JP6298242B2 - Suspension device and vehicle - Google Patents

Description

The present invention relates to a suspension device provided in a vehicle, and more particularly to a suspension device with improved flexibility in variable geometry control.
The present invention also relates to a vehicle provided with the above-described suspension device.

In a vehicle such as an automobile, a suspension device that controls the behavior of the wheel relative to the vehicle body is provided between the vehicle body and the wheel.
In the case of a general vehicle, the suspension device supports a hub bearing housing that rotatably supports a wheel by a plurality of suspension links that are swingable with respect to the vehicle body and the hub bearing, and also supports the wheel stroke. A suspension spring that generates a corresponding spring reaction force, a damper that generates a damping force according to a stroke speed, and the like are provided.

In recent years, it has been proposed to variably control the geometrical arrangement (geometry) of each link constituting the suspension with an actuator in accordance with the traveling state.
For example, Patent Document 1 describes that a tire unit for suspending a tire can be moved relative to a vehicle body.
Japanese Patent Application Laid-Open No. 2004-228561 describes that the toe angle and the camber angle are corrected by an actuator so that the standard state is obtained even when the loaded load changes.

JP 2009-1070459 A JP 2009-234518 A

In a suspension device having a variable geometry, it is desired to improve the degree of freedom of variable geometry control and obtain various traveling characteristics.
The subject of this invention is providing the suspension apparatus which improved the freedom degree of variable geometry control, and the vehicle which has such a suspension apparatus.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a suspension device that supports a wheel so as to be relatively displaceable with respect to a vehicle body, and is provided between a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached. A parallel link mechanism connected via a plurality of linear actuators, wherein the control center of the parallel link mechanism is substantially aligned with the center of the wheel, and the wheel is moved up and down relative to the wheel side member. A shock absorbing means having higher responsiveness than the linear actuator of the parallel link mechanism portion is provided between the wheel and the wheel side member so as to be able to stroke in the direction, and the parallel link mechanism portion has six A hexapod having a linear actuator, the wheel is a front wheel, and the parallel link mechanism portion is the wheel side portion. There is a suspension system, characterized in that it is arranged such that the vehicle front side and lower side with respect to the vehicle body member.
The invention according to claim 2 is a suspension device that supports a wheel in a relatively displaceable manner with respect to a vehicle body, and is provided between a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached. A parallel link mechanism connected via a plurality of linear actuators, wherein the control center of the parallel link mechanism is substantially aligned with the center of the wheel, and the wheel is moved up and down relative to the wheel side member. A shock absorbing means having higher responsiveness than the linear actuator of the parallel link mechanism portion is provided between the wheel and the wheel side member so as to be able to stroke in the direction, and the parallel link mechanism portion has six A hexapod having a linear actuator, the wheel is a rear wheel, and the parallel link mechanism portion is the wheel side portion. There is a suspension system, characterized in that it is arranged so that the vehicle rear side and the lower side with respect to the vehicle body member.
According to this, it becomes possible to control the position, posture, and behavior of the wheel with respect to the vehicle body with a high degree of freedom, and the degree of freedom of variable geometry control can be improved.

In addition, the control can be simplified to reduce the calculation load, and the responsiveness and efficiency can be improved.

Also, the vibration damping control is difficult frequency by the linear actuator by absorbing the shock absorbing means, it is possible to improve the comfort ride reduce vehicle body vibration.
Moreover, the degree of freedom of variable geometry control can be further improved by the hexapod having 6 degrees of freedom.

According to a third aspect of the present invention, a vibration control device that generates a control signal by detecting a parameter correlated with an input to the wheel and applies a high-pass filter process to control the shock absorbing means so as to cancel a high-frequency component. The suspension device according to claim 2 , further comprising a control unit.
According to this, the effect mentioned above can be acquired reliably.
Here, as the parameter correlated with the input to the wheel, for example, the six component force of the wheel acting force obtained from the six component force sensor provided in the wheel hub portion or the acceleration obtained from the acceleration sensor provided in the wheel hub portion is used. be able to.

The invention according to claim 4 includes a parallel link control unit that detects a parameter correlated with an input to the wheel and applies a low-pass filter process to generate a control signal and controls the plurality of linear actuators. The suspension device according to claim 3 .
According to this, it is possible to effectively improve riding comfort by performing vibration damping control by sharing the vibration absorbing means and the parallel link according to the frequency band.

The invention according to claim 5 is a suspension device that supports a wheel so as to be relatively displaceable with respect to the vehicle body, and is provided between a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached. A parallel link mechanism connected via a plurality of linear actuators, the control center of the parallel link mechanism substantially coincides with the center of the wheel, and the Z axis of the parallel link mechanism moves straight a suspension device which is characterized in that arranged rotation axis and not directly interlinked of the wheel in the state.
According to this, it becomes possible to control the position, posture, and behavior of the wheel with respect to the vehicle body with a high degree of freedom, and the degree of freedom of variable geometry control can be improved.
Further, for example, when the Z-axis is arranged substantially in parallel with the axle, it is possible to increase the steer angle of the wheel and easily perform stop turning.

The invention according to claim 6 is the suspension device according to any one of claims 1 to 5 , further comprising an in-wheel motor disposed in a central portion of the wheel.
According to this, it becomes possible to perform various traveling controls by individually controlling the driving force of each wheel. Further, even when the steer angle, camber angle, etc. of the wheel are greatly changed, the drive can be performed without being restricted by the constant velocity joint swing angle of the drive shaft.

The invention according to claim 7 includes drive control means for detecting the input to the wheel and controlling the torque of the in-wheel motor so as not to exceed an allowable maximum grip force calculated using a tire model. The suspension device according to claim 6 .
According to this, by controlling the driving torque and the tire posture so as not to exceed the limit cornering power of the tire, it becomes possible to generate the maximum driving force within a range not impairing the running stability of the vehicle, The running performance of the vehicle can be improved.

According to an eighth aspect of the present invention, each of at least three wheels is attached to the vehicle body via the suspension device according to any one of the first to seventh aspects, and the parallel link mechanism of each suspension device is provided. A vehicle characterized by comprising cooperative control means for cooperatively controlling the unit.
According to this, the vehicle provided with the suspension apparatus which has the effect of each invention mentioned above can be provided.

According to a ninth aspect of the present invention, the cooperative control means is configured such that, when the vehicle is accelerated, the ground contact load of the wheel disposed on the front side of the vehicle increases relatively to the load of the ground wheel disposed on the rear side of the vehicle. The vehicle according to claim 8 , further comprising driving force distribution means for controlling the vehicle body posture and setting the driving force of each wheel according to the ground load.
According to this, the acceleration performance of the vehicle can be improved.

According to a tenth aspect of the present invention, when the vehicle is braked, the cooperative control means reduces the ground load of the wheel disposed on the front side of the vehicle relative to the load of the ground wheel disposed on the rear side of the vehicle. The vehicle according to claim 8 or 9 , further comprising braking force distribution means for controlling the vehicle body posture and setting the braking force of each wheel in accordance with the ground contact load.
According to this, the braking performance of the vehicle can be improved.

The invention according to claim 11 is characterized in that the cooperative control means displaces at least one of a toe angle and a camber angle of wheels respectively arranged on the left and right sides of the vehicle in the reverse direction during braking of the vehicle. The vehicle according to any one of claims 8 to 10 .
According to this, the braking performance on a snow-capped road or a muddy road can be improved by utilizing the resistance that causes the wheels to slip laterally.

The invention according to claim 12, wherein the cooperative control means, to any one of claims 8, characterized in that to perform during turning camber angle control to tilt the respective wheel to pivot side to claim 11 It is a vehicle of description.
According to this, the canvas last force can be used for turning, and the turning performance of the vehicle can be improved.

According to a thirteenth aspect of the present invention, the cooperative control means is configured so that at least a part of the wheels is steered so that the rotation center axes of the wheels substantially intersect at one point provided at the vehicle central portion. The vehicle according to any one of claims 8 to 12 , wherein a driving force is applied to the wheel.
According to this, the stop turning which rotates the vehicle around the vertical axis passing through the vehicle is possible, and the convenience is improved.

The invention according to claim 14 is provided with a frontal collision detection means for detecting a frontal collision sign, and the cooperative control means is arranged such that, when the frontal collision sign is detected, the wheel disposed on the vehicle front side is The vehicle according to any one of claims 8 to 13 , wherein the vehicle is displaced forward with respect to the vehicle body and the vehicle height at the rear of the vehicle body is raised.
According to this, it is possible to secure a stroke that can be used for shock absorption on the front side of the vehicle, and to increase the vehicle height and prevent a large vehicle from getting into the lower part of the vehicle body, improving the frontal collision performance of the vehicle. can do.

According to a fifteenth aspect of the present invention, a collision detection unit that detects a precursor of a rear-end collision is provided, and the cooperative control unit includes a wheel disposed on a vehicle rear side when the precursor of the rear-end collision is detected. The vehicle according to any one of claims 8 to 14 , wherein the vehicle is displaced rearward with respect to the vehicle body.
According to this, it is possible to secure a stroke that can be used for shock absorption on the rear side of the vehicle, and it is possible to improve the tracked performance of the vehicle.

According to a sixteenth aspect of the present invention, there is provided a side collision detection means for detecting a sign of a side collision, and the cooperative control means increases the vehicle height on the side receiving the collision when the sign of the side collision is detected. The vehicle according to any one of claims 8 to 15, wherein the posture of the vehicle body is controlled.
According to this, the side collision performance of the vehicle can be improved.

The invention according to claim 17 is characterized in that the cooperative control means displaces each wheel so as to reduce a tire friction lateral force of each wheel when a sign of the side collision is detected. 16. The vehicle according to 16 .
For example, the camber angle which inclines to the opposite side to the side which received the collision to each wheel can be provided, or when the vehicle is traveling, the steer angle can be provided in a direction to escape from the collision.
According to this, the side collision performance of the vehicle can be further improved.

According to an eighteenth aspect of the present invention, the cooperative control means controls the posture of the vehicle body so as to reduce the roll angle when the roll angle of the vehicle body exceeds a predetermined value, and the vehicle body posture control is disabled. when it becomes a possible vehicle according to any one of claims 8, characterized in that the drive in the direction to shorten the linear guide actuator of the parallel link mechanism portion of each wheel to claim 17 It is.
According to this, it is possible to prevent rollover by posture control, and when rollover is unavoidable, the acceleration acting on the vehicle body can be reduced by retracting the wheel.

  As described above, according to the present invention, it is possible to provide a suspension device with improved flexibility of variable geometry control and a vehicle having such a suspension device.

It is a schematic diagram which shows the structure of the Example of the suspension apparatus to which this invention is applied. It is a block diagram which shows typically the structure of the control system of the suspension apparatus in the vehicle of an Example.

  The present invention aims to provide a suspension device with improved flexibility in variable geometry control. A wheel is connected to the other end of a hexapod whose one end is attached to a vehicle body via a swing arm and a variable damper. Solved by installing.

Embodiments of a suspension device to which the present invention is applied will be described below.
FIG. 1 is a schematic diagram illustrating a configuration of a suspension device according to an embodiment.
In the embodiment, the vehicle is, for example, a four-wheeled vehicle, and the left and right front wheels and the rear wheels are supported by suspension devices described below.
As shown in FIG. 1, the suspension device 1 that supports the wheel 50 includes a parallel link mechanism 10, a swing arm 20, a damper 30, a hub 40, and the like.

The parallel link mechanism unit 10 includes a vehicle body side member 11, a wheel side member 12, a linear actuator 13, and the like, and constitutes a 6-axis parallel link (hexapod).
The control center of the hexapod is disposed so as to substantially coincide with the center of the wheel 50 at the stroke neutral position of the damper 30.

The vehicle body side member 11 is, for example, a substantially disk-shaped member, and is fixed to the frame, the floor, or the like of the vehicle body B.
The wheel side member 12 is a disk-like member that is disposed to face the vehicle body side member 11 with a space therebetween, and is a member to which the wheel 50 is attached via the swing arm 20.

The linear actuator 13 connects the vehicle body side member 11 and the wheel side member 12 and generates a driving force in the extending and contracting direction.
Both ends of the linear actuator 13 are swingably connected to the vehicle body side member 11 and the wheel side member 12.
Six linear actuators 13 are provided, and the wheel side member 12 is rotated with respect to the vehicle body side member 11 from the rotation around the three orthogonal axes and the translation in the orthogonal three axis directions by coordinately controlling the stroke. It is possible to make relative displacement with 6 degrees of freedom.
The linear actuator 13 is arranged so that its Z axis is substantially orthogonal to the rotation center axis of the wheel 50.
In the suspension device 1 for the front wheels, the parallel link mechanism unit 10 is disposed such that the wheel side member 12 is on the vehicle front side and the lower side with respect to the vehicle body side member 11.
In the rear wheel suspension device 1, the parallel link mechanism unit 10 is disposed such that the wheel side member 12 is on the vehicle rear side and the lower side with respect to the vehicle body side member 11.

The swing arm 20 is a beam-like member that is swingably attached to the wheel-side member 12 of the parallel link mechanism unit 10, and is provided with a hub 40 at the protruding end.
The swing arm 20 can swing about an axis substantially parallel to the rotation center axis of the wheel 50 with respect to the wheel side member 12.
The swing arm 20 can relatively displace the wheel 50 in the vertical direction with respect to the wheel side member 12 by such swinging.

The damper 30 is a vibration absorbing means that generates a damping force corresponding to the swing speed of the swing arm 20 relative to the wheel side member 12.
The damper 30 is a variable damping force type VCM damper (active damper), and emphasizes the damping effect for a small high-frequency displacement of, for example, a maximum of about 20 mm as a stroke of the wheel 50.
The damper 30 generates a control signal from the input of the acceleration sensor and the 6-component force sensor provided in the hub 40 through a high-pass filter, and the positive / negative damping force is controlled so as to cancel the high frequency component.

The hub 40 supports the wheel 50 rotatably.
The hub 40 is provided with an acceleration sensor and a 6-component force sensor that detects the 6-component force of the wheel 50.
The hub 40 is provided with an in-wheel motor that applies a driving force to the wheels 50.

The vehicle of the embodiment is a four-wheeled vehicle having a pair of front wheels 50fl and 50fr spaced apart from each other on the left and right sides and a pair of rear wheels 50rl and 50rr spaced apart from each other on the left and right.
Hereinafter, the suspension device 1 for each wheel will be described with the suffixes fl, fr, rl, rr.
Hereinafter, control of the suspension device 1 in this vehicle will be described.

FIG. 2 is a block diagram schematically illustrating a configuration of a control system for the suspension device in the vehicle according to the embodiment.
The control system includes a cooperative control unit 100, a driving operation device 110, an environment recognition device 120, and the like.

The coordinated control unit 100 controls the linear actuator 13, the damper 30, and the in-wheel motor of the front, rear, left, and right suspension devices 1 in an integrated manner, and the vehicle height, camber angle, steer angle (toe angle), damper damping force, braking / driving force. And so on.
As described above, each suspension apparatus 1 includes six linear actuators 13, one damper 30, and one in-wheel motor.
In order to control these, the displacement sensor and current (propulsive force) sensor of the linear actuator 13, the current (propulsive force) sensor and axial acceleration sensor of the damper 30, the current (torque) sensor of the in-wheel motor, the Hall sensor (rotational speed) Sensor) and a 6-component force sensor around the wheel center.
The in-wheel motor is provided with a motor temperature sensor to ensure safety.

As the ECU of the cooperative control unit 100, the four wheels are controlled independently, and the torque and attitude immediately affect other wheels. It is efficient to respond by communicating with each other.
Each independent element is preferably connected in a multi-lane connection since it is preferable that information of each wheel can be exchanged without using an upper element.

The driving operation device 110 is a part to which a driving operation from a driver is input.
The driving operation device 110 receives a turning request (steering operation), an acceleration request (accelerator operation), a braking request (brake operation), and the like from the driver, and transmits these requests to the cooperative control unit 100.

  The environment recognition device 120 detects obstacles around the own vehicle, the position of the other vehicle, and the relative speed with respect to the own vehicle by using external recognition means such as a stereo camera, millimeter wave radar, laser radar, etc., and is difficult to avoid. It detects signs such as frontal collision, side collision, and rear-end collision.

Hereinafter, control of the suspension device of the embodiment will be described.
In the control of the parallel link mechanism unit 10, the control purpose is the wheel center vector of the wheel 50, and there are six degrees of freedom although there is a quantitative limitation due to the structure.
The wheel center vector can be easily defined as a face vector facing outward from the wheel center, for example.
If it is the right front wheel, it is Wfr, and the magnitude | Wfr | can be the basis of the vehicle motion control formula by using the shaft torque or the shaft speed. Quaternions can also be used.
The coordinated control unit 100 controls each of the above elements using four wheel center vectors (Wfr, Wfl, Wrr, Wrl) as main target values.

Each state of the linear actuator 13 of the parallel link mechanism 10 is uniquely determined with respect to the wheel center vectors Wfr, Wfl, Wrr, Wrl.
For this reason, there is a differentiating factor only in the efficiency and speeding up of calculation and reverse calculation as position control.
In the case of speed / acceleration control, it is important to ensure road bust when the linear actuator 13 is an induction type.
During steady running (under constant control), a control signal is generated based on a value obtained by subjecting the output of the 6-component force sensor and the output of the acceleration sensor to low-pass filter processing, and each vibration transmitted to the vehicle body B is cancelled. Thus, the stroke of the linear actuator 13 is controlled.

  In the control of the damper 30, a control signal is generated based on a value obtained by performing high-pass filter processing on the output of the 6-component force sensor and the output of the acceleration sensor, and positive and negative so as to cancel the fine vibration of the high-frequency component. Control the damping force.

In the control of the in-wheel motor, in the case of a bearingless or single bearing type induction / SR motor, separation control for the thrust component and the center holding force is required from the six component force sensor and the acceleration sensor.
In the constant control, in the case of a normal motor, the driving torque is controlled so as not to exceed the allowable maximum CP (cornering power) calculated through the tire model from the output of the 6-component force sensor.

Further, in this embodiment, unsteady control described below is executed in a specific operation state.
In the suspension apparatus of the embodiment, substantially all elements are configured by active elements, so that an optimal posture and suspension geometry can be taken when the vehicle is stopped or running.
Theoretically, any characteristic of a normal vehicle can be reproduced by software control.
In addition, damage to passengers and the like can be suppressed even in the event of a collision or rollover (rollover) by cooperative control of the suspension device 1 of each wheel.

Hereinafter, various unsteady controls will be described.
<Start / Acceleration control>
When an acceleration request greater than or equal to a predetermined value is input from the driving operation device 110, the cooperative control unit 100 brings the front wheels 50fr and 50fl closer to the vehicle body B, moves the rear wheels 50rr and 50rl away from the vehicle body B, and the suspension device 1fr for the front wheels. Lowering the vehicle height on the 1fl side, raising the vehicle height on the rear wheel suspension device 1rr, 1rl side, the ground load on the front wheels 50fr, 50fl increases relative to the ground load on the rear wheels 50rr, 50rl. In this way, the posture of the vehicle body B is controlled.
Thereafter, a driving force is generated in each in-wheel motor according to the ground load of each wheel so that the tire generating force does not exceed the estimated friction circle.

<Deceleration / stop control>
When a deceleration request greater than or equal to a predetermined value is input from the driving operation device 110, the cooperative control unit 100 moves the front wheels 50fr and 50fl away from the vehicle body B, brings the rear wheels 50rr and 50rl closer to the vehicle body B, and the suspension device 1fr for the front wheels. By raising the vehicle height on the 1fl side and lowering the vehicle height on the rear wheel suspension device 1rr and 1rl side, the ground load on the front wheels 50fl and 50rr decreases relative to the ground load on the rear wheels 50rr and 50rl. In this way, the posture of the vehicle body B is controlled.
Thereafter, a regenerative braking force is generated in each in-wheel motor so that the tire generating force does not exceed the estimated friction circle according to the ground load of each wheel.
Instead of such regenerative braking using an in-wheel motor, a hydraulic or electric brake that converts kinetic energy into heat by a friction member and releases the heat may be used.
In addition, when there is a braking request exceeding a predetermined value while traveling on an irregular road such as a snowy road or a muddy road, the right front wheel 50fr and the right rear wheel 50rr are steered to the left side, and the left front wheel 50fl and the left rear wheel 50rl are By steering to the right side and taking a Bogen posture in which the camber angle of each wheel is inclined to the negative side, it is possible to shorten the braking distance by using the resistance that the tire slips in the lateral direction for braking.

<Turning control>
The cooperative control means 100 controls the camber angle and toe angle (steer angle) of each wheel based on the turning request from the driving operation device 110 so as to maximize the calculated CP of each wheel.
In particular, in a sudden turn, a preliminary posture can be created and high turning performance can be obtained using canvas last.

<Stop turning control>
In the embodiment, the vehicle body B can be rotated 360 degrees in any direction in a stationary state.
While giving camber angle depending on the speed, Wfr and -Wfl are directed forward to the maximum X, and Wrr and -Wrl are directed backward to the maximum X, thereby reducing tire wear when turning right and turning quietly. it can. When turning left, the sign is reversed.

<Attitude control at stop>
When the passenger gets in and out of the vehicle body B, the vehicle body B is lowered with respect to the road surface, and the boarding / alighting door side is inclined to lower the passenger boarding / exiting property.

<Front collision pre-crash control>
When the environment recognition device 120 detects a sign of a frontal collision, the front wheels 50fr and 50fl are fed forward with respect to the vehicle body B, and the vehicle height on the rear wheel suspension devices 1rr and 1rl is increased. Safety at the time of a collision can be improved.

<Front collision pre-crash control>
When the environment recognizing device 120 detects a precursor of a rear-end collision, the rear wheels 50rr and 50rl are extended rearward with respect to the vehicle body B, thereby improving the safety during the rear-end collision.

<Side collision pre-crash control>
When the environment recognition device 120 detects a sign of a side collision, the camber is used to raise the vehicle height of the left and right collision suspension devices and to control the posture with the opposite suspension device and reduce the tire lateral force friction. A corner and a toe angle are added so that the vehicle can easily escape from the collision side.
In addition, when it is likely to roll over, rollover is prevented by posture control as much as possible, but when rollover is unavoidable, all the linear actuators 13 are contracted to the shortest state to pull the wheel toward the vehicle body B, The acceleration which acts on the vehicle body B at the time of falling is suppressed.

  As described above, according to the present embodiment, it is possible to provide a suspension device having a variable geometry with improved flexibility in variable geometry control, and a vehicle having such a suspension device.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) Although the suspension device of the embodiment uses a hexapod using six linear actuators as a parallel link mechanism, the present invention is not limited to this, and a parallel link mechanism having another configuration may be used. For example, a tripod using three linear actuators may be used.
(2) In the embodiment, the vehicle is, for example, a passenger car, but is not limited thereto, and may be a commercial vehicle, a work vehicle, a military vehicle, a vehicle-type robot, or the like.
(3) Specific contents of the control, parameters used for the control, and the like are not limited to the above-described embodiments, and can be changed as appropriate.
(4) In the embodiment, the vehicle is, for example, a four-wheeled vehicle in which wheels are arranged on the front, rear, left and right. However, the present invention is not limited to this and can be applied to a three-wheeled vehicle or a vehicle having five or more wheels. .

B Car body 1 (1fl, 1fr, 1rl, 1rr) Suspension device 10 Parallel link mechanism 11 Car body side member 12 Wheel side member 13 Linear actuator 20 Swing arm 30 Damper 40 Hub
50 (50fl, 50fr, 50rl, 50rr) Wheel 100 Cooperative control unit 110 Driving operation device 120 Environment recognition device

Claims (18)

A suspension device that supports a wheel relative to a vehicle body so as to be capable of relative displacement,
A parallel link mechanism that connects a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached via a plurality of linear actuators;
The control center of the parallel link mechanism is substantially matched with the center of the wheel ,
The wheel is attached to the wheel side member so as to be able to stroke in the vertical direction, and shock absorbing means having higher responsiveness than the linear actuator of the parallel link mechanism portion is provided between the wheel and the wheel side member. ,
The parallel link mechanism is a hexapod having six linear actuators,
The wheel is a front wheel, and the parallel link mechanism is disposed such that the wheel side member is on the vehicle front side and the lower side with respect to the vehicle body side member .   A suspension device that supports a wheel relative to a vehicle body so as to be capable of relative displacement,
  A parallel link mechanism that connects a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached via a plurality of linear actuators;
  The control center of the parallel link mechanism is substantially matched with the center of the wheel,
  The wheel is attached to the wheel side member so as to be able to stroke in the vertical direction, and shock absorbing means having higher responsiveness than the linear actuator of the parallel link mechanism portion is provided between the wheel and the wheel side member. ,
  The parallel link mechanism is a hexapod having six linear actuators,
  The wheel is a rear wheel, and the parallel link mechanism is arranged such that the wheel side member is on the vehicle rear side and the lower side with respect to the vehicle body side member.
  Suspension device characterized by this. A vibration control unit that detects a parameter correlated with an input to the wheel and generates a control signal by performing high-pass filtering, and controls the shock absorbing unit so as to cancel a high-frequency component. The suspension device according to claim 2. 4. The apparatus according to claim 3, further comprising a parallel link control unit that detects a parameter correlated with an input to the wheel and generates a control signal by performing a low-pass filter process to control the plurality of linear actuators. Suspension device. A suspension device that supports a wheel relative to a vehicle body so as to be capable of relative displacement,
A parallel link mechanism that connects a vehicle body side member fixed to the vehicle body and a wheel side member to which the wheel is attached via a plurality of linear actuators;
The control center of the parallel link mechanism is substantially matched with the center of the wheel,
Suspension device, characterized in that the Z-axis parallel link mechanism, was placed in the rotation center axis and thereby directly interlinked of the wheel in the straight traveling state. The suspension device according to any one of claims 1 to 5, further comprising an in-wheel motor disposed in a central portion of the wheel. The drive control means which detects the input to the wheel and controls the torque of the in-wheel motor so as not to exceed an allowable maximum grip force calculated using a tire model is provided. The suspension device described. Coordinate control means for coordinatingly controlling the parallel link mechanism portion of each suspension device while attaching each of at least three wheels to the vehicle body via the suspension device according to any one of claims 1 to 7. A vehicle characterized by comprising: The cooperative control means controls the vehicle body posture so that the ground contact load of the wheel disposed on the front side of the vehicle increases relatively to the load of the ground wheel disposed on the rear side of the vehicle during acceleration of the vehicle. ,
The vehicle according to claim 8, further comprising driving force distribution means for setting the driving force of each wheel in accordance with the ground load. The cooperative control means controls the vehicle body posture so that the ground load of the wheel disposed on the front side of the vehicle is relatively decreased with respect to the load of the ground wheel disposed on the rear side of the vehicle during braking of the vehicle. ,
The vehicle according to claim 8 or 9, further comprising braking force distribution means for setting a braking force of each wheel according to a ground load. The cooperative control means displaces at least one of a toe angle and a camber angle of wheels respectively disposed on the left and right sides of the vehicle in a reverse direction when the vehicle is braked. The vehicle according to any one of the above. The vehicle according to any one of claims 8 to 11, wherein the cooperative control means executes a turning camber angle control in which each wheel is inclined toward a turning center. The cooperative control means applies driving force to at least some of the wheels in a state in which the wheels are steered so that the rotation center axes of the wheels substantially intersect at one point provided in the center of the vehicle. The vehicle according to any one of claims 8 to 12, characterized by: Front collision detection means for detecting a front collision precursor is provided,
The cooperative control means displaces a wheel disposed on the front side of the vehicle forward with respect to the vehicle body and raises a vehicle height at the rear of the vehicle body when a sign of the frontal collision is detected. The vehicle according to any one of claims 8 to 13. It is provided with a follow-up collision detection means for detecting a precursor of the follow-up collision,
The cooperative control means displaces a wheel disposed on the vehicle rear side to the rear side with respect to the vehicle body when a sign of the collision is detected. The vehicle according to any one of the above. A side collision detection means for detecting a sign of a side collision;
The cooperative control means controls the posture of the vehicle body so as to increase the vehicle height on the side that receives the collision when a sign of the side collision is detected. The vehicle according to any one of the above. The vehicle according to claim 16, wherein the cooperative control means displaces each wheel so as to reduce a tire friction lateral force of each wheel when a sign of the side collision is detected. The cooperative control means controls the posture of the vehicle body so as to reduce the roll angle when the roll angle of the vehicle body becomes a predetermined value or more, and when the posture control of the vehicle body becomes impossible, The vehicle according to any one of claims 8 to 17, wherein the linear guide actuator of the parallel link mechanism of each wheel is driven in a shortening direction.

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