels, and arranged on both sides of the x-axis, the pitch, bounce and The vertical vibration of the vehicle body accompanying the roll can be suppressed.

  In the invention according to claim 9 for solving the above-mentioned problem, the damper is interposed between the vehicle body and the stabilizer provided between the left and right wheels individually driven by the motor, and the stabilizer is rotated. Suppress. Therefore, if the damper is used in combination with a pair of left and right dampers that can suppress in-phase / reverse-phase vibration of the conventional left and right wheels, and arranged on both sides of the x-axis, the pitch, bounce and The vertical vibration of the vehicle body accompanying the roll can be suppressed. Furthermore, the damper is also attached to a vehicle that does not include a beam.

  In the invention according to claim 10 for solving the above-mentioned problem, the damper is interposed between a pair of rockers that swing left and right when the left and right wheels individually driven by a motor vibrate to make the tip closer. . Therefore, if the damper is used in combination with a pair of left and right dampers that can suppress in-phase / reverse-phase vibration of the conventional left and right wheels, and arranged on both sides of the x-axis, the pitch, bounce and The vertical vibration of the vehicle body accompanying the roll can be suppressed. Furthermore, the damper is also attached to a vehicle that does not include a beam and a stabilizer.

  According to the suspension device and the damper of the present invention, even in a vehicle in which wheels are individually driven by a motor, it is possible to suppress deterioration in ride comfort and steering stability when all motors fail, and to reduce costs.

It is a top view which shows roughly the attachment state of the suspension apparatus which concerns on 1st, 2nd, 3rd embodiment of this invention. 1 is a perspective view schematically showing a part of a suspension device according to a first embodiment of the present invention. In a vehicle provided with the suspension device according to the first, second, and third embodiments of the present invention, control excluding pitch control among control for controlling vehicle speed, roll, yaw, pitch, and bounce The simulation results are shown when the braking / driving force of the wheel is controlled by combining the above and when it is not controlled. It is a perspective view which simplifies and shows a part of suspension apparatus which concerns on 2nd embodiment of this invention. It is a front view which simplifies and shows a part of suspension apparatus which concerns on 3rd embodiment of this invention. It is the schematic which shows the attachment state of the suspension apparatus which concerns on 4th embodiment of this invention. It is a perspective view which simplifies and shows a part of suspension apparatus which concerns on 4th embodiment of this invention. It is a top view which shows roughly the modification of the attachment state of the suspension apparatus which concerns on 4th embodiment of this invention. It is a matrix figure which shows the example of arrangement | positioning of the three dampers in the suspension apparatus which concerns on this invention. Shows the simulation results for the case where the braking / driving force of the wheel is controlled by combining the control for controlling the vehicle speed, roll, yaw, pitch, and bounce, and the case where it is not controlled in the vehicle without the damper. . In a vehicle that does not have a damper, control is performed when the braking / driving force of the wheel is controlled by combining the controls for controlling the vehicle speed, roll, yaw, pitch, and bounce, excluding the control of the pitch. Each simulation result when there is no is shown.

  Embodiments of the present invention will be described below with reference to the drawings. The same reference numerals given throughout the several drawings indicate the same or corresponding parts. Suspension devices S1, S2, S3, and S4 according to the embodiments of the present invention shown in FIGS. Hereinafter, the front and rear, left and right of the vehicle V viewed from the driver who drives the vehicle V and the suspension devices S1, S2, S3, and S4 attached to the vehicle V are simply “front” unless otherwise specified. It is called “rear”, “left” and “right”.

<First embodiment>
The vehicle V on which the suspension device S1 according to the first embodiment of the present invention is mounted includes a vehicle body B, four wheels including a left front wheel W1, a right front wheel W2, a left rear wheel W3, and a right rear wheel W4. An electric motor M that is attached to each of the left and right front and rear wheels W1, W2, W3, and W4 and brakes and drives (brakes and drives) the wheels, and between the left and right front and rear wheels W1, W2, W3, and W4 and the vehicle body B. The suspension device S1 is interposed. In the automobile V, tie rods (not shown) are connected to the left and right front wheels W1, W2, and the direction is changed by changing the direction of the front wheels by a handle operation. That is, the left and right front wheels W1, W2 are steering wheels, and the left and right rear wheels W3, W4 are non-steering wheels (wheels that are not steering wheels).

  Subsequently, the motor M for braking and driving the wheels is an in-wheel motor, and is provided inside the hub of the left and right front and rear wheels W1, W2, W3, and W4. Then, the torque of the motor M is individually controlled to individually apply driving force to the left and right front and rear wheels W1, W2, W3, and W4. Further, the motor M is operated as a generator to perform energy regeneration, and a braking force based on regenerative braking can be individually applied to the left and right front and rear wheels W1, W2, W3, and W4. As long as one motor M drives one wheel, the motor M may be provided outside the wheel.

  The motor M is connected to a control device (not shown), and the control device is in the state of the vehicle V (for example, vertical acceleration on a spring, vertical acceleration on a spring, stroke of a suspension device, etc.). For each wheel, an optimum braking / driving force for suppressing vehicle body vibration is obtained from information obtained by various sensors (not shown) for detecting the vehicle, and the motor M is set so that the braking / driving force of each wheel is optimized. Send control commands to each. And by giving a driving force and a braking force to each wheel separately, the vertical vibration of the vehicle body B is suppressed, and a pitch, a bounce, and a roll are prevented. The braking force applied to the wheels may be a disc brake or a drum brake, or may be a combination of these braking forces and a braking force based on regenerative braking.

  Subsequently, the suspension device S1 includes a total of three dampers D1, D2, D3, one at each of three locations between the vicinity of the left front wheel W1, the vicinity of the right front wheel W2, and the left and right rear wheels W3, W4. And four suspension springs (not shown) arranged in the vicinity of the left and right front and rear wheels W1, W2, W3 and W4. As is well known, the suspension spring is a spring such as a coil spring or an air spring, and is interposed between the vehicle body B and the wheels W1, W2, W3, and W4 to elastically support the vehicle body B.

  The dampers D1, D2, and D3 have an outer shell 1 (FIG. 2) and a rod 2 that goes in and out of the outer shell 1, as is well known, and the rod 2 moves in and out of the outer shell 1 to expand and contract. In addition, a damping force that suppresses relative movement between the rod 2 and the outer shell 1 is exhibited. The dampers D1, D2, and D3 may be passive dampers that extend and contract by receiving external force, or active dampers that extend and contract regardless of the input of external force, and a mechanism for exerting a damping force is arbitrary. Further, in the damper D3 shown in FIG. 2, the outer shell 1 is connected to the vehicle body side and the rod 2 is connected to the wheel side. However, this is not restrictive, and the mounting method of the dampers D1, D2, D3 is changed as appropriate. it can.

  The damper D1 disposed in the vicinity of the left front wheel W1 is interposed between the left front wheel W1 and the vehicle body B via an arm (not shown) or the like, and the left front wheel W1 moves up and down with respect to the vehicle body B. Demonstrate the damping force that suppresses. Similarly, the damper D2 disposed in the vicinity of the right front wheel W2 is interposed between the right front wheel W2 and the vehicle body B via an arm (not shown) or the like, and is connected to the vehicle body B with the right front wheel W2. Demonstrates a damping force that suppresses moving up and down. The mounting method of dampers D1 and D2 (hereinafter also referred to as front wheel side dampers) D1 and D2 disposed in the vicinity of the left and right front wheels W1 and W2 can be appropriately changed according to the suspension type of the front wheels. Further, these dampers D1 and D2 may be integrated with a suspension spring (not shown) or separately.

  Subsequently, a damper D3 (hereinafter also referred to as a rear wheel damper) disposed between the left and right rear wheels W3 and W4 connects the axles of the left rear wheel W3 and the right rear wheel W4 as shown in FIG. It is interposed between the axle beam 3 and the vehicle body B (FIG. 1). Further, trailing arms 30 and 31 extend forward from both ends of the axle beam 3 so as to face each other, and their tips are hinged to a vehicle body B or a suspension member (not shown), respectively. For this reason, the trailing arms 30 and 31 swing up and down with their tips connected to the vehicle body B, and accordingly the axle beam 3 and the left and right rear wheels W3 and W4 move up and down with respect to the vehicle body B. The damper D3 is attached to the center of the axle beam 3 in the axial direction, and the left and right rear wheels W3 and W4 move in the same vertical direction with respect to the vehicle body B, and the axle beam 3 is prevented from moving up and down. Demonstrate the damping force.

  Here, as shown in FIG. 1, the center of gravity G of the vehicle body B in a state where there is no passenger and no load (no load) is set as the origin of the orthogonal coordinate system on the plane, and passes horizontally through the origin to the left and right of the vehicle body B. The straight line that extends is the x-axis of the orthogonal coordinate system, the straight line that is orthogonal to the x-axis at the origin, and that extends horizontally before and after the vehicle body B is the y-axis of the orthogonal coordinate system, and the x-axis is positive on the right side of the vehicle body B, The y-axis is positive in front of the vehicle body B. Then, the four sections divided by the x-axis and the y-axis become the first quadrant Q1, the second quadrant Q2, the third quadrant Q3, and the fourth quadrant Q4 counterclockwise from the upper right part in FIG. Of the front wheel side dampers D1 and D2, one damper D1 is provided in the second quadrant Q2, and the other damper D2 is provided in the first quadrant Q1, and these dampers D1 and D2 are provided on the y-axis. Are arranged symmetrically with respect to the center. Further, the rear wheel side damper D3 is provided on the y axis on the opposite side (third and fourth quadrants Q3 and Q4 side) with respect to the front wheel side dampers D1 and D2 and the x axis.

  Hereinafter, the operation of the suspension device S1 of the present embodiment will be described. In the dampers D1, D2, and D3, the direction of the damping force is the same (the same direction) when the damping force acts in a direction that suppresses the displacement of the wheel in the same vertical direction, and the damping force suppresses the displacement of the wheel in the reverse vertical direction. The direction of the damping force is reversed (reverse direction) when acting in the direction of movement.

  When the left front wheel W1 is displaced vertically (vibrated) with respect to the vehicle body B, the damper D1 in the vicinity of the left front wheel W1 exhibits a damping force to suppress the vibration. When the right front wheel W2 is displaced (vibrated) up and down with respect to the vehicle body B, the damper D2 near the right front wheel W2 exhibits a damping force to suppress the vibration. Further, when the left and right rear wheels W3, W4 are displaced in the same vertical direction (in-phase vibration) with respect to the vehicle body B, the vehicle body B and the axle beam 3 are relatively displaced, so that there is only one damper on the rear wheel side (damper D3). ), The damper D3 exhibits a damping force to suppress the in-phase vibration of the rear wheels. However, when the left and right rear wheels W3, W4 are displaced in the opposite direction (reverse phase vibration) with respect to the vehicle body B, if the damper D3 is provided on the y-axis as described above, the axle to which the damper D3 is attached is mounted. There is little vertical displacement at the center in the axial direction of the beam 3, and the damping force by the damper D3 cannot be obtained substantially.

  For this reason, when the vehicle body B exhibits a pitch behavior that rotates up and down around the x axis, the dampers D1 and D2 exhibit damping force in the same direction, and the front wheel side dampers D1 and D2 and the rear wheel The side damper D3 exerts a damping force in the reverse direction to suppress vertical vibrations of the vehicle body B due to pitch behavior. Further, when the vehicle body B exhibits a bounce behavior that bounces up and down, all the dampers D1, D2, and D3 exhibit a damping force in the same direction to suppress the vertical vibration of the vehicle body B accompanying the bounce behavior. In addition, when the vehicle body B exhibits a roll behavior that rotates up and down around the y axis, the front wheel dampers D1 and D2 mainly exert a damping force in the reverse direction to cause the vehicle body B to move along with the roll behavior. Suppresses vertical vibration.

  That is, according to the suspension device S1, the vertical vibrations of the vehicle body B associated with each behavior are caused by the three dampers D1, D2, and D3 when the vehicle body B exhibits any of the pitch behavior, the bounce behavior, and the roll behavior. Any or all of these can be suppressed. For this reason, even if the damping function for suppressing the vertical vibration of the vehicle body B by the control of the braking / driving force of the wheels is lost due to the failure of all the motors M (when all the motors fail), the minimum The vertical vibration of the vehicle body B can be suppressed by the damper, and pitch, bounce, and roll can be suppressed.

  Next, FIGS. 3, 10, and 11 show a case where all the motors M can be controlled and a case where the vertical vibration of the vehicle body B is suppressed by controlling the braking / driving force of the wheel and a case where the control is not performed. Each simulation result is shown. 3, 10, and 11, FR indicates the right front wheel W2, FL indicates the left front wheel W1, RR indicates the right rear wheel W4, and RL indicates the left rear wheel W3. 10 and 11 show a case where the vehicle does not have a damper and an attempt is made to suppress the vertical vibration of the vehicle body B only by controlling the braking / driving force of the wheels, and FIG. 3 shows the case where the vehicle is a suspension device S1. Is shown.

  In a vehicle without a damper, when torque is applied to the left and right front and rear wheels W1, W2, W3, and W4 by combining control for controlling vehicle speed, roll, yaw, pitch, and bounce (FIG. 10 (d) row) Although the roll and yaw can be suppressed (FIG. 10 (a), column (c), (2)), the pitch cannot be sufficiently suppressed (FIG. 10 (a), column (b)), and the bounce is not controlled. (Fig. 10 (a) column (a) row). Further, when torque is applied to the left and right front and rear wheels W1, W2, W3, and W4 by combining the control of the vehicle speed, roll, yaw, pitch, and bounce, excluding the pitch (FIG. 11 (d) row), bounce suppression is performed. Is possible (FIG. 11 (a), column (A) row), but the pitch cannot be sufficiently suppressed (FIG. 11 (A), column (B) row). From these facts, it is understood that bounce can be sufficiently suppressed if the pitch is not controlled.

  Therefore, when the suspension apparatus S1 is used with only the pitch control turned OFF as in FIG. 11, the pitch can be suppressed by the suspension apparatus S1, so that both pitch and bounce can be suppressed, and roll, yaw, pitch And a sufficient suppression effect can be obtained for all vibrations of the bounce (FIG. 3 (a) row).

  Hereinafter, the operational effects of the suspension device S1 and the damper D3 according to the present embodiment will be described.

  The damper D3 is attached to an axle beam (beam) 3 that connects the left and right rear wheels (wheels arranged side by side) W3 and W4. For this reason, even if it is one damper D3, when the left-right wheel connected with the axle beam 3 vibrates in phase, the damping force which suppresses the said vibration can be exhibited. Therefore, the damper D3 is used in combination with the two dampers D1 and D2 that can exhibit a damping force for suppressing the left and right wheels when the left and right wheels vibrate in the same phase and opposite phase, and the damper D3 and the dampers D1 and D2 are used as x. If it arrange | positions at the both sides of an axis | shaft, a pitch, a bounce, and a roll can be suppressed with the three dampers D1, D2, and D3.

  In the present embodiment, the damper D3 is attached to the axle beam 3 that connects the axles of the left and right rear wheels W3, W4. However, the present invention is not limited to this. For example, the damper D3 is interposed between the trailing arms. It may be attached to a beam or the like. Further, when the damper D3 is a rotary damper, it may be provided at the hinge coupling portion of the trailing arm.

  In the suspension device S1, the dampers D1 and D2 (two of the three dampers) are arranged symmetrically about the y axis, and the damper D3 (the remaining one of the three dampers) ) Is arranged on the y-axis. For this reason, the vertical vibration of the vehicle body B can be attenuated in a balanced manner by the three dampers D1, D2, and D3. In consideration of the balance, it is preferable that the distances from the center of gravity G to the three dampers D1, D2, and D3 are as equal as possible. Further, as described above, when the damper D3 is attached to a beam such as the axle beam 3, the damper D3 can be easily disposed on the y axis. The arrangement of the three dampers D1, D2, and D3 is not limited to the above, and the damper may be placed at any position as long as one or more dampers exist on both sides of the x axis and both sides of the y axis. It may be provided.

  The two dampers D1 and D2 are attached to the left and right front wheels (wheels) W1 and W2 and the vehicle body B, which are steering wheels. Therefore, even when the left and right steering wheels vibrate, the vibrations are attenuated by the dampers D1 and D2, and the grounding property of the steering wheels (when the vehicle passes through the uneven road surface, the wheels follow the road surface unevenness). And the contact stability when the entire motor fails can be improved. Note that the vibrations of the left and right steering wheels may be attenuated by a single damper, and the vibrations of the left and right non-steering wheels may be individually attenuated by two dampers. The change can be made regardless of the arrangement of the dampers D1, D2, and D3.

  The suspension device S1 is mounted on an automobile (vehicle) V having four wheels that are individually driven by a motor M, and only three dampers (dampers) are interposed between the vehicle body B and the wheels. D1, D2, D3). The center of gravity G of the vehicle body B is the origin, and a straight line extending to the left and right of the vehicle body B through this origin (center of gravity G) is the x-axis. Assuming that the extending straight line is the y-axis, two dampers (dampers D1 and D2) are disposed on the front side of the vehicle body B with the x-axis as a boundary, and one damper (damper D3) is disposed on the rear side, and the y-axis is the boundary. One (damper D1) is arranged on the left side of the vehicle body B, and one (damper D2 arrangement) is arranged on the right side. That is, one or more dampers are not arranged on the same straight line, and one or more dampers are arranged on both the front and rear sides of the x-axis, and one or more dampers are arranged on the left and right sides of the y-axis. When connected, a triangular surface is created.

  Here, when there are fewer than three dampers, for example, when there are two dampers, vibrations that cause the vehicle body to rotate around an axis connecting the two dampers cannot be suppressed. On the other hand, according to the suspension device S1, since the three dampers D1, D2, and D3 are arranged as described above, even if the suspension device has only three dampers, the pitch, bounce And the vertical vibration of the vehicle body B accompanying a roll can be suppressed. Therefore, when the suspension device S1 is mounted on the automobile V, it is possible to suppress deterioration in ride comfort and steering stability when all the motors fail. Furthermore, in the case of a suspension device mounted on a conventional four-wheel vehicle (for example, an engine-driven vehicle), a damper is attached to each of the four wheels, and a place where a total of four dampers are required is referred to as the suspension device S1. According to this, since the vehicle body vibration can be suppressed by the three dampers D1, D2, and D3, the cost can be reduced.

  In the present embodiment, the suspension device S1 is mounted on the four-wheeled vehicle V. However, the suspension device S1 may be mounted on a vehicle having four or more wheels, and in this case also, the three dampers D1. , D2 and D3 can suppress vehicle vibration. When the suspension device S1 is mounted on a vehicle having four or more wheels, the number of parts that conventionally require four or more dampers can be reduced to three, which is highly effective in reducing costs. .

<Second Embodiment>
Next, the suspension device S2 according to the second embodiment of the present invention will be described. As shown in FIG. 1, the suspension device S2 according to the present embodiment is a four-wheeled vehicle having left and right front and rear wheels W1, W2, W3, and W4 that are individually driven and controlled by a motor M, similarly to the suspension device S1. V. Further, like the suspension device S1, the suspension device S2 is arranged in a total of three, one at each of the three locations between the vicinity of the left front wheel W1, the vicinity of the right front wheel W2, and the left and right rear wheels W3, W4. Dampers D1, D2 and D4 and a total of four suspension springs (not shown) arranged in the vicinity of the left and right front and rear wheels W1, W2, W3 and W4, respectively. The suspension device S2 of the present embodiment is the same as the suspension device S1 except that the attachment object of the rear wheel side damper D4 is different. Therefore, the same reference numerals are given to common configurations, and detailed descriptions thereof are omitted, and different configurations will be described in detail below.

  As shown in FIG. 4, the rear wheel side damper D4 is interposed via a link 40 between the stabilizer 4 provided between the left rear wheel W3 and the right rear wheel W4 and the vehicle body B (FIG. 1). Has been. The stabilizer 4 includes a central bar 4a that extends to the left and right (vehicle width direction) of the vehicle body B, and arm portions 4b and 4c that extend rearward from both ends of the central bar 4a. Is formed. And the tip of one arm part 4b is connected via the stabilizer link etc. to the arm (not shown) which supports left rear wheel W3 so that up-and-down movement is possible. The tip of the other arm portion 4c is also connected to an arm (not shown) that supports the right rear wheel W4 so as to move up and down via a stabilizer link or the like. Further, the central bar 4a is inserted into brackets 41 and 42 whose both ends in the axial direction are fixed to the vehicle body B, and supported by the brackets 41 and 42 so as to be rotatable in the front-rear direction.

  The link 40 is connected to the center of the center bar 4a, and the rotation of the center bar 4a is converted into a linear motion and transmitted to the damper D4. That is, the damper D4 is interposed between the stabilizer 4 and the vehicle body B via the link 40, and the left and right rear wheels W3 and W4 move in the same vertical direction with respect to the vehicle body B, so that the stabilizer 4 moves back and forth. Demonstrates damping force that suppresses rotation. Further, since the stabilizer 4 is twisted when the left and right rear wheels W3, W4 move in the opposite direction, the stabilizer 4 exerts an elastic force for returning to the original shape. In addition, the stabilizer 4 may be arrange | positioned so that arm part 4b, 4c may extend ahead, and the connection structure of the stabilizer 4 and an arm can also be changed suitably.

  Hereinafter, the operation of the suspension device S2 of the present embodiment will be described. In the dampers D1, D2, and D4, the direction of the damping force is the same (the same direction) when the damping force acts in a direction that suppresses the displacement of the wheel in the same vertical direction, and the damping force suppresses the displacement of the wheel in the reverse vertical direction. The direction of the damping force is reversed (reverse direction) when acting in the direction of movement.

  When the left front wheel W1 vibrates up and down, the damper D1 in the vicinity of the left front wheel W1 exhibits a damping force to suppress the vibration. Further, when the right front wheel W2 vibrates up and down, the damper D2 in the vicinity of the right front wheel W2 exhibits a damping force to suppress the vibration. Further, when the left and right rear wheels W3, W4 vibrate in the same phase, the stabilizer 4 rotates. Therefore, even if there is only one damper (damper D4) on the rear wheel side, the damper D4 exhibits a damping force and the rear Suppresses in-phase vibration of the ring. However, when the left and right rear wheels W3 and W4 vibrate in reverse phase, if the link 40 is connected to the center of the stabilizer 4 as described above, the damping force by the damper D4 cannot be obtained.

  For this reason, when the vehicle body B exhibits pitch behavior, the dampers D1 and D2 exhibit the damping force in the same direction, and the front wheel side dampers D1 and D2 and the rear wheel side damper D4 exhibit the damping force in the reverse direction. Demonstrate and suppress vertical vibration of the vehicle body B due to pitch behavior. Further, when the vehicle body B exhibits a bounce behavior, all the dampers D1, D2, D4 exhibit a damping force in the same direction to suppress the vertical vibration of the vehicle body B accompanying the bounce behavior. When the vehicle body B exhibits a roll behavior, the front wheel dampers D1 and D2 mainly exhibit a reverse damping force to suppress vertical vibrations of the vehicle body B accompanying the roll behavior.

  That is, according to the suspension device S2, the vertical vibrations of the vehicle body B associated with each behavior are caused by the three dampers D1, D2, and D4 when the vehicle body B exhibits any of the pitch behavior, the bounce behavior, and the roll behavior. Any or all of these can be suppressed. For this reason, even if the damping function for suppressing the vertical vibration of the vehicle body B by the control of the braking / driving force of the wheels is lost due to the failure of all the motors M (when all the motors fail), the minimum The vertical vibration of the vehicle body B can be suppressed by the damper, and pitch, bounce, and roll can be suppressed.

  Further, in the case where the vehicle is provided with the suspension device S2, and when all the motors M can be controlled, the vehicle speed, roll, yaw, pitch, and bounce are the same as when the vehicle is provided with the suspension device S1. When the torque is applied to the left and right front and rear wheels W1, W2, W3, W4 in combination with the control excluding the pitch (Fig. 3 (d)), it is sufficient for all vibrations of roll, yaw, pitch, and bounce. A suppression effect can be obtained (FIG. 3 (a) column).

  Hereinafter, the operational effects of the suspension device S2 and the damper D4 according to the present embodiment will be described.

  The damper D4 is attached to the stabilizer 4 and suppresses the rotation of the stabilizer 4. For this reason, even if it is one damper D4, when the right-and-left wheel provided in the both sides of the stabilizer 4 vibrates in phase, the damping force which suppresses the said vibration can be exhibited. Therefore, the damper D4 is used in combination with the two dampers D1 and D2 that can exhibit a damping force for suppressing the left and right wheels when the left and right wheels vibrate in the same phase / reverse phase, and the damper D4 and the dampers D1 and D2 are used as x. If it arrange | positions at the both sides of an axis | shaft, a pitch, a bounce, and a roll can be suppressed with three dampers D1, D2, and D4. Further, the damper D4 can be used regardless of the front and rear (front wheel side, rear wheel side) as long as the stabilizer 4 is provided, and can be used in a vehicle that does not include a beam for connecting the left and right wheels. high.

  In this embodiment, a link 40 is interposed between the damper D4 and the stabilizer 4, and the rotational motion of the stabilizer 4 is converted into a linear motion and transmitted to the damper D4. The configuration is not limited to the illustration and can be changed as appropriate. Further, for example, when the damper D4 is a rotary damper, the link 40 may be eliminated and the damper D4 may be directly attached to the stabilizer 4.

  Also in the present embodiment, like the suspension device S1, only three dampers (dampers D1, D2, D4) are interposed between the vehicle body and the wheels for one vehicle. One or more dampers are arranged on both the front and rear sides of the x-axis and the left and right sides of the y-axis. Also in the present embodiment, the two dampers D1 and D2 are attached to the left and right front wheels W1 and W2 that are the steering wheels, and are arranged symmetrically about the y axis, and the remaining one damper D4 is connected to the y axis. Is placed on top. The number and arrangement of the dampers are the same as those in the first embodiment, and the same effects can be obtained, so detailed description thereof is omitted here.

  In this embodiment, the suspension device S2 is mounted on the four-wheeled vehicle V, but may be mounted on a vehicle having four or more wheels. In this case, the suspension device S2 is also composed of three dampers. Vehicle vibration can be suppressed.

<Third embodiment>
Next, the suspension device S3 according to the third embodiment of the present invention will be described. As shown in FIG. 1, the suspension device S3 according to the present embodiment is a four-wheeled vehicle having left and right front and rear wheels W1, W2, W3, and W4 that are individually driven by a motor M, similarly to the suspension device S1. V. Further, like the suspension device S1, the suspension device S3 is arranged in a total of three, one at each of three locations between the vicinity of the left front wheel W1, the vicinity of the right front wheel W2, and the left and right rear wheels W3, W4. Dampers D1, D2, and D5, and a total of four suspension springs (not shown) disposed in the vicinity of the left and right front and rear wheels W1, W2, W3, and W4, respectively. The suspension device S3 of the present embodiment is the same as the suspension device S1 except that the attachment object of the rear wheel side damper D5 is different. Therefore, the same reference numerals are given to common configurations, and detailed descriptions thereof are omitted, and different configurations will be described in detail below.

  The rear wheel side damper D5 is interposed between a pair of left and right rockers 5a and 5b swinging left and right (vehicle width direction) as shown in the front view of FIG. The front end of one rocker 5a is connected to the left rear wheel W3 via an arm 6a that supports the left rear wheel W3 so as to move up and down, a link 50, and the like, and the front end of the other rocker 5b is connected to the right rear wheel W4. Is connected to the right rear wheel W4 via an arm 6b and a link 51 or the like that support the wheel in a vertically movable manner. Further, the ends of the rockers 5a and 5b are rotatably connected to the vehicle body B, and the tip swings in the left-right direction of the vehicle body B. The damper D5 is interposed between the tip portions of the rockers 5a and 5b, and is freely movable with respect to the vehicle body B. The left and right rear wheels W3 and W4 are up and down with respect to the vehicle body B. The damping force which suppresses that it moves to a direction and the rockers 5a and 5b rotate in the direction which approaches or separates the front end side is exhibited.

  Hereinafter, the operation of the suspension device S3 of the present embodiment will be described. In the dampers D1, D2, and D5, the direction of the damping force is the same (the same direction) when the damping force acts in the direction that suppresses the displacement of the wheel in the same vertical direction, and the damping force suppresses the displacement of the wheel in the reverse vertical direction. The direction of the damping force is reversed (reverse direction) when acting in the direction of movement.

  When the left front wheel W1 vibrates up and down, the damper D1 in the vicinity of the left front wheel W1 exhibits a damping force to suppress the vibration. Further, when the right front wheel W2 vibrates up and down, the damper D2 in the vicinity of the right front wheel W2 exhibits a damping force to suppress the vibration. Further, when the left and right rear wheels W3 and W4 vibrate in phase, the pair of rockers 5a and 5b rotate in opposite directions to change the distance on the tip side, so only one rear wheel damper (damper D5) is used. Even if it exists, the said damper D5 exhibits damping force and suppresses the common mode vibration of a rear wheel. However, when the left and right rear wheels W3 and W4 vibrate in reverse phase, the rockers 5a and 5b move in the same direction as described above, and the damper D5 moves freely with respect to the vehicle body B, so that the damper D5 moves to the rockers 5a and 5b. The damping force due to the damper D5 cannot be expected.

  For this reason, when the vehicle body B exhibits a pitch behavior, the dampers D1 and D2 exhibit the damping force in the same direction, and the front wheel side dampers D1 and D2 and the rear wheel side damper D5 exhibit the damping force in the reverse direction. Demonstrate and suppress vertical vibration of the vehicle body B due to pitch behavior. Further, when the vehicle body B exhibits a bounce behavior, all the dampers D1, D2, D5 exhibit a damping force in the same direction to suppress vertical vibrations of the vehicle body B accompanying the bounce behavior. In addition, when the vehicle body B exhibits a roll behavior that rotates up and down around the y axis, the front wheel dampers D1 and D2 mainly exert a damping force in the reverse direction to cause the vehicle body B to move along with the roll behavior. Suppresses vertical vibration.

  That is, according to the suspension device S3, when the vehicle body B exhibits any of the pitch behavior, the bounce behavior, and the roll behavior, the vertical vibrations of the vehicle body B associated with each behavior are caused by the three dampers D1, D2, D5. Any or all of these can be suppressed. For this reason, even if the damping function for suppressing the vertical vibration of the vehicle body B by the control of the braking / driving force of the wheels is lost due to the failure of all the motors M (when all the motors fail), the minimum The vertical vibration of the vehicle body B can be suppressed by the damper, and pitch, bounce, and roll can be suppressed.

  Further, when the vehicle includes the suspension device S3 and all the motors M can be controlled, the vehicle speed, roll, yaw, pitch, and bounce are the same as when the vehicle includes the suspension device S1. When the torque is applied to the left and right front and rear wheels W1, W2, W3, W4 in combination with the control excluding the pitch (Fig. 3 (d)), it is sufficient for all vibrations of roll, yaw, pitch, and bounce. A suppression effect can be obtained (FIG. 3 (a) column).

  Hereinafter, the operational effects of the suspension device S3 and the damper D5 according to the present embodiment will be described.

  The damper D5 is interposed between a pair of rockers 5a and 5b that swing left and right when the left and right rear wheels (wheels arranged on the left and right) W3 and W4 vibrate to make the tip closer. For this reason, even if it is one damper D5, when the left-right wheel respectively connected with a pair of rocker 5a, 5b vibrates in phase, the damping force which suppresses the said vibration can be exhibited. Therefore, the damper D5 is used in combination with the two dampers D1 and D2 that can exhibit a damping force for suppressing the left and right wheels when the left and right wheels vibrate in the same phase and opposite phase, and the damper D5 and the dampers D1 and D2 are used as x. If it arrange | positions at the both sides of an axis | shaft, a pitch, a bounce, and a roll can be suppressed with the three dampers D1, D2, and D5. Furthermore, if the rockers 5a and 5b are provided, the damper D5 can be used regardless of whether it is front or rear (front wheel side, rear wheel side), and can be used in a vehicle that does not include a beam and a stabilizer that connect the left and right wheels. High versatility.

  In the present embodiment, the rockers 5a and 5b are connected to the arms 6a and 6b that support the wheels so as to be movable up and down. However, the present invention is not limited to this. If the force is applied to the damper D5 in the expansion / contraction direction, the connection method between the rockers 5a, 5b and the wheels can be changed as appropriate. Furthermore, the place where the lockers 5a and 5b are provided may be anywhere above, below, inside, or the like where the engine room is located in a conventional engine-driven vehicle.

  Also in the present embodiment, similarly to the suspension device S1, only three dampers (dampers D1, D2, D5) are interposed between the vehicle body and the wheels for one vehicle. One or more dampers are arranged on both the front and rear sides of the x-axis and the left and right sides of the y-axis. Also in the present embodiment, the two dampers D1 and D2 are attached to the left and right front wheels W1 and W2 that are steering wheels, and are arranged symmetrically about the y axis, and the remaining one damper D5 is connected to the y axis. Is placed on top. The number and arrangement of the dampers are the same as those in the first embodiment, and the same effects can be obtained, so detailed description thereof is omitted here.

  In this embodiment, the suspension device S3 is mounted on the four-wheeled vehicle V, but may be mounted on a vehicle having four or more wheels. In this case, the suspension device S3 is also configured with three dampers. Vehicle vibration can be suppressed.

<Fourth embodiment>
Next, a suspension device S4 according to a fourth embodiment of the present invention will be described. As shown in FIG. 6, the suspension device S4 according to the present embodiment is a four-wheeled vehicle having left and right front and rear wheels W1, W2, W3, and W4 that are individually driven by a motor M, similarly to the suspension device S1. V. The suspension device S4 includes a total of three dampers D6, D7, and D8, one in each of three locations near the left front wheel W1, near the right front wheel W2, and near the left rear wheel W3. There are a total of four suspension springs (not shown) arranged in the vicinity of the wheels W1, W2, W3, and W4.

  As shown in FIG. 7, the dampers D6, D7, and D8 are all rotary dampers, and are provided at the hinge coupling portion of the arm 7 that supports the wheel so as to move up and down. The arm 7 has an A shape in a plan view, and includes a top portion 7a connected to the wheel and a pair of leg portions 7b and 7c that are divided into two branches from the top portion 7a and extend toward the vehicle body. And the front-end | tip parts 7d and 7e of these leg parts 7b and 7c are hinge-coupled to the vehicle body B or the suspension member (not shown).

  As is well known, the dampers D6, D7, and D8, which are rotary dampers, include a housing 10 and a shaft (not shown) that is rotatably inserted into the housing 10. Demonstrates a damping force that suppresses relative rotation. The dampers D6, D7, and D8 may be passive dampers that operate by receiving an external force, or active dampers that operate regardless of the input of the external force, and a mechanism for exerting a damping force is arbitrary. Further, in the dampers D6, D7, and D8 shown in FIG. 7, the housing 10 is connected to the vehicle body side, and the shaft is connected to the tip portion 7e of the arm 7. However, the present invention is not limited to this, and the dampers D6, D7, The attachment method of D8 can be changed as appropriate. For example, the shaft may extend from the housing 10 to both sides, and both ends may be connected to the tip portions 7 d and 7 e of the arm 7.

  Hereinafter, the operation of the suspension device S4 of the present embodiment will be described. In the dampers D6, D7, and D8, the direction of the damping force is the same (the same direction) when the damping force acts in a direction that suppresses the displacement of the wheel in the same vertical direction, and the damping force suppresses the displacement of the wheel in the reverse vertical direction. The direction of the damping force is reversed (reverse direction) when acting in the direction of movement.

  When the left front wheel W1 is displaced vertically (vibrated) with respect to the vehicle body B, the damper D6 in the vicinity of the left front wheel W1 exhibits a damping force to suppress the vibration. When the right front wheel W2 is displaced (vibrated) up and down with respect to the vehicle body B, the damper D7 in the vicinity of the right front wheel W2 exhibits a damping force to suppress the vibration. When the left rear wheel W3 is displaced (vibrated) up and down with respect to the vehicle body B, the damper D8 in the vicinity of the left rear wheel W3 exhibits a damping force to suppress the vibration. However, a damper for suppressing vibration of the wheel is not provided in the vicinity of the right rear wheel W4.

  For this reason, when the vehicle body B exhibits a pitch behavior, the front wheel side dampers D6 and D7 exhibit damping force in the same direction, and the front wheel side dampers D6 and D7 and the rear wheel side damper D8 are in opposite directions. The vertical vibration of the vehicle body B due to the pitch behavior is suppressed by exhibiting the damping force. Further, when the vehicle body B exhibits a bounce behavior, all the dampers D6, D7, D8 exhibit a damping force in the same direction to suppress vertical vibrations of the vehicle body B accompanying the bounce behavior. Further, when the vehicle body B exhibits a roll behavior, the left dampers D6 and D8 exhibit a damping force in the same direction, and the left dampers D6 and D8 and the right damper D7 exhibit a damping force in the reverse direction. Thus, the vertical vibration of the vehicle body B accompanying the roll behavior is suppressed.

  That is, according to the suspension device S4, when the vehicle body B exhibits any of the pitch behavior, the bounce behavior, and the roll behavior, the vertical vibrations of the vehicle body B associated with each behavior are caused by the three dampers D6, D7, D8. Can be suppressed. For this reason, even if the damping function for suppressing the vertical vibration of the vehicle body B by the control of the braking / driving force of the wheels is lost due to the failure of all the motors M (when all the motors fail), the minimum The vertical vibration of the vehicle body B can be suppressed by the damper, and pitch, bounce, and roll can be suppressed.

  Hereinafter, the operational effects of the suspension device S4 and the dampers D6, D7, and D8 according to the present embodiment will be described.

  The dampers D6, D7, and D8 are rotary dampers and are provided at the hinge coupling portion of the arm 7 that supports the wheel so as to be movable up and down. For this reason, the freedom degree of selection of a damper installation place is very high, and a suspension type is not chosen. For example, when the suspension type is a double wishbone type, it is provided at the hinge coupling part of the upper arm or the lower arm hinge coupling part. When the suspension type is a suspension type, it is provided at the hinge coupling part of the trailing arm. It is done.

  In addition, in this Embodiment, although the arm 7 is A-shaped by planar view, shapes other than this may be sufficient. In the embodiment, all three dampers D6, D7, and D8 are rotary dampers, but one or two of the three dampers are rotary dampers, and the other dampers are telescopic. It may be.

  Also in the present embodiment, like the suspension device S1, only three dampers (dampers D6, D7, D8) are interposed between the vehicle body and the wheels for one vehicle. One or more dampers are arranged on both the front and rear sides of the x-axis and the left and right sides of the y-axis. Also in the present embodiment, the two dampers D6 and D7 are attached to the left and right front wheels W1 and W2, which are steering wheels. The number and arrangement of the dampers are the same as those in the first embodiment, and the same effects can be obtained, so detailed description thereof is omitted here.

  The dampers D6, D7, and D8 of the suspension device S4 of the present embodiment are provided on the arm 7 that supports the left front wheel W1, the right front wheel W2, and the left rear wheel W3 of the four-wheeled vehicle V, respectively. It may be attached to an arm that supports any of the plurality of wheels.

  Also in the present embodiment, the suspension device S4 is mounted on the four-wheeled vehicle V. However, the suspension device S4 may be mounted on a vehicle having four or more wheels, and also in this case, the three dampers are used. Vehicle vibration can be suppressed. For example, when the automobile V has six wheels, the arrangement of the dampers D6, D7, D8 in the suspension device S4 may be as shown in FIG.

  Although the preferred embodiments of the present invention have been described in detail above, modifications, changes and modifications can be made without departing from the scope of the claims.

  For example, in the arrangement of the three dampers according to the present invention, the arrangement in which one or more dampers exist on both the front and rear sides of the x axis means that two dampers are arranged on the front side of the x axis and one on the rear side. And three dampers, one on the front side of the x axis, one on the axis, and one on the rear side, and one on the front side of the x axis and two on the rear side. It is a kind. Similarly, in the arrangement of three dampers, an arrangement in which one or more dampers exist on both left and right sides of the y-axis means that two dampers are arranged on the left side of the y-axis and one damper is arranged on the right side. There are three types: one on the left side of the y axis, one on the axis, and one on the right side, and one damper on the left side of the y axis and two on the right side.

  Each of the three dampers is provided either before or after the x-axis or on the left or right of the y-axis, and a combination of the arrangement of the three dampers with respect to the x-axis and the arrangement with respect to the y-axis. Is free. FIG. 9 is a matrix diagram in which the vertical items are arranged with three dampers with respect to the x-axis and the horizontal items are arranged with three dampers with respect to the y-axis. Each square in the matrix diagram describes a schematic view of the arrangement of the three dampers as viewed from above. When three dampers are connected in a straight line in a plan view, a triangle is drawn. The triangle is preferably larger than the vehicle body, and the origin 0 is preferably arranged inside the triangle.

D1, D2, D3, D4, D5, D6, D7, D8 ... damper, G ... center of gravity, M ... motor, S1, S2, S3, S4 ... suspension device, V ... automobile (Vehicle), W1 ... front left wheel (wheel), W2 ... right front wheel (wheel), W3 ... left rear wheel (wheel), W4 ... right rear wheel (wheel), 3 ... Axle beam (beam), 4 ... Stabilizer, 5a, 5b ... Rocker, 7 ... Arm

Claims (10)

Mounted on vehicles with four or more wheels driven individually by motors,
It has only three dampers interposed between the vehicle body and the wheels,
If the center of gravity of the vehicle body is the origin, the straight line extending to the left and right of the vehicle body through the origin is the x axis, and the straight line extending perpendicularly to the x axis at the origin and the front and rear of the vehicle body is the y axis
One or more of the three dampers are arranged on both the front and rear sides with the x-axis as a boundary, and one or more dampers are arranged on the left and right sides with the y-axis as a boundary. The suspension device according to claim 1, wherein two of the dampers are attached to the wheels that are steering wheels. Two of the dampers are arranged symmetrically about the y-axis,
The suspension device according to claim 1 or 2, wherein the remaining one of the dampers is disposed on the y-axis. 4. The suspension device according to claim 1, wherein one of the dampers is attached to a beam that connects the wheels arranged side by side. 5. The suspension device according to any one of claims 1 to 3, wherein one of the dampers is attached to a stabilizer and suppresses rotation of the stabilizer. One of the dampers is interposed between a pair of rockers that swing left and right and vibrate the tip when the wheels arranged side by side are vibrated. The suspension device according to any one of the above. Any or all of the dampers are rotary dampers, and are provided at a hinge coupling portion of an arm that supports the wheel so that the wheel can move up and down. The suspension device described in 1. A damper characterized by being interposed between a vehicle body and a beam connecting left and right wheels individually driven by a motor. It is interposed between the stabilizer provided between the left and right wheels that are individually driven by the motor, and the vehicle body,
A damper that suppresses rotation of the stabilizer. A damper, characterized in that it is interposed between a pair of rockers that swing left and right when the left and right wheels that are individually driven by a motor vibrate to make the tip closer.

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