Suspension system

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] This disclosure relates to a suspension system mounted on a vehicle. In particular, this disclosure relates to an active suspension system utilizing a torsion bar. [Background technology]

[0002] Patent Document 1 discloses an active suspension system for vehicles. The active suspension system is configured to actively move the wheels up and down using an actuator. More specifically, one end of the torsion section is connected to the output rotation shaft of the actuator. The other end of the torsion section is connected to the suspension arm via a link. When the torsion section is twisted by the actuator, the torsional moment is converted into an up and down 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] Japanese Patent Publication No. 2008-308098 [Overview of the project] [Problems that the invention aims to solve]

[0004] In active suspension systems using torsion bars, the wheel rate increases by the stiffness of the torsion bar. An increase in wheel rate is undesirable, for example, for controlling high-frequency vibrations. To suppress the increase in wheel rate, one might consider making the torsion bar itself softer. However, making the torsion bar thinner makes it more prone to breakage due to insufficient strength. Lengthening the torsion bar leads to problems such as increased weight and size. Lowering the torsional stiffness of the torsion bar itself also results in the problem of insufficient strength. Thus, reducing the wheel rate is important but not easy.

[0005] One objective of this disclosure is to provide a technology that can effectively reduce the wheel rate in an active suspension system utilizing a torsion bar. [Means for solving the problem]

[0006] The first point concerns the suspension system installed in the vehicle. The suspension system is Motor and, A torsion bar with its first part connected to the output shaft of the motor, A connecting member that connects the second part of the torsion bar and the unsprung member, A support member that supports the motor on a spring-loaded structure via an elastic member It is equipped with. The axial direction of the torsion bar is the first direction. The support member is positioned such that the motor and torsion bar can rotate integrally in a direction perpendicular to the first direction, with the position of the support member as a pivot point.

[0007] The second point concerns the suspension system installed in the vehicle. The suspension system is Motor and, A torsion bar with its first part connected to the output shaft of the motor, A connecting member that connects the second part of the torsion bar and the unsprung member, a support member that supports the motor on a sprung structure via an elastic member, and comprising: an axial direction of the torsion bar is a first direction. the support member is positioned at one location in the first direction. Effects of the Invention

[0008] According to the present disclosure, a suspension device using a motor and a torsion bar is provided. The support member supports the motor on the sprung structure via the elastic member. Further, the support member is arranged such that the motor and the torsion bar can integrally rotate in a direction perpendicular to the axis around the position of the support member serving as a fulcrum. When an external force is input, the motor and the torsion bar integrally rotate in the direction perpendicular to the axis around the position of the support member serving as the 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] Here, it should be noted 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. Further, since there is no need to lengthen the torsion bar itself, there is no increase in weight, and the mounting space is not compressed. As described above, according to the present disclosure, 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 of the torsion bar and an increase in weight. Brief Description of the Drawings

[0010] [Figure 1] FIG. 1 is a schematic diagram for describing a suspension device mounted on a vehicle according to an embodiment. [Figure 2] FIG. 2 is a schematic diagram for describing the mechanism of the suspension device according to the embodiment. [Figure 3]It is a schematic diagram illustrating a configuration example of a motor and a torsion bar according to an embodiment. [Figure 4] It is a schematic diagram illustrating a structural example of a support member according to the first embodiment. [Figure 5] It is a schematic diagram illustrating an example of an arrangement of a support member according to the first embodiment. [Figure 6] It is a conceptual diagram for explaining the actions and effects according to the first embodiment. [Figure 7] It is a conceptual diagram for explaining the actions and effects according to the first embodiment. [Figure 8] It is a diagram illustrating a comparative example. [Figure 9] It is a schematic diagram illustrating another example of an arrangement of a support member according to the first embodiment. [Figure 10] It is a schematic diagram illustrating an example of an arrangement of a support member and a bar support member according to the second embodiment. [Figure 11] It is a schematic diagram illustrating a structural example of a bar support member according to the second embodiment. [Figure 12] It is a diagram illustrating a suspension device according to the third embodiment. [Figure 13] It is a diagram illustrating a suspension device according to the third embodiment. [Figure 14] It is a diagram for explaining a motor according to the third embodiment. MODE FOR CARRYING OUT THE INVENTION

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

[0012] 1. First Embodiment 1-1. Outline of Suspension Device Fig. 1 is a schematic diagram for explaining a suspension device 10 mounted on a vehicle 1. The suspension device 10 suspends wheels 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 actively apply vertical force to the unsprung member 3. For this purpose, the suspension device 10 is further equipped with a motor (actuator) 20. The motor 20 is supported on the sprung structure 5. The operation of the motor 20 is controlled by the controller 100. The moment generated by the operation of the motor 20 is converted into a vertical force and applied to the unsprung member 3 (e.g., suspension arm).

[0014] Figure 2 is a schematic diagram illustrating the mechanism of the suspension device 10. In 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. For convenience, in the following description, the axial direction of the torsion bar 30 will be referred to as the Y direction (first direction). The X direction (second direction) and the Z direction (third direction) are perpendicular to the Y direction. The X direction and the Z direction are also perpendicular to each other. Note that the notations X, Y, and Z are for convenience only, 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 will be the horizontal plane.

[0015] As shown in Figure 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 the 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 the 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., suspension arm) via a link 50. The lever 40 and the link 50 can be said to constitute a connecting member that connects the second portion 32 of the torsion bar 30 to the unsprung member 3.

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

[0018] As shown in Figure 2, the rotation of the motor 20 twists the torsion bar 30. Due to the torsional moment of the torsion bar 30, the lever 40 rotates around the first part 41 (torsion bar 30) as its center of rotation in the XZ plane perpendicular to the Y direction. As a result, the second part 42 of the lever 40 moves in a direction perpendicular to the Y direction. In the example shown in Figure 2, the second part 42 of the lever 40 is approximately separated from the first part 41 in the X direction. When the lever 40 rotates around the first part 41 (torsion bar 30) as its center of rotation, the second part 42 moves approximately in the Z direction. This motion of the second part 42 of the lever 40 is converted into vertical motion of the unsprung member 3 via the link 50.

[0019] Thus, the torsional moment of the torsion bar 30 twisted by the motor 20 is converted into a vertical force and applied to the unsprung member 3. The lever 40 and link 50 can also be said to constitute a transmission member that converts the torsional 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 (such as road surface input), this up and down movement is converted into the movement of the second part 42 of the lever 40 via the link 50. When the second part 42 of the lever 40 moves in a direction perpendicular to the Y direction, the torsion bar 30 is 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] Figure 3 is a schematic diagram showing an example configuration of a motor 20 and a torsion bar 30. In the example shown in Figure 3, the motor 20 has an insertion hole 21. A portion 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 arranged 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 also 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. The rotational force generated in the motor section 22 is transmitted to the connecting section 24 via the gear section 23, causing the connecting section 24 to rotate. As the connecting section 24 rotates, the torsion bar 30 is twisted.

[0022] Furthermore, the configuration of the motor 20 and the torsion bar 30 is not limited to the example shown in Figure 3.

[0023] 1-2. Challenges In the suspension system 10 that utilizes a torsion bar 30, the wheel rate increases by the amount of 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 is generated in the torsion bar 30.

[0024] An increase in wheel rate is undesirable, for example, for controlling high-frequency vibrations. In frequency ranges where control is easy, the effects of increased wheel rate can be mitigated by implementing control measures that suppress the twisting of the torsion bar 30 due to external forces (e.g., feedback control such as skyhook damper control, or preview control using a map). However, such control is not always easy for high-frequency inputs. As a result, high-frequency vibrations may worsen.

[0025] To limit the increase in wheel rate, one could consider making the torsion bar 30 itself softer. However, making the torsion bar 30 thinner would make it more prone to breakage due to insufficient strength. Lengthening the torsion bar 30 would lead to problems such as increased weight and size. Lowering the torsional rigidity of the torsion bar 30 itself would also result in insufficient strength.

[0026] Thus, in a suspension system 10 utilizing a torsion bar 30, reducing the wheel rate is important but not easy. This embodiment proposes a method for effectively reducing the wheel rate from a completely new perspective. The method for effectively reducing the wheel rate will be described in detail below.

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

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

[0029] Figure 4 is a schematic diagram showing an example of the structure 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 positioned 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 mass structure 5. For example, the outer cylinder 61 is fixed to the motor 20, and the inner cylinder 62 is fixed to the sprung mass structure 5. As a result, the motor 20 is supported on the sprung mass structure 5 via the elastic member 63.

[0030] Figure 5 is a schematic diagram showing an example of the arrangement of the support member 60 according to this embodiment. In the example shown in Figure 5, the support member 60 is located in one position in the Y direction (first direction). Also, the Y-direction position of the support member 60 is relatively far from the second portion 32 of the torsion bar 30. More specifically, the second portion 32 of the torsion bar 30 is located on side A when viewed from the motor 20. Side B is the opposite side of side A. The support member 60 is not located on side A when viewed from the center position C of the motor 20, but on side B. 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 also be located at the B-side end of the motor 20.

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

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

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

[0034] Figure 6 is a conceptual diagram illustrating the operation and effects of this embodiment. As described above, the support member 60 is not made entirely of rigid material, but includes an elastic member 63. The support member 60 supports the motor 20 on the sprung mass structure 5 via the elastic member 63. Therefore, as shown in Figure 6, the motor 20 and the torsion bar 30 rotate integrally in an axial direction perpendicular to the Y direction, with the position of the support member 60 as the pivot point (center of rotation). It can also be said that the support member 60 is arranged so that the motor 20 and the torsion bar 30 can rotate integrally in an axial direction perpendicular to the Y direction, with the position of the support member 60 as the pivot point.

[0035] In the example shown in Figure 5, the first support member 60-1 and the second support member 60-2 are positioned spaced apart in the X direction. In this case, the motor 20 and the torsion bar 30 can easily rotate together in the Z direction, which is perpendicular to the X and Y directions, with the position of the support member 60 as a pivot point.

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

[0037] Referring to FIG. 7, a quantitative description will be given. l b is the length from the position of the support member 60 to the second portion 32 of the torsion bar 30. l l is the length of the lever 40. z bl is the displacement at the connecting point between the torsion bar 30 and the lever 40 (the second portion 32 of the torsion bar 30). θ b is the change angle of the motor 20 and the torsion bar 30 corresponding to the displacement z bl . θ k is the change angle of the lever 40 corresponding to the displacement z bl . K is the θ b direction stiffness of the integrated structure of the motor 20 and the torsion bar 30. F is the external force input from the link 50. In this case, the following formulas (1) to (4) hold. TIFF0007913462000001.tif6761

[0038] The rotation angle (torsion angle) θ of the torsion bar 30 is decreased by θ k . When the torsional stiffness of the torsion bar 30 is K b , the moment M generated in the torsion bar 30 is expressed by the following formula (5).

[0039]

number

[0040] If the motor 20 and the torsion bar 30 do not rotate as a single unit, θ b The directional stiffness K is infinite, and θ k θ is zero. On the other hand, when the motor 20 and the torsion bar 30 rotate together, b The directional stiffness K is a finite value, θ k This value is not zero. Therefore, when the motor 20 and the torsion bar 30 rotate together, the moment M generated in the torsion bar 30 is θ compared to when they do not rotate together. k ·K b It decreases by only that much. In other words, the wheel rate is effectively reduced. Note that θ b The directional stiffness K can be adjusted by adjusting the stiffness of the support member 60, which includes the elastic member 63. In other words, by controlling the stiffness of the support member 60, which includes the elastic member 63, the target θ can be adjusted. b Directional stiffness K can be achieved.

[0041] In the examples shown in Figures 5 and 6, the support member 60 is located at only one position in the Y direction. In this case, the motor 20 and the torsion bar 30 can easily rotate together in a direction perpendicular to the Y direction, with the support member 60 as the pivot point. Therefore, it becomes possible to reduce the wheel rate more effectively.

[0042] Figure 8 shows a comparative example (see Patent Document 1). In the comparative example, two support members 91 and 92 support the motor 20 so as to surround its outer circumference. Furthermore, these support members 91 and 92 are spaced apart in the Y direction. In this support configuration, the motor 20 and torsion bar 30 are less likely to rotate in a direction perpendicular to the Y direction with the support members 91 and 92 as pivot points. Rather, the spaced-apart support members 91 and 92 work to align the axial directions of the motor 20 and torsion bar 30 with the Y direction, thereby preventing the motor 20 and torsion bar 30 from rotating in a direction perpendicular to the Y direction. Therefore, in the comparative example shown in Figure 8, the wheel rate cannot be reduced.

[0043] Furthermore, in the examples shown in Figures 5 and 6, the support member 60 is not located on the A side when viewed from the center position C of the motor 20, but 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. This corresponds to the length l shown in Figure 7. b This means that the length (from the position of the support member 60 to the second part 32 of the torsion bar 30) is large. As can be seen from equation (4) above, the length l b The larger θ k As this increases, the effect of reducing the moment M becomes greater. In other words, it becomes possible to reduce the wheel rate more effectively. The support member 60 may be located at the B-side end of the motor 20.

[0044] In the examples shown in Figures 5 and 6 above, 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. However, it is not limited to this. For example, as shown in Figure 9, the support member 60 may be positioned to support the upper or lower surface of the motor 20. Even in the arrangement shown in Figure 9, the motor 20 and the torsion bar 30 rotate integrally in an axial direction perpendicular to the Y direction with the position of the support member 60 as the pivot point (center of rotation). The support member 60 only needs to be positioned so that the motor 20 and the torsion bar 30 can rotate integrally in an axial direction perpendicular to the Y direction with the position of the support member 60 as the pivot point.

[0045] 1-4. Effects As described above, this embodiment provides a suspension device 10 utilizing a motor 20 and a torsion bar 30. The support member 60 supports the motor 20 on the sprung mass structure 5 via an elastic member 63. The support member 60 is also arranged such that the motor 20 and the torsion bar 30 can rotate integrally in a direction perpendicular to the Y direction with the position of the support member 60 as a pivot point. When an external force is applied, the motor 20 and the torsion bar 30 rotate integrally in a direction perpendicular to the Y direction with the position of the support member 60 as a pivot point. This reduces the amount of twisting of the torsion bar 30 caused by the external force. In other words, the wheel rate is effectively reduced. Because the wheel rate is effectively reduced, it is possible to improve the control effect against high-frequency vibrations.

[0046] It should be noted that, in order to reduce the wheel rate, it is not necessary to soften the torsion bar 30 itself. Since there is no need to make the torsion bar 30 thinner, the strength of the torsion bar 30 is ensured and fracture is prevented. Also, since there is no need to lengthen the torsion bar 30 itself, the weight does not increase and the mounting space is not compressed. According to this embodiment, 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 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 mass structure 5 between the first portion 31 and the second portion 32. In this case, the motor 20 and the torsion bar 30 can easily rotate together in a direction perpendicular to the Y direction, with the position of the support member 60 as a pivot point.

[0048] 2. Second Embodiment The θ of the integrated structure of the motor 20 and 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 The directional stiffness K needs to be set appropriately. If the target θ is achieved using only the support member 60 on the motor 20 side b If directional stiffness K cannot be achieved, a bar support member 70 may be added to the torsion bar 30.

[0049] Figure 10 is a schematic diagram showing an example of the 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 mass structure 5. Similar to the support member 60, the bar support member 70 also includes an elastic member (cushioning member) 72. The elastic member 72 is, for example, rubber. The bar support member 70 may also be a rubber bushing. The bar support member 70 supports the torsion bar 30 on the sprung mass structure 5 via the elastic member 72.

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

[0051] The θ of the integrated structure of the motor 20 and 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. The target θ is determined by the support member 60 on the motor 20 side alone. b The second embodiment is useful when it is not possible to achieve directional stiffness K.

[0052] 3. Third Embodiment Figures 12 to 14 show specific examples of the suspension device 10. Explanations that overlap with the first and second embodiments are omitted as appropriate. In the examples 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 positioned at the ends 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 positions of the first support member 60-1 and the second support member 60-2 in the Y direction are the same. Each of the first support member 60-1 and the second support member 60-2 has the structure shown in Figure 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 (superspring 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 member 5. Suprase structure 10 Suspension System 20 motors 30 Torsion bar 40 Lever 50 links 60 Support member 70 Bar support member

Claims

1. A suspension system mounted on a vehicle, Motor and, A torsion bar, the first part of which is connected to the output shaft of the 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 a spring-loaded structure via an elastic member Equipped with, The axial direction of the torsion bar is the first direction, The support member is arranged such that the motor and the torsion bar can rotate integrally in a direction perpendicular to the first direction, with the position of the support member as a pivot point. The aforementioned support member is An outer cylinder fixed to either the motor or the spring structure, The motor and the inner cylinder fixed to the other of the spring-loaded structure, The elastic member sandwiched between the outer cylinder and the inner cylinder including Suspension system.

2. A suspension system mounted on a vehicle, Motor and, A torsion bar, the first part of which is connected to the output shaft of the 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 a spring-loaded structure via an elastic member Equipped with, The axial direction of the torsion bar is the first direction, The position of the support member in the first direction is one location. The aforementioned support member is An outer cylinder fixed to either the motor or the spring structure, The motor and the inner cylinder fixed to the other of the spring-loaded structure, The elastic member sandwiched between the outer cylinder and the inner cylinder including Suspension system.

3. A 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 system.

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

5. A suspension device according to claim 4, The support member is located at the second end of the motor. Suspension system.

6. A suspension device according to claim 1 or 2 The axial directions of the outer cylinder and the inner cylinder are directions that intersect with the first direction. Suspension system.

7. A suspension device according to claim 1 or 2 The system further comprises a bar support member that supports the torsion bar on the spring structure via an elastic member. Suspension system.

8. A suspension device mounted on a vehicle, Motor and, A torsion bar, the first part of which is connected to the output shaft of the 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 a spring-loaded structure via an elastic member Equipped with, The axial direction of the torsion bar is the first direction, The support member is arranged such that the motor and the torsion bar can rotate integrally in a direction perpendicular to the first direction, with the position of the support member as a pivot point. The torsion bar is not supported on the sprung mass structure between the first and second portions. Suspension system.

9. A suspension device mounted on a vehicle, Motor and, A torsion bar, the first part of which is connected to the output shaft of the 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 a spring-loaded structure via an elastic member Equipped with, The axial direction of the torsion bar is the first direction, The position of the support member in the first direction is one location. The torsion bar is not supported on the sprung mass structure between the first and second portions. Suspension system.

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