JPH02306816A - Active type suspension device - Google Patents

Abstract

PURPOSE:To enhance miniaturization and improvement in energy efficiency in the device in the title for vehicle by interposing a hydraulic control part having a check valve and a discharge valve connected in parallel, in a hydraulic passage for connecting a hydraulic actuator part connected to a gas spring to an oil pressure supply source. CONSTITUTION:An actuator part I is formed of a hydraulic cylinder body 11 in which a piston chamber 13 is connected to a gas spring by a passage L1. An oil pressure supply source II is formed of an oil tank 21, a pump/motor 22, an electric motor/generator 23, and the pump/motor 22 is connected to the piston chamber 13 of the actuator part I by a passage L3. In the middle of the passage L3, a check valve 31 for sending oil pressure to the actuator part I is interposed, and a discharge valve 32 is connected in series to the check valve 31 by a passage L4 to form a hydraulic control part III. According to this constitution, miniaturization and improvement in energy efficiency can be enhanced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a suspension system for a vehicle, and more particularly to an active suspension system that actively controls the posture and riding comfort of a vehicle.

[Conventional technology and its problems]

BACKGROUND ART Conventionally, attempts have been made to improve the attitude control of a vehicle using active suspension devices in order to improve ride comfort and steering stability when the vehicle is running.

This conventional active suspension device is
An active control valve 4 is provided in a passage 3 that communicates between a hydraulic suspension cylinder l disposed at each of the four wheels of the vehicle and a hydraulic pressure source 2, and the hydraulic suspension cylinder 1 is connected to a gas spring via a damping valve 5. J active suspension device (JP-A-63-27
No. 9913). This active suspension system is a hydraulic source centralized system, in which one hydraulic pump P is constantly driven by an engine to supply pressure oil to four control valves 4 of each wheel.

The discharge flow rate of the hydraulic pump P is always required to be larger than the sum of the total consumption of each control valve and the minimum flow rate required by the relief valve R.

In order for the relief valve R to control the supply pressure to a predetermined level, the relief valve R must ensure a predetermined passage flow rate in order to stably control the pressure. That is, the discharge flow rate of the pump must be sufficiently larger than the sum of the maximum consumption flow rate and the minimum relief flow rate by the control valve 4, and the discharge pressure must always be higher than the maximum pressure required for each wheel.

In addition, the high pressure oil discharged by the hydraulic pump P is transferred to the pipe 3
The high-pressure oil supplied to the control valves 4 of each wheel by
to the hydraulic cylinder l of each wheel. The hydraulic cylinder 1 provides appropriate damping to the relative movement between the vehicle body and the wheel axle to control ride comfort, and also adjusts the relative positional relationship, that is, the road surface of the vehicle body, by supplying and discharging oil by operating a control valve. It is designed to control the posture towards.

However, in this conventional active suspension device, since the discharge amount of the pump is determined by i) the engine speed, the capacity of the hydraulic pump must be set in accordance with low-speed driving on rough roads.

Therefore, when the consumption flow rate is low, the relief flow rate increases and causes a rise in oil temperature, so a cooling means such as an oil cooler is required. ii) The discharge pressure of the hydraulic pump must be set to the highest pressure required by the hydraulic cylinder, and must also be high, taking into account the pressure loss in the piping, and is determined by [discharge pressure x discharge flow collapse/efficiency] The pump driving power is consumed as part of the engine output, resulting in poor fuel efficiency.Furthermore, an accumulator is required to prevent the instantaneous drop in supply side pressure associated with the operation of the control valve.ii) From the pump to the control valve, High-pressure piping is required to connect the control valve to the hydraulic cylinder, which increases the weight and increases the risk of failures such as piping breakage. In addition, vibration and noise caused by pressure pulsations within the pipes become a problem. Additionally, an attenuator (surface pressure pulsation absorber) is installed to reduce pressure pulsations caused by the hydraulic pump.
It had many problems, such as the need for

Therefore, the inventors of the present invention sought to solve the problems of the prior art as described above (through intensive research and repeated various systematic experiments, they came up with the present invention).

[Purpose of the invention]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a compact active suspension device that is energy efficient.

The present inventors focused on the following points regarding the above-mentioned problems of the prior art.

That is, (1) the basic principle of vehicle attitude control is to always discharge energy after applying energy, and energy efficiency can be improved by regenerating this discharged energy. Furthermore, in the prior art, high-pressure piping is required to guide pressure oil to the hydraulic cylinders of each wheel, which requires longer piping, resulting in poor response and increased weight. On the other hand, by distributing the hydraulic power source to each wheel, the piping can be made as short as possible, and the weight of the suspension system can be reduced. Furthermore, since the conventional technology has a control valve, it is necessary to supply an extra flow of oil, which requires a large pump, tank, and drive source.Furthermore, the hydraulic pump is equipped with an attenuator to reduce pressure pulsation. An accumulator or the like is required to prevent the pressure on the supply side from decreasing due to the operation of the control valve. On the other hand, by distributing the hydraulic power source and eliminating the control valve, the system can be integrated compactly and the device configuration can be simplified.

[Description of the invention]

Ω configuration The active suspension device of the present invention, as shown in FIG. Piston chamber 1 divided by 12
3, the piston chamber 13 has a throttle valve.
An actuator section ■ connected to the cast spring via a passage Ll, whose upper end is connected to the vehicle body side and whose lower end is connected to the axle side of the vehicle, and a tank 21 that stores oil as a hydraulic pressure source. , is connected to the tank 21 via a second passage L2, and is also connected to the piston chamber 13 of the actuator section (2) via a third passage L3, and rotates in both forward and reverse directions to drive a hydraulic pump or a hydraulic motor. an electric motor/generator 23 connected to the pump/motor 22 to generate a driving force for driving the pump/motor 22 or to absorb driving force from the pump/motor 22; and a third passage L3 connecting the actuator section ■ and the pump/motor 22 to enable the flow of pressure oil supplied from the pump/motor 22 to the actuator section I. The check valve 31 is arranged in parallel with the check valve 31, has an oil passage port, and is connected to the third passage L by the fourth passage L4.
3, a passage position part 32b and a cutoff position part 32c formed in the valve body 32a, and a switching part 32d that switches the valve state to the cutoff position or the pass position based on an operation command. 32, and the hydraulic pressure supply source ■.
and a power source (2) that supplies or regenerates electric power to the electric motor/generator 23 of the electric motor/generator 23.

Kaihada Ωakuya The effects of the present invention having the above configuration are as follows.

That is, in the case of steady running conditions (such as when there is no large change in vehicle height), a load acts from the lower end side of the rod of the piston part 12, and the piston part 12 inside the suspension cylinder moves up inside the suspension cylinder. During the contraction process, as the piston portion 12 moves upward within the suspension cylinder I, oil within the piston chamber 13 flows through the passage L1 and flows into the oil chamber of the gas spring. At this time, passage Ll
When oil passes through the throttle valve inside, a desired compression damping force is generated. Also, during the extension process in which the piston section 12 in the suspension cylinder moves downward within the suspension cylinder, the oil in the oil chamber within the gas spring flows through the passage Ll as the piston section 12 moves downward within the suspension cylinder. It flows into the piston chamber 13.

At this time, oil passes through the throttle valve in the passage Ll, thereby generating a desired damping force on the extension side. In this steady state, pressure oil from the pump/motor 22 is not supplied to the passage L3 unless necessary.

Next, when the vehicle nose dives or rolls, a large change in vehicle height occurs at each wheel position, for example, the vehicle height is raised (
When controlling, signals from means for detecting the movement of the vehicle body such as a vehicle height sensor, vehicle speed sensor, and steering angle sensor, and oil pressures P1 and P2 before and after the throttle valve disposed between the cylinder body 11 and the gas spring are used. An appropriate control amount is determined from the signal of It is discharged into the piston chamber 13. As a result, the cylinder 11 relative to the piston portion 12
rises. As a result, the vehicle body connected to the cylinder 11 rises, increasing the vehicle height.

In addition, when controlling the vehicle to a low level, the exhaust valve 32 is operated based on signals obtained from each sensor, and the communication position 32 is activated.
b, the pressure oil in the cylinder 11 flows into the pump/motor 22 via the passage L4, and the pump/motor 2
2 is discharged to the tank 21 at a flow rate proportional to the number of rotations. As a result, the cylinder 1 with respect to the piston portion 12
1 As the main body descends, the vehicle height decreases. At this time, the pump/motor 22 becomes a hydraulic motor due to the action of high pressure oil between the cylinders, and drives the directly connected electric motor/generator 23.

The electric motor/generator 23 operates as a generator at a predetermined rotational speed so as to brake the rotation of the pump/motor 22 . As a result, electric power is regenerated by the electric motor/generator 23.

The active suspension device of the present invention has excellent energy efficiency and is a very compact device.

That is, since the active suspension device of the present invention does not require a large-capacity pump, energy can be saved and vibration and noise can be reduced. Also,
Components such as relief valves, attenuators (pulsation absorbers), and accumulators are no longer required, simplifying the entire system. Furthermore, since the component parts of the system can be made smaller or simpler, the entire system can be made more compact. In addition, the exhaust energy generated during posture control, etc. can be efficiently regenerated, resulting in energy savings.

Example The present invention will be explained in detail below.

First Embodiment An active suspension device according to a first embodiment of the present invention will be explained with reference to FIG.

The active suspension system of this embodiment is applied to a suspension system for each wheel of a vehicle, and includes an actuator section I, a hydraulic pressure supply source, and a hydraulic control section (2).

, power source IV, sensor unit ■1 and controller ■1
It consists of. In addition, the power source ■! Part of and sensor part ■
1 and controller 1 are configured to be used commonly by each wheel.

The actuator (2) is composed of a suspension cylinder, and includes a cylinder body 111, a piston portion 121 inserted into the cylinder body 111, and the cylinder body 111.
It consists of a piston chamber 131a and a piston chamber 131b partitioned by the internal piston part 121, and is arranged at each of the four wheels of the vehicle. The cylinder body 111 has an upper end 111a connected to the vehicle body side of the vehicle, and a lower end 111b connected to the axle side of the vehicle. The piston portion 121 airtightly partitions a chamber inside the piston with a sealing material, and is connected to a piston 121a slidably disposed within the cylinder, and to a lower central portion of the piston 121a, and a lower portion of the cylinder body 111. It consists of a piston rod 121b that passes through a hole provided in the center to keep the piston chamber 131b airtight, and is slidably disposed and fixed to a portion where the load of the axle is directly applied. The piston side oil chamber 131a is connected to the pump/motor 2.
21 and the gas spring 511 through passages L31 and Lll. The piston side oil chamber 131b is a passage L.
51 communicates with the tank 211.

Hydraulic supply source ■1 is a tank 211 and a pump/motor 22
1 and an electric motor/generator 231. The pump/motor 221 operates as a hydraulic pump when sucking oil from the tank 211 through the passage L21 and supplies pressure oil to the piston chamber 131a of the suspension cylinder L through the passage L31. It operates as a hydraulic motor when discharging pressure oil from 131a to the tank via passage L31.

The electric motor/generator 231 is composed of an AC motor that is directly connected to the pump/motor 221 and capable of forward/reverse rotation, and is connected to the pump/motor to generate driving force to drive the pump/motor, or Absorbs driving force from pump/motor. Here, the direction in which the pump/motor 221 operates as a hydraulic pump is referred to as normal rotation, and the direction in which the pump/motor 221 operates as a hydraulic motor is referred to as reverse rotation.

The hydraulic control section (1) is composed of a check valve 311, a discharge valve 321, and a passage L41.

The check valve 311 is disposed in a third passage L31 that connects the actuator section (■1) and the pump/motor 221, and enables the flow of pressure oil supplied from the pump/motor 221 to the actuator section (■1) to prevent backflow. is prevented.

The discharge valve 321 is disposed in parallel with the check valve 311, and is connected to the passage L31 via the passage L41 so as to bypass the check valve 311. Suspension cylinder ■1 consists of a cutoff position part 321c and a switching part 321d.
This allows the flow of pressure oil supplied from the pump/motor 221 to the pump/motor 221. This discharge valve 321 normally has a blocking position portion 321c connected to the passage L41, and when it is necessary to operate the discharge valve due to a large increase in vehicle height, etc., the communication position portion 321b is activated by the operation of the switching portion 321d. and passage L41 are connected, and passage L31 becomes passage L.
41, the pressure oil is discharged from the piston chamber 131a in the suspension cylinder cylinder 1 to the tank 211 via the pump/motor 221.

This switching of the discharge valve 321 is performed as follows. That is, when the output j from the vehicle height sensor ■11 is larger than a predetermined value or when the output from the steering angle sensor ■1□ changes and a rise in vehicle height is predicted, the controller ■
1 outputs an activation signal voltage to a relay switch R8 that determines the application state of DC voltage to the switching part 32d of the discharge valve 32, and the relay switch R3 receives the signal voltage and applies the DC voltage to the switching part 32d. supply And the discharge valve 32
is in the cutoff position 32 due to the operation of the switching section 32d.
1c to the communication position 321b, and the pressure oil of the suspension cylinder L is guided to the pump/motor 221 (on the other hand, the power source IV of the electric motor/generator 231 is
At this time, a command signal for the rotation speed N of the electric motor/generator 231 calculated by the controller 1 is output to the semiconductor power converter 421 simultaneously or with a slight time delay or advance.

Electric power source ■, hydraulic supply source ■, electric motor/generator 2
31 or regenerates power from the chain portion 231, and is composed of a battery 411 that supplies the power necessary for driving (or regenerating) the electric motor/generator 231, and a semiconductor power converter 421. be done. Here, the semiconductor power converter 421 is a three-phase full bridge type.

When the pump/motor 221 operates as a hydraulic pump, the normal rotation speed N is commanded from the controller ■1,
Power is supplied from the battery 411 through the semiconductor power converter 421 to drive the pump/motor 221. Also,
When the pump/motor 221 operates as a hydraulic motor, the rotation speed N for reverse rotation is commanded from the controller
This causes the electric motor/generator 231 to become a generator,
Power can be regenerated to the battery 411 through the semiconductor power converter 421.

The sensor section V1 is a vehicle height sensor V, = steering angle sensor V
1□, and vehicle speed sensor■0. It consists of

The vehicle height sensor Vll is installed between the suspension arm (not shown) and the vehicle body frame (not shown) to detect the relative displacement between the two, convert it into an electric signal representing the relative displacement, and send the signal to the controller (1). Output to.

The steering angle sensor (1) is attached to the steering wheel shaft to detect the rotation angle of the steering wheel, converts it into an electrical signal representing the rotation angle, and outputs it to the controller (2). The vehicle speed sensor V is attached to the output shaft of the transmission to detect the vehicle speed, convert it into an electrical signal representing the vehicle speed, and output it to the controller (1).

The controller (2) determines an appropriate control amount from the signals from the sensor unit V1 that detects the movement of the vehicle body, that is, the vehicle height signal, the steering angle signal, and the vehicle speed signal, and outputs a control signal commensurate with the control amount. It outputs to the motor/generator 231, relay switch R3 of the discharge valve 321, etc.

The gas spring 511 has a gas chamber 511a and an oil chamber 511b, and the oil chamber 511b communicates with the piston chamber 131a of the suspension cylinder 2 through a passage Lll.
A desired gas spring effect is exhibited when the suspension cylinder 11 expands and contracts.

The throttle valve 521 is a valve that is provided in the passage Lll and generates a predetermined damping characteristic, and the throttle valve 521 is a valve that generates a predetermined damping characteristic.
A predetermined differential pressure is generated when hydraulic oil is supplied and discharged between the gas spring 511 and the expansion/contraction operation of the suspension cylinder (1). 1 has a damping effect.

The operation of the active suspension device of the first embodiment configured as above will be explained below.

In the configuration shown in FIG. 3, in a steady running state (when no large change in vehicle height occurs), a load is applied from the lower end side of the piston rod 121b to the suspension cylinder cylinder 1.
During the contraction process in which the inner piston portion 121 rises within the suspension cylinder 11, as the piston portion 121 moves upward within the suspension cylinder 1, the piston chamber 131a
The oil inside flows through the passage Lll and enters the oil chamber 5 of the gas spring 511.
11b. At this time, the throttle valve 52 in the passage L12
1, the desired compression damping force is generated. In addition, the suspension cylinder r (inner piston portion 121 is the suspension cylinder T,
During the extension process in which the piston section 121 descends within the suspension cylinder T1, oil in the oil chamber 511b within the gas spring 511 flows through the passage Lll and flows into the piston chamber I31a. At this time, as oil passes through the throttle valve 521 in the passage L12, a pressure difference is generated before and after the throttle valve, and a desired expansion-side damping force is generated.

Next, when the vehicle undergoes a large change in vehicle height due to nose dive or roll, the pump/motor 221 is driven. The discharge valve 321 and the pump/motor 221 are operated simultaneously only when lowering the vehicle height. The pump/soichiyo 221 is connected to the car with a sensor VI + and a steering angle sensor VI.
! , a sensor unit V that detects the movement of the vehicle body consisting of a vehicle speed sensor Vlj, and a signal from the suspension cylinder 11.
An appropriate control amount is determined from the signals of oil pressures P5 and P2 before and after the throttle valve 521 disposed between the gas spring 511 and the gas spring 511, and the rotation speed is controlled according to the control amount. .

If the vehicle is adjusted higher here, the pump 7/motor 22
1 is driven in the forward direction to operate as a pump, and the oil from the tank 211 is discharged into the passage L31 as pressure oil. The pressure oil discharged into the passage L31 flows into the piston chamber 131a of the suspension cylinder (2) through the check valve 311. As a result, the piston portion 121 descends within the suspension cylinder 11. Also, when adjusting the vehicle height lower, the oil in the piston chamber 131a is removed from the discharge valve 321.
By switching to the communication position 321b, the passage L
31. It flows into the pump/motor 221 via the discharge valve 321 and is discharged into the tank 211. As a result, the piston portion 121 moves up inside the suspension cylinder I. Under these conditions, the pump/motor 22
1 becomes a hydraulic motor due to the sudden action of high pressure oil in the suspension cylinder, drives the directly connected electric motor/generator 231, and operates as a generator.

In order to operate as a generator, a reverse rotational speed N is commanded from the controller 1, and electric power is thereby stored in the battery 411 through the semiconductor power converter 421.

This makes it possible to regenerate power.

As described above, the device of the first embodiment eliminates the need for a conventional large-capacity pump and can efficiently regenerate the exhaust energy generated during posture control, etc., thereby achieving energy savings. can.

Further, a pump/motor 22I, an electric motor/generator 231, a discharge valve 321, a check valve 311, a gas spring 511
The configuration of the throttle valve 521 allows the riding comfort and posture of the traveling vehicle to be controlled accurately and with good responsiveness.

Modification Example 1 The active suspension device of Modification Example 1 is different from the device of the first embodiment shown in FIG.
31, etc., and the actuator part ■1 and hydraulic supply source I
11. The hydraulic control unit III+ and the hydraulic spring 51i are integrated on one manifold (not shown). The circuit configuration and operation are the same as in the first embodiment shown in FIG.

With the above configuration, the hydraulic pump/motor, actuator section, check valve, and throttle valve are integrated into a common block, and electrical elements such as the electric motor/generator are integrated into this, making it easy to equip the vehicle. In addition, by omitting the space created by passages and pipe joints, reliability is improved and further downsized, and the length of piping (passages) can be shortened, making it easier to control posture, etc. can be made highly responsive.

Pattern Twisting 1 The active suspension device of Modification 2 is the same as the electric motor/generator 2 in the device of the first embodiment shown in FIG.
31 is replaced with a DC motor instead of an AC motor.

By doing this, the semiconductor power converter 421 can be simply configured as a single-phase full bridge, and the controller
The command is only in the direction of current flow, and the controller ■
1 becomes easier to calculate.

Second Embodiment An active suspension device according to a second embodiment of the present invention will be explained with reference to FIGS. 4 to 7.

The active suspension system of this embodiment is applied to a suspension system for each wheel of a vehicle, and includes an actuator section (2), a hydraulic pressure supply source (2), a hydraulic control section (2), a power source IV,
Consisting of a sensor section V2 and a controller (■2), an actuator section (■2), a hydraulic pressure supply source II2, and a hydraulic control section (■2)
, power source (2) are integrated around the manifold MH.

The device of this embodiment will be explained below, focusing on the differences from the active suspension device of the first embodiment shown in FIG.

The actuator part ■2 is the suspension cylinder 11
A piston portion 122 slidably disposed within the suspension cylinder 112 moves inside the suspension cylinder 112 into a piston-side oil chamber 132a.
and a rod-side oil chamber 132b, and a safety valve 122c is provided in the main body of the piston portion 122. The safety valve 122c operates when the internal pressure of the piston-side oil chamber 132a becomes abnormally high, and does not normally operate.

Piston side oil chamber 13 in suspension cylinder 112
2a is in communication with pump/motor 222 via exhaust valve 322 and check valve 312. Further, the piston side oil chamber 132a is connected to the passage L12 via the variable throttle valve 522.
The gas spring 512 is connected to the gas spring 512 via the gas spring 512.

Rod side M chamber 132 in suspension cylinder 112
b is communicated with the tank 212 via a passage L52.

Suspension cylinder 112 and gas spring 512 are screwed to manifold MH, and pump/motor 222 and electric motor/generator 232 are bolted to holder HD to manifold NIH.
It is fixed with a bolt BT via the .

The shafts of the pump/motor 222 and electric motor/generator 232 are connected by a coupling CG.

The variable throttle valve 522 is a rotary type throttle valve,
It is driven and rotated by a step motor MT, and both shafts are connected by a compression ring CG2.

Manifold MH is attached to the vehicle body mounting flange FR)
NT, and the vehicle body mounting flange FR is fixed to the vehicle body (not shown) with bolts/nuts.

The cushion C8 is for softening the impact when the rod 122b is most compressed.

Here, as shown in FIG. 6, the variable throttle valve 522 has a rotary valve 522a formed with multiple throttle holes 522b. In addition, the variable throttle valve 522
The rotary valve 522a is connected to a step motor MT, and by rotating the step motor MT, the multi-hole throttle hole 522b communicates with the opening SLa formed in the sleeve SL fixed to the manifold MH. It has become. Therefore, the vertical acceleration of the vehicle body is detected by the acceleration sensor V21 attached to the vehicle body, a pulse output corresponding to the acceleration is supplied from the controller 2 to the step motor MT, and by rotating the step motor MT, the aperture opening can be adjusted. can be adjusted to obtain the desired damping force. Note that the reason why such a diaphragm shape consisting of multiple holes is used is to minimize the fluid force (flow force) that acts in the direction of reducing the opening area of the diaphragm.

Note that the variable throttle valve 522 shown in FIG. 6 of the device of this embodiment
The aperture opening Ad with respect to the rotation angle θ of the step motor MT
The relationship is shown in FIG. The throttle opening degree Ad of the variable throttle valve 522 is determined by the suspension cylinder 1□ and the gas spring 51.
The opening degree of the valve changes continuously between 2 and 2.

By configuring as described above, in addition to the effects of the device of the first embodiment, it is possible to obtain an active suspension that is smaller and has a higher response.

In addition, by adopting a variable throttle valve that continuously changes the valve opening, the damping force can be adjusted over a wide range.Furthermore, since the fluid force is small due to the multi-hole rotary valve, a small capacity step motor can be used to further improve the damping force. Fine posture control and labor savings are possible.

[Brief explanation of drawings]

FIG. 1 is a schematic block diagram showing the whole of the first invention, FIG. 2 is a schematic block diagram showing the prior art, FIG. 3 is a schematic block diagram showing the whole of the first embodiment of the present invention, and FIGS. Fig. 7 shows the second embodiment, Fig. 4 is a sectional view of the main body of the active suspension device, Fig. 5 is a partial sectional view of the part including the pump/motor and check valve, and Fig. 6 is the variable throttle. FIG. 7, which is a partial sectional view of a portion including the valve, is a diagram showing the opening characteristic of the variable throttle valve.

Claims (1)

[Claims] (1) Consists of a cylinder body, a piston part inserted into the cylinder body, and a piston chamber partitioned by the piston part inside the cylinder body, and the piston chamber has a first passage having a throttle valve. an actuator section connected to the gas spring through the actuator section, whose upper end section is connected to the vehicle body side and whose lower end section is connected to the axle side of the vehicle; a tank that stores oil as a hydraulic pressure source; 2
A pump/motor that communicates through a passage and is connected to the piston chamber of the actuator section through a third passage, and rotates in both forward and reverse directions and functions as a hydraulic pump or a hydraulic motor; a hydraulic supply source consisting of an electric motor/generator that continuously generates a driving force to drive the pump/motor or absorbs the driving force from the pump/motor; and the actuator section and the pump/motor. a check valve disposed in a third connecting passageway to enable flow of pressure oil supplied from the pump/motor to the actuator section; and a check valve disposed in parallel with the check valve and having an oil passage port; It consists of a valve body connected to the third passage by a fourth passage, a passage position part and a cutoff position part formed in the valve body, and a switching part that switches the valve state to the cutoff position or the passage position based on an operation command. An active suspension device comprising: a hydraulic control unit including a discharge valve; and a power source that supplies or regenerates power to an electric motor/generator of the hydraulic power supply source.