Suspension device

Abstract

To effectively reduce a wheel rate in an active suspension device utilizing a torsion bar.SOLUTION: A suspension device mounted on a vehicle includes a motor, a torsion bar in which a first part is connected to an output shaft of the motor, a connection member for connecting between a second part of the torsion bar and a spring lower member, and a support member for supporting the motor onto a spring upper structure through an elastic member. An axial direction of the torsion bar is a first direction. The support member is arranged so that the motor and the torsion bar are integrally rotatable in a direction perpendicular to the first direction with the position of the support member as a supporting point.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to a suspension device mounted on a vehicle, and more particularly to an active suspension device using a torsion bar. [Background technology]

[0002] Patent Document 1 discloses an active suspension device for a vehicle. The active suspension device is configured to be able to actively move a wheel up and down by using an actuator. More specifically, one end of a torsion section is connected to an output rotation shaft of the actuator. The other end of the torsion section is connected to a suspension arm via a link. When the torsion section is twisted by the actuator, the torsion moment is converted into a vertical force via the link and applied to the suspension arm. In Patent Document 1, the actuator is supported by rubber bushings at two points spaced apart in the axial direction of the torsion section. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-308098 A Summary of the Invention [Problem to be solved by the invention]

[0004] In an active suspension device that uses a torsion bar, the wheel rate increases by the amount of the torsion bar's rigidity. An increase in the wheel rate is undesirable, for example, in terms of controlling high-frequency vibrations. In order to suppress the increase in the wheel rate, it is possible to soften the torsion bar itself. However, if the torsion bar is made thinner, it becomes more likely to break due to insufficient strength. If the torsion bar is made longer, problems such as increased weight and size arise. If the torsional rigidity of the torsion bar itself is reduced, the problem of insufficient strength also arises. In this way, reducing the wheel rate is important but not easy.

[0005] One object of the present disclosure is to provide a technique capable of effectively reducing the wheel rate in an active suspension device that uses a torsion bar. [Means for solving the problem]

[0006] The first aspect relates to a suspension device mounted on a vehicle. The suspension device is A motor; a torsion bar having a first portion connected to an output shaft of a motor; a connecting member that connects the second portion of the torsion bar and the unsprung member; a support member that supports the motor on the sprung structure via an elastic member; Equipped with. The axial direction of the torsion bar is a first direction. The support member is disposed so that the motor and the torsion bar can rotate together in a direction perpendicular to the first direction with the position of the support member as a fulcrum.

[0007] The second aspect relates to a suspension device mounted on a vehicle. The suspension device is A motor; a torsion bar having a first portion connected to an output shaft of a motor; a connecting member that connects the second portion of the torsion bar and the unsprung member; a support member that supports the motor on the sprung structure via an elastic member; Equipped with. The axial direction of the torsion bar is a first direction. The support member is positioned at one location in the first direction. Effect of the Invention

[0008] According to the present disclosure, there is provided a suspension device using a motor and a torsion bar. The support member supports the motor on the sprung structure via an elastic member. The support member is arranged so that the motor and the torsion bar can rotate together in a direction perpendicular to the axis with the position of the support member as a fulcrum. When an external force is input, the motor and the torsion bar rotate together in a direction perpendicular to the axis with the position of the support member as a fulcrum. This reduces the amount of twist of the torsion bar caused by the external force. That is, the wheel rate is effectively reduced. Since the wheel rate is effectively reduced, it is possible to improve the control effect against high-frequency vibration.

[0009] It should be noted here that there is no need to soften the torsion bar itself in order to reduce the wheel rate. Since there is no need to thin the torsion bar itself, the strength of the torsion bar is ensured and breakage is prevented. Furthermore, since there is no need to lengthen the torsion bar itself, there is no increase in weight and no pressure on the mounting space. Thus, according to the present disclosure, it is possible to effectively reduce the wheel rate and improve the control effect against high-frequency vibrations without causing problems such as insufficient strength or increased weight of the torsion bar. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic diagram for explaining a suspension device mounted on a vehicle according to an embodiment; [Diagram 2] 1 is a schematic diagram for explaining a mechanism of a suspension device according to an embodiment. FIG. [Diagram 3]FIG. 2 is a schematic diagram showing a configuration example of a motor and a torsion bar according to an embodiment. [Figure 4] 3 is a schematic diagram showing a structural example of a support member according to the first embodiment. FIG. [Diagram 5] FIG. 2 is a schematic diagram showing an example of an arrangement of support members according to the first embodiment. [Figure 6] FIG. 2 is a conceptual diagram for explaining the operation and effect of the first embodiment. [Figure 7] FIG. 2 is a conceptual diagram for explaining the operation and effect of the first embodiment. [Figure 8] FIG. [Figure 9] 6 is a schematic diagram showing another example of the arrangement of the support members according to the first embodiment. FIG. [Figure 10] 13 is a schematic diagram showing an example of an arrangement of a support member and a bar support member according to a second embodiment. FIG. [Figure 11] 13 is a schematic diagram showing an example of the structure of a bar support member according to a second embodiment. FIG. [Figure 12] FIG. 13 is a diagram showing a suspension device according to a third embodiment. [Figure 13] FIG. 13 is a diagram showing a suspension device according to a third embodiment. [Figure 14] FIG. 11 is a diagram for explaining a motor according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0012] 1. First embodiment 1-1.Suspension system overview 1 is a schematic diagram for explaining a suspension device 10 mounted on a vehicle 1. The suspension device 10 suspends a wheel 2 of the vehicle 1. The suspension device 10 includes a spring 11 and a shock absorber 12. The spring 11 and the shock absorber 12 are provided between an unsprung member 3 and a sprung structure 5.

[0013] The suspension device 10 is a so-called fully active suspension device, and is configured to be able to actively apply a vertical force to the unsprung member 3. To achieve this, the suspension device 10 further includes a motor (actuator) 20. The motor 20 is supported on the sprung structure 5. The operation of the motor 20 is controlled by a controller 100. A moment generated by the operation of the motor 20 is converted into a vertical force and applied to the unsprung member 3 (e.g., a suspension arm).

[0014] FIG. 2 is a schematic diagram for explaining the mechanism of the suspension device 10. According to this embodiment, a "torsion bar 30" is used to transmit the moment generated by the operation of the motor 20 to the unsprung member 3. In the following description, for convenience, the axial direction of the torsion bar 30 is called the Y direction (first direction). The X direction (second direction) and the Z direction (third direction) are axial directions perpendicular to the Y direction. The X direction and the Z direction are also perpendicular to each other. Note that the notation X, Y, and Z is for convenience, and the Z direction does not necessarily mean the vertical direction. The Z direction may be the vertical direction, in which case the XY plane becomes the horizontal plane.

[0015] As shown in FIG. 2 , the torsion bar 30 extends in the Y direction. More specifically, the torsion bar 30 has a first portion 31 and a second portion 32 spaced apart in the Y direction. For example, the first portion 31 is one end of the torsion bar 30, and the second portion 32 is the other end of the torsion bar 30. The first portion 31 of the torsion bar 30 is connected to an output shaft of the motor 20. The first portion 31 may be fixed to the output shaft of the motor 20. The second portion 32 of the torsion bar 30 is connected to a lever 40. The second portion 32 may be fixed to the lever 40.

[0016] The lever 40 extends in a direction perpendicular to the Y direction. More specifically, the lever 40 has a first portion 41 and a second portion 42 spaced apart in a direction perpendicular to the Y direction. The first portion 41 of the lever 40 is connected to the second portion 32 of the torsion bar 30. The first portion 41 may be fixed to the second portion 32 of the torsion bar 30. The second portion 42 of the lever 40 is connected to the unsprung member 3 (e.g., a suspension arm) via a link 50. It can be said that the lever 40 and the link 50 constitute a connecting member that connects between the second portion 32 of the torsion bar 30 and the unsprung member 3.

[0017] The torsion bar 30 and the lever 40 may be integrally formed. In this case, too, it can be said that the lever 40 and the link 50 constitute a connecting member that connects between the second portion 32 of the torsion bar 30 and the unsprung member 3.

[0018] As shown in FIG. 2, the torsion bar 30 is twisted by the rotation of the motor 20. The torsion moment of the torsion bar 30 causes the lever 40 to rotate around the first portion 41 (torsion bar 30) as the center of rotation in the XZ plane perpendicular to the Y direction. As a result, the second portion 42 of the lever 40 moves in a direction perpendicular to the Y direction. In the example shown in FIG. 2, the second portion 42 of the lever 40 is separated from the first portion 41 in the approximately X direction. When the lever 40 rotates around the first portion 41 (torsion bar 30) as the center of rotation, the second portion 42 moves in the approximately Z direction. Such a movement of the second portion 42 of the lever 40 is converted into a vertical movement of the unsprung member 3 via the link 50.

[0019] In this way, the torsion moment of the torsion bar 30 twisted by the motor 20 is converted into a vertical force and applied to the unsprung member 3. It can also be said that the lever 40 and the link 50 constitute a transmission member that converts the torsion moment of the torsion bar 30 into a vertical force and transmits it to the unsprung member 3.

[0020] Conversely, when the unsprung member 3 moves up and down due to an external force (road surface input, etc.), the up and down movement is converted into movement of the second portion 42 of the lever 40 via the link 50. When the second portion 42 of the lever 40 moves in a direction perpendicular to the Y direction, the torsion bar 30 is also twisted accordingly. It can also be said that the lever 40 and the link 50 constitute a transmission member that transmits the up and down movement of the unsprung member 3 to the torsion bar 30.

[0021] FIG. 3 is a schematic diagram showing a configuration example of the motor 20 and the torsion bar 30. In the example shown in FIG. 3, the motor 20 has an insertion hole 21. A part of the torsion bar 30 is inserted into the insertion hole 21. The motor 20 further has a motor section 22, a gear section 23, and a connecting section 24. The motor section 22 is disposed around the insertion hole 21. The motor section 22 is connected to the connecting section 24 via the gear section 23. The connecting section 24 is connected to the first portion 31 of the torsion bar 30. The connecting section 24 may be fastened to the first portion 31 of the torsion bar 30. The connecting section 24 corresponds to the output shaft of the motor 20. A rotational force generated in the motor section 22 is transmitted to the connecting section 24 via the gear section 23, and the connecting section 24 rotates. The rotation of the connecting section 24 causes the torsion bar 30 to twist.

[0022] The configuration of the motor 20 and the torsion bar 30 is not limited to the example shown in FIG.

[0023] 1-2.Challenges In the suspension device 10 that uses the torsion bar 30, the wheel rate increases by the amount of the rigidity of the torsion bar 30. As described above, when the unsprung member 3 moves up and down due to an external force (such as road surface input), the torsion bar 30 is twisted via the transmission member, and a reaction force of the torsion bar 30 is generated.

[0024] An increase in the wheel rate is undesirable for controlling, for example, high-frequency vibration. In a frequency band that is easy to control, the effect of an increase in the wheel rate can be mitigated by performing control that suppresses the twisting of the torsion bar 30 due to an external force (e.g., feedback control such as skyhook damper control, preview control using a map). However, it is not necessarily easy to perform such control for inputs in the high-frequency band. As a result, there is a risk that high-frequency vibration will worsen.

[0025] In order to suppress the increase in the wheel rate, it is possible to soften the torsion bar 30 itself. However, if the torsion bar 30 is made thin, the torsion bar 30 becomes more likely to break due to insufficient strength. If the torsion bar 30 is made longer, problems such as increased weight and size arise. If the torsional rigidity of the torsion bar 30 itself is reduced, the problem of insufficient strength also arises.

[0026] In this way, in the suspension device 10 using the torsion bar 30, it is important to reduce the wheel rate, but it is not easy. This embodiment proposes a device that can effectively reduce the wheel rate from a completely new perspective. The device that can effectively reduce the wheel rate will be described in detail below.

[0027] 1-3.Reducing the wheel rate The motor 20 is supported on the sprung structure 5 (e.g., suspension member, body). The suspension device 10 includes a "support member 60" that supports the motor 20 on the sprung structure 5. This embodiment is characterized by the structure and arrangement of the support member 60, which makes it possible to effectively reduce the wheel rate.

[0028] First, the support member 60 includes an elastic member (cushion member) 63. The elastic member 63 is, for example, rubber. The support member 60 may be a rubber bushing. The support member 60 supports the motor 20 on the sprung structure 5 via the elastic member 63.

[0029] FIG. 4 is a schematic diagram showing a structural example of the support member 60. The support member 60 includes an outer cylinder 61, an inner cylinder 62, and an elastic member 63. The outer cylinder 61 and the inner cylinder 62 are made of metal. The outer cylinder 61 and the inner cylinder 62 are coaxial, and the inner cylinder 62 is inserted into the outer cylinder 61. The elastic member 63 is disposed so as to be sandwiched between the outer cylinder 61 and the inner cylinder 62. One of the outer cylinder 61 and the inner cylinder 62 is fixed to the motor 20, and the other is fixed to the sprung structure 5. For example, the outer cylinder 61 is fixed to the motor 20, and the inner cylinder 62 is fixed to the sprung structure 5. As a result, the motor 20 is supported on the sprung structure 5 via the elastic member 63.

[0030] FIG. 5 is a schematic diagram showing an example of the arrangement of the support member 60 according to the present embodiment. In the example shown in FIG. 5, the position of the support member 60 in the Y direction (first direction) is one location. The Y direction position of the support member 60 is relatively far from the second part 32 of the torsion bar 30. More specifically, the second part 32 of the torsion bar 30 is present on the A side as viewed from the motor 20. The B side is the opposite side to the A side. The support member 60 is not arranged on the A side as viewed from the center position C of the motor 20, but is arranged on the B side. In other words, the Y direction position of the support member 60 is closer to the B side end of the motor 20 than to the A side end of the motor 20. The support member 60 may be located at the B side end of the motor 20.

[0031] 5, the support member 60 includes a first support member 60-1 and a second support member 60-2 spaced apart in an X direction (second direction) perpendicular to the Y direction. The first support member 60-1 and the second support member 60-2 are located at the same position in the Y direction. Each of the first support member 60-1 and the second support member 60-2 supports the motor 20 on the sprung structure 5 via an elastic member 63. By supporting the motor 20 at two positions in the X direction, the motor 20 is stabilized without rotating in the circumferential direction.

[0032] In the example shown in FIG. 5, the position of the support member 60 in the Z direction is approximately the same as the position of the torsion bar 30 in the Z direction.

[0033] Each support member 60 in Fig. 5 may have the structure shown in Fig. 4. In that case, the axial direction of the outer cylinder 61 and the inner cylinder 62 may be a direction intersecting the Y direction. For example, the axial direction of the outer cylinder 61 and the inner cylinder 62 may be a Z direction perpendicular to the Y direction.

[0034] Fig. 6 is a conceptual diagram for explaining the action and effect of this embodiment. As described above, the support member 60 is not formed of a completely rigid body, but includes an elastic member 63. The support member 60 supports the motor 20 on the sprung structure 5 via the elastic member 63. Therefore, as shown in Fig. 6, the motor 20 and the torsion bar 30 rotate together in the axial direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum (center of rotation). It can also be said that the support member 60 is disposed so that the motor 20 and the torsion bar 30 can rotate together in the axial direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum.

[0035] 5, a first support member 60-1 and a second support member 60-2 are arranged spaced apart in the X direction. In this case, the motor 20 and the torsion bar 30 tend to rotate together in the Z direction perpendicular to the X and Y directions with the position of the support member 60 as a fulcrum.

[0036] As described above, when the unsprung member 3 moves up and down due to an external force (such as road input), the up and down movement is converted into the movement of the second portion 42 of the lever 40 via the link 50. When the second portion 42 of the lever 40 moves in a direction perpendicular to the Y direction, the torsion bar 30 is also twisted accordingly. However, at the same time, the motor 20 and the torsion bar 30 also rotate integrally in a direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum due to the force moving the lever 40 in a direction perpendicular to the Y direction. As a result, the second portion 32 of the torsion bar 30 is displaced in a direction perpendicular to the Y direction. That is, the force moving the lever 40 in a direction perpendicular to the Y direction also displaces the second portion 32 of the torsion bar 30 in a direction perpendicular to the Y direction. As a result, the force twisting the torsion bar 30 is substantially reduced, and the amount of twisting of the torsion bar 30 caused by the external force is reduced. This means that the wheel rate is substantially reduced.

[0037] A quantitative explanation will be given with reference to FIG. b is the length from the position of the support member 60 to the second portion 32 of the torsion bar 30. l is the length of the lever 40. bl is the displacement at the connection point between the torsion bar 30 and the lever 40 (the second portion 32 of the torsion bar 30). b is the displacement z bl is the change angle of the motor 20 and the torsion bar 30 corresponding to θ k is the displacement z bl K is the angle of change of the lever 40 corresponding to the integral structure of the motor 20 and the torsion bar 30. b is the directional stiffness. F is the external force input from the link 50. In this case, the following equations (1) to (4) hold. TIFF2025032496000002.tif6761

[0038] The rotation angle (twist angle) θ of the torsion bar 30 is θ k The torsional rigidity of the torsion bar 30 is reduced by K b In this case, the moment M generated in the torsion bar 30 is expressed by the following formula (5).

[0039]

number

[0040] When the motor 20 and the torsion bar 30 do not rotate together, θ b The directional stiffness K is ∞, and θ k On the other hand, when the motor 20 and the torsion bar 30 rotate together, θ b The directional stiffness K is a finite value, and θ k Therefore, when the motor 20 and the torsion bar 30 rotate together, the moment M generated in the torsion bar 30 is θ k ·K b That is, the wheel rate is effectively reduced. b The directional stiffness K can be adjusted by adjusting the stiffness of the support member 60 including the elastic member 63. In other words, by controlling the stiffness of the support member 60 including the elastic member 63, the target θ b A directional stiffness K can be realized.

[0041] 5 and 6, the support member 60 is located at one position in the Y direction. In this case, the motor 20 and the torsion bar 30 tend to rotate together in a direction perpendicular to the Y direction with the support member 60 as a fulcrum. This makes it possible to reduce the wheel rate more effectively.

[0042] FIG. 8 shows a comparative example (see Patent Document 1). In the comparative example, two support members 91, 92 support the motor 20 so as to surround the outer periphery. Furthermore, the support members 91, 92 are spaced apart in the Y direction. In the case of such a support form, the motor 20 and the torsion bar 30 are unlikely to rotate in a direction perpendicular to the Y direction with the support members 91, 92 as fulcrums. Rather, the support members 91, 92 spaced apart in the Y direction act to align the axial directions of the motor 20 and the torsion bar 30 in the Y direction, preventing the motor 20 and the torsion bar 30 from rotating in a direction perpendicular to the Y direction. Therefore, in the comparative example shown in FIG. 8, the wheel rate cannot be reduced.

[0043] 5 and 6, the support member 60 is not disposed on the A side, but on the B side, as viewed from the center position C of the motor 20. In other words, the Y-direction position of the support member 60 is closer to the B side end of the motor 20 than to the A side end of the motor 20. This is because the length l b (the length from the position of the support member 60 to the second portion 32 of the torsion bar 30) is large. As can be seen from the above formula (4), the length l b The larger θ k Since the moment M is increased, the effect of reducing the moment M is increased. That is, the wheel rate can be reduced more effectively. The support member 60 may be located at the end of the motor 20 on the B side.

[0044] In the examples shown in Figs. 5 and 6 above, the Z-direction position of the support member 60 is substantially the same as the Z-direction position of the torsion bar 30. However, this is not limited thereto. For example, as shown in Fig. 9, the support member 60 may be disposed so as to support the upper or lower surface of the motor 20. Even in the arrangement shown in Fig. 9, the motor 20 and the torsion bar 30 rotate integrally in the axial direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum (center of rotation). The support member 60 may be disposed so that the motor 20 and the torsion bar 30 can rotate integrally in the axial direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum.

[0045] 1-4.Effects As described above, according to this embodiment, the suspension device 10 using the motor 20 and the torsion bar 30 is provided. The support member 60 supports the motor 20 on the sprung structure 5 via the elastic member 63. The support member 60 is arranged so that the motor 20 and the torsion bar 30 can rotate together in a direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum. When an external force is input, the motor 20 and the torsion bar 30 rotate together in a direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum. This reduces the amount of twist of the torsion bar 30 caused by the external force. That is, the wheel rate is effectively reduced. Since the wheel rate is effectively reduced, it is possible to improve the control effect against high-frequency vibration.

[0046] It should be noted here that there is no need to soften the torsion bar 30 itself in order to reduce the wheel rate. Since there is no need to thin the torsion bar 30 itself, the strength of the torsion bar 30 is ensured and breakage is prevented. Furthermore, since there is no need to lengthen the torsion bar 30 itself, there is no increase in weight and no pressure on the mounting space. According to this embodiment, it is possible to effectively reduce the wheel rate and improve the control effect against high-frequency vibration without causing problems such as insufficient strength or increased weight of the torsion bar 30.

[0047] 1-5. Torsion bar support In the first embodiment, there is no member supporting the torsion bar 30 between the first portion 31 and the second portion 32 of the torsion bar 30. In other words, the torsion bar 30 is not supported on the sprung structure 5 between the first portion 31 and the second portion 32. In this case, the motor 20 and the torsion bar 30 tend to rotate together in a direction perpendicular to the Y direction with the position of the support member 60 as a fulcrum.

[0048] 2. Second embodiment θ of the integrated structure of the motor 20 and the torsion bar 30 bIf the directional stiffness K becomes excessively small, the moment M generated in the torsion bar 30 also becomes excessively small. In that case, it becomes difficult to transmit the control force from the motor 20 to the unsprung member 3 via the torsion bar 30. Therefore, θ b It is necessary to set the directional stiffness K appropriately. If the target θ b If the directional stiffness K cannot be achieved, a bar support member 70 may be added to the torsion bar 30 side.

[0049] 10 is a schematic diagram showing an example of an arrangement of the support member 60 and the bar support member 70 according to the second embodiment. The bar support member 70 supports the torsion bar 30 on the sprung structure 5. Like the support member 60, the bar support member 70 also includes an elastic member (buffer member) 72. The elastic member 72 is, for example, rubber. The bar support member 70 may be a rubber bushing. The bar support member 70 supports the torsion bar 30 on the sprung structure 5 via the elastic member 72.

[0050] 11 is a schematic diagram showing an example of the structure of the bar support member 70. The bar support member 70 includes a bracket 71 and an elastic member 72. The bracket 71 is fixed to the sprung structure 5 (e.g., a suspension member, a body). The bracket 71 has a through hole that penetrates in the Y direction, and the elastic member 72 is disposed in the through hole. The elastic member 72 also has a through hole that penetrates in the Y direction, and the torsion bar 30 passes through the through hole. As a result, the torsion bar 30 is supported on the sprung structure 5 via the elastic member 72.

[0051] θ of the integrated structure of the motor 20 and the torsion bar 30 b The directional stiffness K is determined by the combination of the stiffness of the support member 60 on the motor 20 side and the stiffness of the bar support member 70 on the torsion bar 30 side. b The second embodiment is useful when the directional stiffness K cannot be achieved.

[0052] 3. Third embodiment Figures 12 to 14 show a specific example of the suspension device 10. Descriptions that overlap with those of the first and second embodiments will be omitted as appropriate. In the example shown in Figures 12 to 14, the X direction is the front-rear direction, the Y direction is the lateral direction, and the Z direction is the vertical direction.

[0053] The first support member 60-1 and the second support member 60-2 are disposed at the end of the motor 20. The first support member 60-1 and the second support member 60-2 are spaced apart in the X direction. The first support member 60-1 and the second support member 60-2 are in the same position in the Y direction. Each of the first support member 60-1 and the second support member 60-2 has a structure as shown in FIG. 4 above. In each of the first support member 60-1 and the second support member 60-2, the axial direction of the outer cylinder 61 and the inner cylinder 62 is the Z direction. The first support member 60-1 and the second support member 60-2 are fastened to a suspension member (sprung structure 5) and support the motor 20 on the suspension member.

[0054] A bar support member 70 is also provided. The bar support member 70 supports the torsion bar 30 on the suspension member. [Explanation of symbols]

[0055] 1 vehicle 2 wheels 3 Unsprung parts 5. Spring structure 10 Suspension device 20 Motor 30 Torsion bar 40 Lever 50 Links 60 Support member 70 Bar support member

Claims

1. A suspension device mounted on a vehicle, A motor; a torsion bar having a first portion connected to an output shaft of the motor; a connecting member connecting the second portion of the torsion bar and the unsprung member; a support member that supports the motor on a sprung structure via an elastic member; Equipped with The axial direction of the torsion bar is a first direction, The support member is disposed so that the motor and the torsion bar can rotate together in a direction perpendicular to the first direction with the position of the support member as a fulcrum. Suspension device.

2. A suspension device mounted on a vehicle, A motor; a torsion bar having a first portion connected to an output shaft of the motor; a connecting member connecting the second portion of the torsion bar and the unsprung member; a support member that supports the motor on a sprung structure via an elastic member; Equipped with The axial direction of the torsion bar is a first direction, The support member has one position in the first direction. Suspension device.

3. 3. The suspension device according to claim 1 or 2, The support member includes a first support member and a second support member spaced apart in a second direction perpendicular to the first direction. Suspension device.

4. 3. The suspension device according to claim 1 or 2, the second portion of the torsion bar is located on a first side as viewed from the motor, a second side of the motor opposite the first side; The support member is closer to the second end of the motor than to the first end of the motor. Suspension device.

5. 5. The suspension device of claim 4, The support member is located at the end of the second side of the motor. Suspension device.

6. 3. The suspension device according to claim 1 or 2, The support member is an outer cylinder fixed to one of the motor and the sprung structure; an inner cylinder fixed to the other of the motor and the sprung structure; The elastic member is sandwiched between the outer tube and the inner tube. Includes Suspension device.

7. The suspension device according to claim 6, The axial direction of the outer cylinder and the inner cylinder is a direction intersecting the first direction. Suspension device.

8. The suspension device according to claim 1 or 2, The torsion bar is not supported on the sprung structure between the first portion and the second portion. Suspension device.

9. The suspension device according to claim 1 or 2, The torsion bar is supported on the sprung structure by a bar support member. Suspension device.

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