Vehicle height adjustment device

Abstract

To reduce output of an inclination changing device.SOLUTION: A vehicle height adjustment device includes, between a wheel-side member and a vehicle body-side member, a main spring and a sub spring arranged in parallel to each other and an inclination changing device that changes an inclination of the sub spring. When the inclination changing device changes the inclination of the sub spring, a shared load on the sub spring is changed to adjust a vehicle height. The inclination changing device changes the inclination of the sub spring, which can make output of the inclination changing device smaller than output thereof in changing inclinations of a shock absorber and of the main spring.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle height adjusting device for adjusting a vehicle height. [Background technology]

[0002] The vehicle height adjusting device described in Patent Document 1 is attached to a suspension including a suspension arm, and a shock absorber and main spring arranged in parallel between the suspension arm and the vehicle body. The shock absorber body is attached to the suspension arm, the piston rod is attached to the vehicle body, and the main spring is held between a lower retainer attached to the shock absorber body and an upper retainer attached to the vehicle body.

[0003] The vehicle height adjustment device described in Patent Document 1 includes an inclination change device that changes the inclination of the shock absorber and the main spring. The inclination change device changes the position of the lower end of the shock absorber (the mounting position relative to the suspension arm) to change the inclination of the shock absorber and the main spring. The inclination change device includes an actuator and a generally L-shaped drive member. The drive member is rotatably mounted to the suspension arm at its middle, connected to the lower end of the shock absorber at one end, and connected to the actuator at the other end. The actuator rotates the drive member, moving one end of the drive member between a first position and a second position that is inward and lower than the first position on the vehicle. This moves the lower end of the shock absorber between the first position and the second position, changing the inclination of the shock absorber and the main spring and thereby changing the vehicle height. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 5-238225 Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to improve a vehicle height adjusting device, for example, by reducing the output of an inclination changing device. [Means for solving the problem]

[0006] The vehicle height adjusting device according to the present invention includes a main spring and an auxiliary spring arranged in parallel between a wheel-side member and a vehicle body-side member, and a tilt change device that changes the tilt of the auxiliary spring. The tilt change device changes the tilt of the auxiliary spring, thereby changing the load distribution of the auxiliary spring and adjusting the vehicle height. Because the tilt change device changes the tilt of the auxiliary spring, the output of the tilt change device can be smaller than when the tilt of the shock absorber and the main spring is changed.

[0007] The vehicle height adjusting device further includes a first arm, a connecting bar rotatably held on the vehicle body member around a first axis line that is an axis line. The first arm is engageable with the wheel member via an engaging member. The first arm is connected to one end of the connecting bar. The other end of the connecting bar is attached to the housing of the inclination change device. The inclination change device includes a housing, an actuator held in the housing, and a second arm. One end of the second arm is held on a rotation shaft that is the output shaft of the actuator so as to be rotatable around a second axis line that is the axis of the rotation shaft, and the other end is connected to one end of the secondary spring. Furthermore, when the rotation angle γ of the actuator is 0°, the first axis line is parallel to a third axis line that is the axis of the second arm and is offset from the third axis line in a direction perpendicular to the first axis line.

[0008] In this way, the housing is held on the connecting bar so that it can rotate about the first axis, allowing the second arm to rotate relative to the connecting bar about the second axis, and allowing the tilt change device and the connecting bar to rotate together about the first axis. Furthermore, because the first axis is offset from the third axis, the amplitude of the actuator's oscillation can be reduced compared to when the first axis and the third axis are located on the same axis. As a result, the load applied to the connecting bar is reduced, and the installation space for the tilt change device can be made smaller. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a perspective view conceptually showing a vehicle height control device according to a first embodiment of the present invention. [Figure 2] 1A is a plan view conceptually showing a main part of the vehicle height adjusting device, and FIG. 1B is a front view conceptually showing a main part of the vehicle height adjusting device. [Figure 3] 4 is a perspective view showing a main part of the vehicle height control device when the rotation angle γ is 0°. FIG. [Figure 4] 10 is a perspective view showing a main part of the vehicle height control device when the rotation angle γ is 90°. FIG. [Figure 5] 1A and 1B are a front view and a plan view conceptually illustrating a state where the rotation angle γ of the vehicle height adjusting device is 90°. [Figure 6] 12(a) is a diagram showing the amplitude of oscillation of the actuator generated in the vehicle height controlling device shown in Fig. 11. (b) is a diagram showing the amplitude of oscillation of the actuator generated in the vehicle height controlling device. [Figure 7] 12(a) is a diagram for explaining a moment generated in the vehicle height controlling device shown in FIG. 11; and FIG. 12(b) is a diagram for explaining a moment generated in the vehicle height controlling device. [Figure 8] FIG. 6 is a plan view conceptually showing a main part of a vehicle height control device according to a second embodiment of the present invention. [Figure 9]12(a) is a diagram conceptually showing an inclination changing device of the vehicle height adjusting device shown in Fig. 11. FIG. 12(b) is a diagram conceptually showing an inclination changing device of the vehicle height adjusting device shown in Fig. 8. FIG. [Figure 10] FIG. 10 is a plan view conceptually showing a main part of a vehicle height control device according to a third embodiment of the present invention. [Figure 11] 10 is a plan view conceptually showing a main part of a vehicle height control device in which a second arm and a connecting bar are positioned on the same axis when a rotation angle γ of an actuator is 0°. FIG. [Figure 12] 10A and 10B are plan and front views conceptually illustrating a vehicle height control device in which the second arm and the connecting bar are positioned on the same axis when the rotation angle γ of the actuator is 0°. [Figure 13] 1A is a plan view of the vehicle height control device when the rotation angle of the actuator is 90°, and FIG. 1B is a front view thereof. Embodiments of the invention

[0010] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle height adjusting device according to an embodiment of the present invention will now be described with reference to the accompanying drawings. As shown in FIGS. 1-4 , the present vehicle height adjustment device can be installed between a wheel-side member 6 including a suspension arm, such as a strut-type or double-wishbone-type suspension, and a vehicle body member 8. The suspension includes a lower arm 10, an upper arm (not shown), and a main spring 14. One end of the lower arm 10 is connected to a wheel support member (not shown) of the wheel 12 via a connecting portion, and the other end is connected to the vehicle body member 8 so as to be swingable about an axis extending in the longitudinal direction of the vehicle. The main spring 14 is installed in parallel with a shock absorber (not shown) installed between the wheel-side member 6 and the vehicle body member 8. The main spring 14 is installed with its axis extending generally in the vertical direction. The wheel-side member 6 is composed of the lower arm 10 and the wheel support member (not shown). In the state shown in FIG. 1 , the longitudinal direction of the vehicle is defined as the x-direction, the width direction as the y-direction, and the up-down direction as the z-direction. The x-direction, y-direction, and z-direction are perpendicular to each other. Example 1

[0011] The vehicle height adjusting device includes the main spring 14, the secondary spring 16, the first arm 20, the connecting bar 22, the tilt changing device 24, and the like. The secondary spring 16 is a compression coil spring provided in parallel with the primary spring 14 between the wheel side member 6 and the vehicle body side member 8 . The first arm 20 is engageable with the lower arm 10 via an engaging member 30. The connecting bar 22 extends generally in the front-to-rear direction (x direction) of the vehicle, and is held by the vehicle body member 8 via a bearing 32 or the like so as to be rotatable about a first axis L, which is the axis of the connecting bar 22. The first arm 20 is held at one end of the connecting bar 22 so as to be rotatable integrally with the first axis L, and an inclination change device 24 is attached to the other end of the connecting bar 22.

[0012] The inclination change device 24 changes the inclination of the secondary spring 16, and includes a housing 34, an actuator 38, a second arm 40, etc. The second arm 40 is provided on a rotation shaft 38r serving as the output shaft of the actuator 38 so as to be rotatable integrally therewith.

[0013] The housing 34 holds the actuator 38. The housing 34 is generally frame-shaped and has a pair of side surfaces 34p, 34q that face each other in the front-rear direction. A connecting bar 22 is attached to the side surface 34p, one of the pair of side surfaces 34p, 34q, and a retaining bar 46 is attached to the other side surface 34q. The retaining bar 46 extends coaxially with the first axis L and is held by the vehicle body member 8 via bearings 48 and the like so as to be rotatable about the first axis L. In this way, the housing 34 is held by the vehicle body member 8 from both sides by the connecting bar 22 and the retaining bar 46 so as to be rotatable about the first axis L.

[0014] The secondary spring 16 is held by a pair of retainers 16b, 16c provided on a retaining shaft 16a. The retaining shaft 16a is of a telescopic type and is extendable and contractible. The retainers 16b, 16c are provided at one end and the other end of the retaining shaft 16a, respectively. One end 42 of the secondary spring 16 is rotatably connected to the other end of the second arm 40 via a connecting portion. The other end 44 of the secondary spring 16 is rotatably held via a connecting portion at a portion 8b on a set orthogonal line Lb of the vehicle body side member 8, which is a straight line perpendicular to the first axis L of the connecting bar 22. The set orthogonal line Lb extends generally in the y direction.

[0015] The actuator 38 rotates the second arm 40 to change the inclination of the secondary spring 16. The actuator 38 may be an electric motor, or may include an electric motor and a reducer that reduces the rotational speed of the electric motor. A main body 38h of the actuator 38 is fixedly held in the housing 34, and a rotating shaft 38r is rotatably held in the housing 34 via a pair of bearings 34a, 34b. The rotating shaft 38r has a second axis La (the same as the central axis of the actuator 38) that is its rotation axis and extends intersecting with the first axis L of the connecting bar 22. A holding portion 38s is provided at an intermediate portion of the rotating shaft 38r, and one end of the second arm 40 is held by the holding portion 38s so as to be rotatable integrally therewith.

[0016] The actuator 38 is disposed in a position where the main body 38h is positioned outward in the vehicle width direction from the rotation shaft 38r. The second arm 40 extends along the third axis Lc, which is the axis of the second arm 40, when the rotation angle γ of the second arm 40 caused by the actuator 38 is 0°.

[0017] When the rotation angle γ of the actuator 38 is 0°, the first axis L of the connecting bar 22 is parallel to the third axis Lc, which is the axis of the second arm 40, and is spaced apart from the third axis Lc in a direction perpendicular to the first axis L. In this embodiment, the first axis L of the connecting bar 22 passes through the main body 38h of the actuator 38 or near the main body 38h. In detail, the first axis L may pass through a portion of the rotating shaft 38r of the actuator 38 closer to the main body than the holding portion 38s, may pass through the main body 38h of the actuator 38, or may pass near the actuator 38. In this embodiment, the connecting bar 22 may be provided so that the first axis L passes outside the holding portion 38s of the rotating shaft 38r of the actuator 38 in the vehicle width direction.

[0018] In this way, by attaching the connecting bar 22 to the housing 34 that holds the actuator 38, the second arm 40 is allowed to rotate relative to the connecting bar 22 about the second axis La. Furthermore, the inclination change device 24 and the connecting bar 22 are allowed to rotate together about the first axis L. For this reason, it can be considered that the housing 34 of the inclination change device 24 and the like constitute a connecting mechanism. In this embodiment, the connecting mechanism can be considered to be a component of the inclination change device 24.

[0019] The other end 44 of the secondary spring 16 is supported by the vehicle body side member 8, and the one end 42 is engaged with the lower arm 10 by the second arm 40, the actuator 38, the housing 34, the connecting bar 22, the first arm 20, and the engaging member 30. In this way, the secondary spring 16 is provided between the wheel side member 6 and the vehicle body side member 8.

[0020] Rotation of the rotation shaft 38r by the actuator 38 rotates the second arm 40 about the second axis La, thereby moving one end 42 of the secondary spring 16 and changing the inclination of the secondary spring 16. The inclination of the secondary spring 16 can be expressed, for example, by the rotation angle γ of the rotation shaft 38r by the actuator 38 (hereinafter, may be abbreviated as the rotation angle γ of the actuator 38 or the rotation angle γ, etc.).

[0021] In this embodiment, when the rotation angle γ of the actuator 38 is 0°, the second axis La is provided at an angle θ in the vertical direction with respect to the set orthogonal line Lb, with the intersection Q of the set orthogonal line Lb and the first axis L as the center. The second axis La is inclined with respect to a plane P (an xy plane, a horizontal plane) that includes the set orthogonal line Lb and the first axis L, in a direction such that the main body of the actuator 38 is positioned above the plane P (the set orthogonal line Lb).

[0022] The angle θ between the second axis La of the actuator 38 and the set orthogonal line Lb can be determined based on the rotation angle of the inclination change device 24 around the first axis L when the rotation angle γ of the actuator 38 is 90° (the difference between the phase of the connecting bar 22 when the rotation angle γ of the actuator 38 is 0° and the phase of the connecting bar 22 when the rotation angle γ is 90°), as will be described later.

[0023] In the vehicle height adjusting device configured as described above, the rotation angle γ is changed by the actuator 38, thereby changing the inclination of the secondary spring 16 and changing the load distribution of the secondary spring 16, thereby adjusting the vehicle height. In this vehicle height adjusting device, the inclination of the secondary spring 16 is changed, rather than the inclination of the main spring 14. As a result, the output of the inclination changing device 24 (the output of the actuator 38) can be made smaller than when the inclination of the main spring 14 is changed.

[0024] The elastic force Fk of the secondary spring 16 generates a moment M around the connecting bar 22, , the connecting bar 22 is rotated around the first axis L, and the tilt changing device 24 is rotated around the first axis L. It is rotated around L. The moment M can be expressed by the following equation (1). M=Fk*A*sinγ / sinβ (1) In the above formula (1), as shown in FIG. 7(b), A is the length of the second arm 40, and β is the When the rotation angle γ of the actuator 38 is 0°, the secondary spring 16 and the second arm 40 β is the angle between the perpendicular line Db drawn from the connecting bar 22 to the secondary spring 16 and the Fk is the elastic force of the secondary spring 16, and is also the angle formed by the secondary spring 16 and the axis La. The force acts in the direction in which the ring 16 expands.

[0025] The moment M causes the first arm 20 to rotate around the connecting bar 22, and a force Fs is applied to the lower arm 10 via the engaging member 30. Meanwhile, a reaction force Fd is applied to the first arm 20 from the lower arm 10, which generates a moment M' around the connecting bar 22. The magnitude of the moment M' is as shown in equation (2). M´=Fd*B (2) In equation (2), B is the length of the first arm 20. The vehicle height is determined so that these moments M and M' are balanced.

[0026] In this embodiment, the reaction force Fd applied to the first arm 20 corresponds to the load received by the secondary spring 16. When the load applied to the wheel 12 is the same, if the load on the secondary spring 16 is large, the load share of the secondary spring 16 increases and the load share of the primary spring 14 decreases, thereby increasing the vehicle height.

[0027] When the rotation angle γ is 0°, sin γ in equation (1) is 0, so the moment M is 0. When the rotation angle γ is 90°, sin γ in equation (1) is 1, so the moment M is maximum and the vehicle height is the highest.

[0028] Meanwhile, in this vehicle height adjusting device, the inclination change device 24 rotates about the first axis L due to a moment M generated around the first axis L of the connecting bar 22. The rotation angle φ increases as the moment M increases. In other words, as the rotation angle γ by the actuator 38 increases, the moment M increases and the rotation angle φ about the first axis L increases. This rotation of the inclination change device 24 about the first axis L stretches the secondary spring 16.

[0029] 12 and 13, assume a vehicle height control device in which the second axis La of the actuator 438 and the set orthogonal line Lb are coaxial when the rotation angle γ of the actuator 438 is 0°. In this vehicle height control device, the other end 444 of the secondary spring 416 is positioned on the set orthogonal line Lb (second axis La). In this vehicle height adjusting device, when the tilt of the secondary spring 416 is changed by the rotation of the rotary shaft 438r by the actuator 438, a moment M is generated about the first axis L. If it is assumed that the tilt change device 424 does not rotate about the first axis L even when the moment M is generated, the one end 442 of the secondary spring 416 is moved along a locus Kb indicated by the dashed line in a plan view.

[0030] However, because the inclination change device 424 is rotated about the first axis L, as the rotation angle γ increases, one end 442 of the secondary spring 416 is moved along the locus Ka indicated by the dashed line in a plan view, as shown in Fig. 12. Therefore, the secondary spring 416 is stretched from its initial length (the length when the rotation angle γ is 0°), and the elastic force Fk decreases. Furthermore, the stretch of the secondary spring 416 increases as the rotation angle γ of the actuator 438 increases. Therefore, the elastic force Fk of the secondary spring 416 decreases as the rotation angle γ increases.

[0031] In contrast, in the vehicle height adjusting device according to this embodiment, assuming that the tilt variable device 24 does not rotate around the connecting bar 22 even when moment M is generated, the one end 42 of the secondary spring 16 is moved along the locus Kb indicated by the dashed line in plan view, as shown in FIG. 5(b). Furthermore, in the vehicle height adjusting device according to this embodiment, the moment M causes the tilt variable device 24 to rotate around the first axis L by an angle φ, causing the one end 42 to move substantially along the locus Ka indicated by the dashed line in plan view. Thus, the moment M causes the tilt variable device 24 to rotate around the connecting bar 22, causing the one end 42 of the secondary spring 16 to move substantially along the periphery of the base of a cone whose apex is the other end 44. This allows the elastic force of the secondary spring 16 to be maintained substantially constant during vehicle height adjustment.

[0032] In this embodiment, the third axis Lc of the second arm 40 and the connecting bar 22 are offset, and the first axis L of the connecting bar 22 passes through the main body 38h of the actuator 38. Therefore, the following effects are obtained. [i] For example, assume a vehicle height control device in which the third axis Lc of the second arm 340 and the first axis L of the connecting bar 322 are coaxial, as shown in FIG. 11. In the vehicle height control device shown in FIG. 11, the main body 338h of the actuator 338 swings around the first axis L, as shown in FIG. 6(a). For example, when the rotation angle φ of the connecting bar 322 is α, the amplitude of the main body 338h of the actuator 338 is H1. This swing is also caused by road surface input. However, the mass of the main body 338h of the actuator 338 is large. Therefore, a large load is applied to the connecting bar 322 due to the swing of the actuator 338. Furthermore, due to inertia, the actuator 338 may swing with a delay relative to the road surface input, which may cause discomfort to the occupant.

[0033] In contrast, in the vehicle height control device according to this embodiment, as shown in Fig. 6(b), the actuator 38 swings around the first axis L of the connecting bar 22 that passes through the main body 38h. Therefore, when the rotation angle φ of the connecting bar 22 is α, the amplitude of the main body 38h is H2.

[0034] As described above, in the vehicle height control device according to this embodiment, the amplitude of oscillation of the main body 38h of the actuator 38 can be made smaller than in the vehicle height control device shown in FIG. 11. As a result, the space occupied by the tilt change device 24 can be made smaller. Furthermore, since the load applied to the connecting bar 22 can be reduced, the life of the connecting bar 22 can be extended. On the other hand, since the strength required of the connecting bar 22 is reduced, the connecting bar 22 can be made thinner accordingly. Furthermore, the discomfort felt by the occupant can be reduced.

[0035] [B] In addition, in the vehicle height control device shown in FIG. 11, the length Db of the moment arm, which is the length of the perpendicular line drawn from the connecting bar 322 to the secondary spring 316 as shown in FIG. 7(a), can be expressed by the following equation (3): Db=A´sinγsinβ···(3) In the above equation, A′ is the length of the second arm 340.

[0036] On the other hand, in the vehicle height controlling apparatus according to this embodiment, as described above, the length of the moment arm Db can be expressed by the following equation (4). Db = Asinγ / sinβ (4)

[0037] As described above, in the vehicle height control device according to this embodiment, the moment arm can be made longer than in the vehicle height control device shown in Fig. 11. As a result, when the magnitude of the moment M generated around the connecting bar is the same, the elastic force Fk of the secondary spring 16 can be made smaller, thereby enabling the secondary spring 16 to be made more compact. Furthermore, when the length of the moment arm is designed to be the same, the length A of the second arm 40 can be made shorter, enabling the tilt change device 24 to be made more compact.

[0038] That is, when the moment arm Db expressed by the formula (3) and the moment arm Db expressed by the formula (4) are the same, the following formula (5) holds. A´sinγsinβ=Asinγ / sinβ···(5) Furthermore, from equation (5), the length A of the second arm 40 can be expressed by the following equation (6). A=A´sin 2 β (6) From the above equation, the length A of the second arm 40 is expressed as sin 2 It is clear that the β value can be reduced.

[0039] [C] Furthermore, consider a vehicle height control system in which the tilt change device 324 is cantilevered, as shown in Fig. 11. In the vehicle height control system shown in Fig. 11, the tilt change device 324 is supported from one side by the connecting bar 322, and no support bar is provided. Therefore, the connecting bar 322 is required to have high rigidity. In contrast, in the vehicle height adjustable device of this embodiment, the tilt variable device 24 is supported on both sides by the connecting bar 22 and the retaining bar 46. As a result, the tilt variable device 24 can be well supported. Furthermore, in order to obtain the same level of support rigidity for the connecting bar 22 as in the vehicle height adjustable device shown in FIG. 11, the connecting bar 22 and the retaining bar 46 can be made less rigid than the connecting bar 322 in the vehicle height adjustable device shown in FIG. 11. As a result, the vehicle height adjustable device can be made lighter and less expensive. Example 2

[0040] The vehicle height control device according to the present invention can have a structure shown in Fig. 8. In Fig. 8, members having the same action and function in the vehicle height control device shown in Fig. 1-7 and the vehicle height control device shown in Fig. 8 are described by adding "1" (using numbers with 100 added) before the reference numerals of the members shown in Fig. 1-7, and the description thereof will be omitted. In the vehicle height adjusting device according to this embodiment, the inclination change device 124 is cantilevered. In the inclination change device 124, the connecting bar 122 is attached to one of a pair of opposing side surfaces of the housing 134, and no holding rod is attached to the other side surface. The connecting bar 122 is held by the vehicle body member 8 via bearings 132, 148 so as to be rotatable about the first axis L.

[0041] For example, in a vehicle height control device in which the third axis Lc of the second arm 340 and the first axis L of the connecting bar 322 are coaxial as shown in Fig. 11, it is necessary to extend the second arm 340 to the opposite side of the connecting bar 322 as shown in Fig. 9(a). This makes the inclination change device 324 longer in the front-to-rear direction of the vehicle. In contrast, in the vehicle height control device according to this embodiment, as shown in Fig. 9(b), the second arm 140 and the connecting bar 122 are offset in a direction perpendicular to the first axis L. This allows the second arm 140 to extend out to the same side as the connecting bar 122. As a result, the length of the inclination change device 124 in the front-to-rear direction of the vehicle can be shortened.

[0042] In addition, in the vehicle height adjustment device shown in Figure 11, as shown in Figure 9(a), the maximum distances x1 and x2 between the part of the second arm 340 to which the elastic force of the secondary spring 316 is applied and the bearings 332 and 348 become longer, and a large load is applied to the bearings 332 and 348. In contrast, in the vehicle height control device according to the second embodiment, as shown in FIG. 9(b), the maximum distances x3 and x4 between the part of the second arm 140 to which the elastic force of the secondary spring 116 is applied and the bearings 132 and 148 are shorter than the distances x1 and x2.

[0043] As described above, in the vehicle height control device according to this embodiment, the distance between the portion to which the elastic force of the secondary spring 116 is applied and the bearings 132, 148 can be made shorter than in the vehicle height control device shown in Fig. 11. As a result, when the elastic force of the secondary spring 116 is substantially the same, the load acting on the bearings 132, 148 can be made smaller. This allows the bearings 132, 148 to be made smaller, thereby enabling the vehicle height control device to be made smaller and reduced in cost. Example 3

[0044] The vehicle height control device according to the present invention may have a structure shown in Fig. 10. In the vehicle height control device according to the first embodiment and the vehicle height control device shown in Fig. 10, members having the same action and function are described by adding "2" (using numbers with 200 added) before the reference numerals of the members, and the description thereof will be omitted. In the vehicle height control device according to this embodiment, the secondary spring 216 and the actuator 238 are provided so as to extend on the same side as the second arm 240. In this embodiment, the second axis La of the actuator 238 is inclined with respect to the horizontal plane P so that the main body 238h of the actuator 238 is positioned downward. By providing the secondary spring 216 and the actuator 238 in such a manner that they extend inward of the vehicle, the vehicle height control device can be made compact. Furthermore, the present invention can be implemented in various forms with various modifications and improvements made based on the knowledge of those skilled in the art. [Explanation of symbols]

[0045] 10: Lower arm 8: Body side member 14: Main spring 16,116,216: Secondary spring 20,120,220: First arm 22,122,222: Connecting bar 24,124,224: Tilt change device 32,132,232: Bearing 34,134,234: Housing 38,138,238: Actuator 40,140,240: Second arm 46,146,246: Holding bar 48,148,248: Bearing Patentable invention

[0046] (1) A main spring and an auxiliary spring are provided in parallel between the wheel-side member and the vehicle-body-side member; a first arm engageable with the wheel-side member; a connecting bar that is held by the vehicle body member so as to be rotatable about a first axis that is an axis of the connecting bar itself and that holds the first arm so as to be rotatable integrally therewith; an inclination change device including an actuator; and a second arm that is held by a holding portion of a rotation shaft that is an output shaft of the actuator so as to be rotatable integrally with the rotation shaft and to which one end of the secondary spring is connected, the inclination change device changing the inclination of the secondary spring by rotation of the second arm by the actuator; a connecting mechanism that connects the inclination change device and the connecting bar by allowing relative rotation of the second arm with respect to the connecting bar about a second axis that is the axis of the rotation shaft, and allowing integral rotation of the inclination change device and the connecting bar about the first axis; a vehicle height adjusting device that adjusts a vehicle height by changing an inclination of the secondary spring and changing a magnitude of a moment around the axis of the connecting bar generated by the secondary spring, thereby adjusting a force acting on the wheel-side member via the second arm, A vehicle height control device in which the connecting bar is provided so that the first axis of the connecting bar passes through a portion of the actuator's rotation shaft that is closer to the main body of the actuator than the holding portion, or through the main body of the actuator.

[0047] The actuator includes a rotating shaft and a main body. The second arm is held by a holding portion of the rotating shaft. The first axis of the connecting bar may pass through the main body of the actuator, or may pass through a portion of the actuator's rotating shaft closer to the main body than the holding portion. The first axis of the connecting bar may pass near the base of the actuator's rotating shaft on the main body side. The first axis of the connecting bar may also pass near the actuator's rotating shaft or main body without passing through the actuator. In other words, the first axis of the connecting bar can be made to pass through a portion of the actuator that is closer to the main body than the holding portion of the rotation shaft.

[0048] (2) the coupling mechanism includes a housing that holds the actuator in a state in which the rotation shaft is rotatable; The vehicle height adjusting device according to (1), wherein the connecting bar is attached to the housing so as to be integrally rotatable.

[0049] The housing is held by the vehicle body member by at least the connecting bar so as to be rotatable about the first axis.

[0050] (3) A vehicle height adjustment device as described in (1) or (2), in which the main body of the actuator is located outside the vehicle from the second arm, and the secondary spring is held by a vehicle body side member inside the vehicle from the second arm.

[0051] When the actuator and the secondary spring extend on opposite sides of the second arm in the vehicle width direction, the moment arm can be made longer than when the actuator and the secondary spring extend on the same side, which allows the secondary spring to be made smaller.

[0052] (4) The housing includes a pair of opposing surfaces, The connecting bar is attached to one of the pair of surfaces, The vehicle height adjusting device according to any one of items (1) to (3), wherein a holding bar extending on the first axis is attached to the other of the pair of surfaces.

[0053] In the vehicle height adjusting device described in this section, the housing is held by the connecting bar and the holding bar from both sides so as to be rotatable about the first axis.

[0054] (5) a main spring and an auxiliary spring provided in parallel with each other between the wheel-side member and the vehicle-body-side member; a first arm engageable with the wheel-side member; a connecting bar that is attached to the vehicle body member and is rotatable around a first axis that is its own axis, and that holds the first arm so that the first arm can rotate integrally with the connecting bar; an inclination change device including an actuator and a second arm that is rotatably held integrally with a rotation shaft that is an output shaft of the actuator and that is connected to one end of the secondary spring, and that changes the inclination of the secondary spring by rotation of the second arm by the actuator; a coupling mechanism that couples the inclination change device and the connecting bar in a state that allows relative rotation of the second arm with respect to the connecting bar about a second axis that is the axis of the rotation shaft, and allows integral rotation of the inclination change device and the connecting bar about the first axis, wherein the vehicle height adjustment device adjusts the force acting on the wheel-side member via the second arm by changing the inclination of the secondary spring and changing the magnitude of the moment of the connecting bar about the first axis that is generated by the secondary spring, The vehicle height control device includes a housing in which the connecting mechanism holds the actuator with the rotary shaft rotatable, and the connecting bar is attached so as to be integrally rotatable around the first axis.

[0055] The vehicle height adjusting device according to this aspect can employ any one of the features (1) to (4).

[0056] (6) The other end of the auxiliary spring is held on a set orthogonal line of the vehicle body side member, which is a straight line perpendicular to the first axis, A vehicle height control device as described in any one of items (1) to (5), wherein the actuator is provided in a state in which the second axis is inclined with respect to the set orthogonal line around the intersection of the set orthogonal line and the first axis.

[0057] (7) When the rotation angle of the rotation shaft of the actuator is 0°, The vehicle height control device according to item (6), wherein the actuator is provided with the second axis of the actuator inclined with respect to the set orthogonal line around the intersection of the first axis and the set orthogonal line.

[0058] (8) A vehicle height control device according to claim (6) or (7), wherein the angle formed between the second axis of the actuator and the set orthogonal line is an angle determined based on the rotation angle of the tilt change device around the first axis.

Claims

1. A main spring and a sub spring are provided in parallel between the wheel side member and the vehicle body side member. and a first arm engageable with the wheel-side member; The vehicle body side member is held rotatably around a first axis line which is the axis line of the vehicle body side member, and a connecting bar that holds the first arm rotatably as a unit; an actuator having a second axis, which is the axis of a rotation shaft that is the output shaft of the actuator, extending in a direction intersecting the first axis; and a second arm that is held by a holding portion of the rotation shaft that is the output shaft of the actuator so as to be rotatable integrally with the rotation shaft and to which one end of the secondary spring is connected, and which changes the tilt of the secondary spring by rotation of the second arm around the second axis by the actuator; a connecting mechanism that connects the inclination change device and the connecting bar while allowing relative rotation of the second arm about the second axis and allowing integral rotation of the inclination change device and the connecting bar about the first axis, and that adjusts the force acting on the wheel-side member via the first arm by changing the inclination of the secondary spring and changing the magnitude of the moment about the axis of the connecting bar generated by the secondary spring, thereby adjusting the vehicle height, A vehicle height control device in which the connecting bar is provided so that the first axis of the connecting bar passes through a portion of the actuator rotation shaft closer to the main body of the actuator than the holding portion, or through the main body of the actuator.

2. The coupling mechanism is a housing that holds the actuator in a state in which the rotary shaft is rotatable. Including 2. The method of claim 1, wherein the connecting bar is integrally rotatably attached to the housing. Vehicle height adjustment device.

3. the housing includes a pair of opposing surfaces; The connecting bar is attached to one of the pair of surfaces, a holding bar extending on the first axis is attached to the other of the pair of surfaces; Item 3. A vehicle height adjusting device according to item 2.

4. The other end of the auxiliary spring is set to be a straight line perpendicular to the first axis of the vehicle body side member. are held on constant orthogonal lines, The second axis is aligned with the set orthogonal line around the intersection of the set orthogonal line and the first axis.

4. The method according to claim 1, wherein the actuator is provided in a state inclined relative to the surface of the substrate. The vehicle height adjusting device described in

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