JP2006082751A - Stabilizer system - Google Patents

Abstract

A highly practical stabilizer system is obtained.
A stabilizer system including a pair of stabilizer devices 10 is provided in a vehicle. The stabilizer device 10 includes a stabilizer bar 40 having a torsion part 50 and an arm part 52, and generates a control force that causes the vehicle body 21 and the wheel 20 to approach and separate by rotating the stabilizer bar 40. Since the operation of the stabilizer bar 40 is the same as that of a single conventional stabilizer bar that does not include an actuator, it is easy to introduce the device 10 into the vehicle. Further, by making the control force of the stabilizer device 10 on the turning inner wheel side larger than the control force on the outer wheel side, the center of gravity of the vehicle can be lowered during roll control, and the stability of the vehicle can be improved.
[Selection] Figure 1

Description

  The present invention relates to a stabilizer system including a pair of stabilizer devices having a power source for controlling the posture of a vehicle body.

A general vehicle is provided with a stabilizer device to suppress the roll of the vehicle body. In general, a stabilizer device includes a stabilizer bar. For example, a conventional stabilizer bar is rotatably supported by a vehicle body and both ends thereof are connected to left and right wheels, and is twisted according to the roll amount of the vehicle body. When it is twisted, it generates elastic force and stabilizes the posture of the vehicle body in the roll direction. In recent years, it has been studied to provide a stabilizer device with an actuator having a power source such as a motor to positively apply a force for controlling the posture of the vehicle body. Regarding a stabilizer device provided with an actuator, for example, there are devices described in Patent Documents 1 to 3 below. In particular, Patent Document 1 described below describes a stabilizer system including a pair of stabilizer devices that are divided into left and right parts and operate independently. Each of the pair of stabilizer devices is configured such that the other end portion of the stabilizer bar whose one end portion is fixed to the sprung member is connected to the unsprung member via an actuator (torsional torque input mechanism). The stabilizer device causes the actuator to move the other end of the bar and the unsprung member relative to each other in the vertical direction and twists the stabilizer bar, thereby causing the sprung member and the unsprung member to approach and separate. The force in the roll direction is applied to the vehicle body.
JP 2001-63338 A Special table 2002-518245 gazette Japanese Utility Model Publication No. 5-26525

  The stabilizer device described in Patent Document 1 has an unsprung member, more specifically, an actuator disposed on a wheel side portion of the shock absorber. However, other components (for example, wheels, springs, etc.) are provided near the shock absorber. Etc.), and there is a problem that the restriction on the place where the actuator is arranged is large. In particular, the restriction on the front wheel side is large, and for example, it is difficult to ensure the cutting angle of the front wheel and to increase the relative movement amount between the other end of the stabilizer bar and the shock absorber. Further, due to restrictions on the location where the actuator is disposed, it may be difficult to introduce the stabilizer device including the actuator into the conventional vehicle including the conventional stabilizer bar not including the actuator. Such a problem is an example of a problem of a stabilizer device provided with an actuator, and there is room for improvement from various viewpoints in a stabilizer system provided with the stabilizer device. That is, the utility of the stabilizer system can be improved by making various improvements to the stabilizer device including the actuator. The present invention has been made in view of such circumstances, and an object of the present invention is to obtain a more practical stabilizer system.

  In order to solve the above-mentioned problems, a stabilizer system according to the present invention is provided corresponding to each of the left and right wheels, each generating a pair of forces that cause each of the left and right wheels to approach and separate from the vehicle body. Each of the pair of stabilizer devices includes (a) a rotating shaft portion disposed in the vehicle width direction, and an end extending in a direction crossing the rotating shaft continuously with the rotating shaft portion. A stabilizer bar provided with an arm portion connected to a member that holds a corresponding wheel of the left and right wheels; and (b) the rotating shaft portion of the stabilizer bar provided to be fixed to the vehicle body And an actuator that rotates the stabilizer bar about the axis of the rotating shaft portion.

  In the stabilizer system of the present invention, the actuator of the stabilizer device is fixed to the vehicle body, and it is not necessary to provide an actuator between the end of the arm portion and the member that holds the wheel. Is relatively small and easy to introduce into a vehicle. Various aspects of the stabilizer system of the present invention, and their operations and effects will be described in detail in the following [Aspect of the Invention] section.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following paragraphs, (1) is combined with claim 1, and (2) and (3) are combined with claim 2, and (4) and (5) are combined. This corresponds to claim 3, and the item (6) corresponds to claim 4.

(1) A stabilizer system provided with a pair of stabilizer devices provided corresponding to each of the left and right wheels, each generating a force for approaching and separating each of the left and right wheels and the vehicle body,
Each of the pair of stabilizer devices includes:
A rotating shaft portion arranged in the vehicle width direction, and an end portion connected to a member that holds the corresponding wheel of the left and right wheels, extending in a direction that intersects with the rotating shaft continuously with the rotating shaft portion. A stabilizer bar provided with an arm portion formed;
A stabilizer that is fixed to a vehicle body and includes an actuator that is connected to the rotating shaft portion of the stabilizer bar and rotates the stabilizer bar about the axis of the rotating shaft portion. system.

  In the stabilizer system described in this section, for example, one stabilizer bar (hereinafter, sometimes referred to as “conventional stabilizer bar”) that connects conventional left and right wheels that are not driven by an actuator is divided at the center. It can be roughly understood that a pair of stabilizer bars are formed and each of the pair of stabilizer bars is rotated by each of a pair of actuators. In the stabilizer device described in this section, the actuator is fixed to the vehicle body, and it is not necessary to provide the actuator between the end of the arm portion and the member that holds the wheel. There are relatively few and it is easy to introduce into a vehicle. In the stabilizer device described in this section, the stabilizer bar can be arranged in the same manner as the conventional stabilizer bar, and in this case, the stabilizer bar can be easily introduced into the vehicle. For example, even when the stabilizer device according to this section is provided on the front wheel side where there are many restrictions on the arrangement place, it is possible to easily ensure the same wheel turning angle as in the past.

  In the stabilizer system described in this section, each of the pair of left and right stabilizer devices is provided corresponding to each of the left and right wheels on the front wheel side or the rear wheel side of the vehicle. Further, the stabilizer system of this section can be provided on both the front wheel side and the rear wheel side. Further, the stabilizer system of this section can be a system including two pairs of stabilizer devices on the front wheel side and the rear wheel side.

  The stabilizer bar described in this section may be configured by one member, or may be configured by assembling a plurality of members. Further, each of the rotating shaft portion and the arm portion may be constituted by one member, or may be constituted by assembling a plurality of members. The material of the member constituting the stabilizer bar in this section can be, for example, a spring material. In that case, the output of the actuator is relatively softly transmitted to the member holding the wheel by elastic deformation of the stabilizer bar. Is done. Moreover, the material of the member which comprises a stabilizer bar can be made into a comparatively big material, for example, In that case, the output of an actuator is transmitted to the member holding a wheel comparatively rapidly. Further, a member made of a spring material and a member made of a material having high rigidity may be assembled. For example, it is possible to configure a stabilizer bar by configuring the rotating shaft portion with a highly rigid member and attaching an arm portion formed of a spring material to the rotating shaft portion. The shape of the stabilizer bar is not particularly limited. For example, the stabilizer bar may have a generally “L” shape formed by dividing one conventional stabilizer bar at the center.

  (2) The actuator includes a motor and a speed reducer that decelerates the driving force of the motor and transmits it to the rotating shaft portion, and the motor and the speed reducer are arranged side by side in the vehicle width direction. The stabilizer system according to item (1).

  By arranging the motor and the speed reducer in the vehicle width direction, the diameter of the actuator (the dimension in the direction orthogonal to the vehicle width direction) can be reduced, and the restriction on the location of the stabilizer device can be reduced. The motor is preferably an electric motor, for example. The aspect of the electric motor is not particularly limited. For example, a motor that includes a brush and rotates a rotor having a coil, or a rotor that is configured by a permanent magnet is rotated by a magnetic field of a stator that includes the coil. A motor such as a motor (brushless motor) can be used. Although the aspect of the speed reducer is not particularly limited, it is desirable that the speed reducer has a large speed reduction ratio. For example, a speed reducer employing a harmonic drive (registered trademark) mechanism, a planetary gear mechanism, or the like can be used.

(3) The motor has a hollow drive shaft, and the drive shaft is disposed in a state of extending in the vehicle width direction,
In each of the pair of stabilizer devices, an end portion of the rotating shaft portion opposite to the side where the arm portion continues is inserted into the actuator from one end portion thereof, and penetrates the drive shaft of the motor. The stabilizer system according to (2), wherein the stabilizer system is configured to be connected to the speed reducer.

  In the aspect described in this section, the rotating shaft portion is inserted from the end portion on the side where the motor of the actuator is disposed, passes through the motor, and is connected to the speed reducer. For example, the speed reducer is disposed. Compared with the aspect (an aspect with a short bar) of the stabilizer device in which the rotating shaft part is inserted from the end on the side, the rotating shaft part can be lengthened. Therefore, for example, when the rotating shaft portion functions as a torsion spring (torsion bar), the spring constant in the twisting direction of the stabilizer bar can be reduced by lengthening the rotating shaft portion. Moreover, the maximum twist amount of the stabilizer bar can be increased by lengthening the rotating shaft portion.

(4) The stabilizer system is
A control device is provided that controls the roll of the vehicle body by changing the control force that is the force generated by each of the pair of stabilizer devices based on the estimated roll physical quantity that is a physical quantity that can estimate the roll state of the vehicle body. The stabilizer system according to any one of items (1) to (3).

  If it is possible to estimate the roll state quantity, which is a state quantity relating to the movement in the roll direction of the vehicle body, such as roll moment, roll acceleration, roll speed, roll quantity, etc., the roll can be controlled according to the roll state. it can. Specifically, for example, if the roll moment of the vehicle body can be estimated, the control force in the opposite direction is generated by each of the pair of stabilizer devices so as to cancel or reduce the roll moment. Can be suppressed. For example, if the roll acceleration of the vehicle body can be estimated, the roll moment of the vehicle body can be calculated from the roll acceleration, and the roll can be suppressed in the same manner as described above. Furthermore, for example, if the roll speed of the vehicle body can be estimated, for example, it is possible to suppress the roll by generating a control force so as to reduce the roll speed. Furthermore, if the roll amount can be estimated, for example, it is possible to suppress the roll by generating a control force so as to reduce the roll amount. Note that the roll can be controlled based on a plurality of state quantities among moments, accelerations, speeds, quantities, and the like representing the roll state.

  The roll state quantity can be estimated by various methods. For example, if the lateral acceleration of the vehicle body (the acceleration in the vehicle width direction and the lateral direction) is measured by an acceleration sensor or the like, the roll acceleration can be calculated based on the lateral acceleration. Further, for example, if the turning radius is estimated based on the steering angle and the vehicle speed, the centrifugal force applied to the vehicle body, that is, the lateral force (vehicle width direction, left-right direction) applied to the vehicle body can be calculated. Roll moment and roll acceleration can be calculated. The steering angle and the vehicle speed can be regarded as a turning state quantity that is an amount indicating a turning state (turning radius, turning speed, etc.) of the vehicle. Furthermore, the roll acceleration and the roll displacement amount can be directly estimated. Specifically, for example, the roll amount can be estimated from the difference between the roll acceleration and the displacement amount from the vertical acceleration difference between the right and left portions of the vehicle body. The difference between the displacement amounts can be calculated by integrating the acceleration difference twice, or can be estimated from the displacement amount (stroke amount) between the vehicle body and the wheel. As in the above example, at least one of physical quantities such as lateral acceleration, steering angle (steering angle and vehicle speed), left and right vertical acceleration of the vehicle body, and left and right stroke amount is set as the roll estimated physical quantity. it can. Then, according to the control method, the control force generated by the stabilizer device is changed based on at least one physical quantity among the various physical quantities, that is, the roll estimated physical quantity. If the relationship between the roll estimated physical quantity and the control force is set in advance, the control force to be generated in the stabilizer device can be obtained directly from the roll estimated physical quantity without estimating the roll state quantity. Rolls can be controlled based on physical quantities.

(5) The control device
(4) The control force difference generating roll control unit that controls the rolls of the vehicle body by generating the control forces that are opposite to each other and have different sizes by each of the pair of stabilizer devices. Stabilizer system.

  In a conventional stabilizer bar that does not include an actuator, or a stabilizer device that twists a pair of stabilizer bars by a single actuator, the magnitudes of the left and right control forces cannot be varied. Moreover, even if a pair of stabilizer devices are provided, it has not been studied at all to perform roll control by changing the magnitude of the left and right control forces, so that the left and right control forces are made equal to perform the roll control. Had been. The control device of the stabilizer system described in this section includes a control force difference generation roll control unit, and can vary the magnitudes of the left and right control forces generated by the pair of stabilizer devices. By varying the magnitudes of the left and right control forces, the height of the center of the vehicle body during rolling can be changed. For example, depending on the type of suspension system, there may occur a jack-up phenomenon in which the center of the vehicle body rises during rolling or a jack-down phenomenon in which the center of the vehicle body descends. However, the left and right control forces may be varied to suppress them. It can be done. Specifically, for example, in order to suppress the jack-up phenomenon, the control force on the turning inner wheel side (the side on which the vehicle body and the wheel are separated) rather than the control force on the turning outer wheel side (the side on which the vehicle body and the wheel are approaching) Should be increased.

  In the aspect described in this section, for example, the ratio of two control forces having different sizes generated by each of the pair of stabilizer devices, specifically, the larger control force of the two control forces. The roll of the vehicle body can be controlled with a constant control force ratio that is a value obtained by dividing the first control force by the second control force that is the smaller control force. Further, the control force ratio can be changed in accordance with, for example, the size of the roll estimated physical quantity or the roll state estimated from the roll estimated physical quantity. Specifically, for example, in a state where the rolling moment is small, the control force ratio is relatively large and the center of the vehicle body is actively raised and lowered by the control force of the pair of stabilizer devices, and in a state where the rolling moment is large, The control force ratio can be made relatively small so that the center of the vehicle body does not rise or fall excessively. Further, the control force ratio can be changed so as to be reversed. Further, in the aspect described in this section, for example, the roll of the vehicle body is controlled by setting the control force difference, which is the difference between the first control force and the second control force, which is the smaller control force, to a constant value. Can do. Further, the control force difference can be changed in accordance with, for example, the size of the estimated roll physical quantity or the roll state estimated from the estimated roll physical quantity.

(6) The control force difference generation roll control unit includes:
(5) The roll control is performed by generating a control force larger than the control force of the stabilizer device on the approaching side to the stabilizer device on the side where the vehicle body and the wheel are separated by the roll of the vehicle body. Stabilizer system.

  The control device described in this section suppresses the roll so that the control force on the side where the vehicle body and the wheel are separated (for example, the turning inner wheel side) is increased. Therefore, compared with the case where the left and right control forces are equalized and the roll is suppressed, the center of the vehicle body can be lowered to lower the position of the center of gravity of the vehicle, and the stability of the vehicle can be improved. Therefore, it is particularly effective when suppressing rolls caused by crosswinds or the like, or when a suspension device that is likely to cause a jack-up phenomenon is provided in the vehicle. Note that the behavior of the vehicle body by the roll control described in this section is different from the behavior of the vehicle body due to the jackdown phenomenon. That is, the jackdown phenomenon is caused by excessive sinking of the turning outer ring side of the vehicle body, whereas the roll control described in this section suppresses the sinking of the turning outer wheel side of the vehicle body while suppressing the sinking of the turning inner ring side. This is because the center of the vehicle body is lowered by increasing the control force that suppresses the rise, that is, the control force that lowers the turning inner wheel side.

(7) The stabilizer device is
The stabilizer system according to any one of (1) to (6), which is provided in a vehicle in which a suspension spring mechanism and a shock absorber mechanism are arranged in parallel between a vehicle body and a wheel.

  The stabilizer device described in this section operates with the suspension spring mechanism and the shock absorber mechanism to stabilize the vehicle body posture by controlling the roll of the vehicle body. Note that the stabilizer device described in this section can be operated for other controls such as pitching control and bounce control in addition to roll control.

(10) A rotating shaft portion provided corresponding to one wheel and disposed in the vehicle width direction, and extending in a direction intersecting the rotating shaft continuously with the rotating shaft portion, and the end portion holds the wheel. A stabilizer bar having an arm portion coupled to a member to be
A stabilizer that is fixed to a vehicle body and includes an actuator that is connected to the rotating shaft portion of the stabilizer bar and rotates the stabilizer bar about the axis of the rotating shaft portion. apparatus.

  The stabilizer device described in this section is the same as the stabilizer device included in the stabilizer system described in the above section (1). Further, the technical features of the aspect described in the above item (2), (3) or (7) can be applied to the stabilizer device described in this item.

(11) A pair of stabilizer devices provided corresponding to the left and right wheels, respectively, for generating a force for approaching and separating each of the left and right wheels and the vehicle body,
A control device that controls the roll of the vehicle body by changing a control force that is a force generated by each of the pair of stabilizer devices based on a roll estimated physical quantity that is a physical quantity that can estimate the roll state of the vehicle body. A stabilizer system,
The control device includes a control force difference generation roll control unit that controls the rolls of the vehicle body by generating the control forces in opposite directions and different sizes from each other by the pair of stabilizer devices. The stabilizer system characterized by being.

  The control device described in this section is the same as the control device included in the stabilizer system described in the above item (5). The technical features of the aspect described in the above section (6) or (7) can be applied to the stabilizer system described in this section. In addition, the aspect of the stabilizer apparatus described in this section is not particularly limited, and various aspects can be adopted. The stabilizer device described in this section can include, for example, an actuator and a transmission member that transmits a driving force of the actuator to a member that holds a wheel.

  Hereinafter, an embodiment of the present invention and modifications thereof will be described in detail with reference to the drawings. It should be noted that the present invention is by no means limited to the following examples, and in addition to the following examples, there are various types based on the knowledge of those skilled in the art including the aspects described in the above [Aspect of the Invention] section. It can implement in the various aspect which gave the change and improvement of these.

1. First embodiment.
FIG. 1 schematically shows a portion that suspends a front wheel of a vehicle suspension system in which a stabilizer device that is an embodiment of the claimable invention and a stabilizer system including the stabilizer device are provided. Although the stabilizer system is also provided in the rear wheel side portion (not shown), the front wheel side stabilizer system will be representatively described because the configuration is the same as that of the front wheel side. The vehicle suspension system includes a stabilizer system 12 including a pair of stabilizer devices 10 and a suspension device 16. The suspension device 16 is a device that holds the wheel 20 in a generally vertical direction so as to be able to approach and separate from the vehicle body 21 and suppresses the swinging of the vehicle body 21 and the change in posture caused by road surface unevenness or vehicle steering. In this embodiment, the suspension device 16 includes an upper arm 22 and a lower arm 24 having one end portion rotatably connected to the vehicle body 21 and the other end portion connected to the wheel 20. The upper arm 22 and the lower arm 24 are rotated around the one end (the vehicle body side) as the wheel 20 approaches and separates from the vehicle body 21, and the other end (the wheel side) moves up and down with respect to the vehicle body 21. Be made. The suspension device 16 includes a shock absorber mechanism 30 and a spring mechanism 32. The shock absorber mechanism 30 is connected to the vehicle body 21 at its upper end and is connected to the lower arm 24 at its lower end. The suspension device 16 is configured to elastically support the vehicle body 21 by the elastic force of the spring mechanism 32 and to generate a damping force with respect to the rotation of the lower arm 24 by the shock absorber mechanism 30 to attenuate the shaking of the vehicle body 21. It is composed.

2. Stabilizer device.
The stabilizer device 10 includes a stabilizer bar 40 and an actuator 42 that rotates the stabilizer bar 40. The stabilizer bar 40 has a torsion part 50 as a rotating shaft part connected to the actuator 42, and an arm part 52 extending from the torsion part 50 to the vehicle rear side on the wheel 20 side. A support tool 54 is disposed on the vehicle body 21 so as to be separated in the vehicle width direction, and the torsion part 50 is supported by the support tool 54 so as to be rotatable about an axis. An arm connecting member 56 is fixed to the lower arm 24, and an end 60 of the arm portion 52 is connected to the arm connecting member 56. That is, as the lower arm 24 rotates, the end portion 60 of the arm portion 52 is moved up and down with respect to the vehicle body 21 so that the stabilizer bar 40 is rotated around the axis of the torsion portion 50.

  Since a pair of actuators 42 having the same structure are arranged in opposite directions, the structure of the actuator 42 arranged on the left side is schematically shown in FIG. The actuator 42 includes a housing 70, an electric motor 72 (hereinafter simply referred to as “motor” in some cases), and a speed reducer 74 that decelerates the driving force of the motor 72. The housing 70 has a generally cylindrical shape, and a mounting portion 76 is provided on the outer periphery thereof. The mounting portion 76 is fixed to the vehicle body 21, whereby the actuator 42 is fixed to the vehicle body. In this embodiment, the motor 72 is provided on the wheel side (left side in the drawing) of the housing 70. The motor 72 is held in the housing 70 so as not to move in the axial direction and not to rotate. And a rotor 84 held rotatably. Shaft support walls 86 and 88 are provided in the housing 70, and a hollow cylindrical drive shaft 80 is rotatably held in the support holes provided in the shaft support walls 86 and 88, respectively. A rotor 84 is fixed to the outer peripheral side of the drive shaft 80.

  In this embodiment, the speed reducer 74 is a wave gear mechanism referred to as a harmonic drive (registered trademark) or the like, and is provided inside the housing 70 on the right side of the vehicle. The wave gear mechanism includes a wave generator 90, a flexible gear 92, and a ring gear 94. Since the wave gear mechanism is known, detailed illustration is omitted. The wave generator 90 has a ball bearing fitted on the outer periphery of an elliptical cam, and is fixed to the outer periphery of the drive shaft 80 as an input shaft. The flexible gear 92 is an elastic body having a container shape (for example, a bowl shape or a cup shape), and a plurality of teeth are formed on the outer periphery of the container-shaped opening. The ring gear 94 is generally ring-shaped, and a plurality of teeth (slightly more (for example, two more) than the flexible gear 92) are formed on the inner periphery of the ring gear 94, and the ring gear 94 is fixed to the housing 70. It is elastically deformed in an elliptical shape by the generator 90, and the teeth of the ring gear 94 and the teeth are completely separated at the major axis portion of the ellipse, and the teeth are completely separated at the minor axis portion. Then (360 degrees), the flexible gear 92 is rotated by a difference in the number of teeth from the ring gear 94 in the direction opposite to the rotation direction of the wave generator 90. That is, in this embodiment, the wave gear mechanism is driven. The rotation of the shaft 80 is decelerated and output from the flexible gear 92. In other words, the flexible gear 92 is driven by the driving force of the motor 72. In this embodiment, the wave generator 90 functions as an input unit to which the driving force of the motor 72 is transmitted, and the flexible gear 92 is connected to the motor 70. It functions as an output unit that decelerates and outputs the driving force 72.

  A support hole 114 is provided in the motor side end portion 112 which is an end portion of the housing 70 on which the motor 72 is disposed, and the stabilizer bar 40 is inserted from the support hole 114. The stabilizer bar 40 passes through the motor 72 (specifically, the hollow portion of the drive shaft 80) and is fixed to the flexible gear 92 of the speed reducer 74 so as not to be relatively rotatable, and further passes through the flexible gear 92. A bar support wall 120 for supporting the stabilizer bar 40 is provided in the housing 70, and an end portion of the stabilizer bar 40 is rotatably supported in a support hole of the bar support wall 120. A certain clearance is secured between the inner peripheral surface of the drive shaft 80 and the outer peripheral surface of the torsion part 50 of the stabilizer bar 40.

  That is, the stabilizer device 10 rotates the torsion part 50 of the stabilizer bar 40 by rotating the flexible gear 92 by the driving force of the motor 72. When the torsion part 50 rotates, the arm part 52 rotates to raise or lower the lower arm 24 with respect to the vehicle body 21, that is, the force of the vehicle body 21 where the suspension device 16 is disposed. Or it acts as a downward force. That is, the stabilizer device 10 of the present embodiment changes the posture of the vehicle body by operating the actuator 42 and changing the rotation amount of the stabilizer bar 40.

  In the housing 70, a rotational position sensor 170 serving as a rotational position detection device is provided at a portion of the shaft support wall 86 on the motor 72 side. The rotational position sensor 170 detects the rotational position of the rotor 84 with respect to the housing 70 based on the rotational position of the code plate 172 fixed to the outer periphery of the drive shaft 80. From this rotational position, the rotation of the motor 72 is detected. The speed, rotation amount, etc. are acquired.

  In this embodiment, the vehicle suspension system includes a control device 176 (FIG. 1) that controls the stabilizer device 10 (specifically, the actuator 42). The control device 176 is mainly configured by a computer having a CPU, a ROM, a RAM, and the like. The control device 176 includes a steering angle sensor 180 as a steering angle detection device, a vehicle speed, together with the rotational position sensor 170. A vehicle speed sensor 182 as a detection device and a lateral acceleration sensor 184 as a lateral acceleration detection device are connected. In addition, the motor 72 of the actuator 42 is connected to the control device 176 via the drive circuit 186. Various programs such as a stabilizer device control program, data, and the like are stored in the ROM of the computer of the control device 176.

3. Roll control.
In the stabilizer system 12 of the present embodiment, the control device 176 repeatedly executes the turning roll control program, which is a kind of the stabilizer device control program, by the computer every short time, and operates the stabilizer device 10 appropriately to thereby operate the vehicle. Controls the roll when turning. FIG. 3 shows a flowchart of the roll control program during turning, and the roll control during vehicle turning will be described along the flowchart.

  In step 1 (hereinafter, step 1 is abbreviated as “S1”, and the same applies to other symbols), it is determined whether or not the vehicle speed exceeds the set speed V1. In S2, when the steering angle exceeds the set angle, it is determined that the vehicle is turning. In this embodiment, the roll control is performed in a speed range where a certain degree of cornering force is generated. When the vehicle speed exceeds the set speed V1 and the steering operation angle exceeds the set angle, the vehicle is in a turning state. It is judged and roll control is performed (S1, S2).

  When roll control is not performed, in S3, both of the pair of stabilizer devices 10 are freed. Specifically, the wiring circuit to the motor 72 is opened so that the motor 72 can easily idle. The Therefore, as the distance between the vehicle body 21 and the wheel 20 approaches / separates, the stabilizer bar 40 rotates with a relatively small resistance. In other words, in this embodiment, the stabilizer bar 40 can be freely rotated in a state other than the turning state such as the straight traveling state. For example, when one of the wheels 20 rides on the bulge, The wheel 20 can approach the vehicle body 21 relatively smoothly, and the shaking of the vehicle body 21 can be reduced.

  When roll control is performed, in S4, the lateral acceleration Gy is acquired based on the output signal of the lateral acceleration sensor 184. In S5, one of the left and right wheels 20 is determined as the turning inner wheel from the direction of the lateral acceleration Gy. The other is a turning outer ring. Specifically, for example, when the vehicle body 21 is accelerated to the right side, it is determined that the left wheel 20 is a turning outer wheel and the right wheel 20 is a turning inner wheel.

  In S6, the control force to be generated in the stabilizer device 10 provided corresponding to each of the left and right wheels 20 is acquired based on the lateral acceleration Gy as a kind of roll estimated physical quantity. In the ROM of the control device 176, a value of the standard control force Fs that is a standard control force with respect to the value of the lateral acceleration Gy is recorded. The standard control force Fs is the magnitude of the control force when the rolls are controlled by generating the same control force in the stabilizer devices on both sides, and the control force on the turning inner ring side is based on the standard control force Fs. Fi and the control force Fo on the turning outer wheel side are calculated. FIG. 4 is a graph schematically showing the relationship between the lateral acceleration Gy and the magnitude of the control force. In this figure, the standard control force Fs is indicated by a one-dot chain line, the turning inner wheel side control force Fi is indicated by a solid line, and the turning outer wheel side control force Fo is indicated by a wavy line. As can be seen from this figure, the control force Fi on the turning inner wheel side is made larger than the control force Fo on the turning outer wheel side. The control force is generated in a direction in which the vehicle body is lowered on the turning inner wheel side and in a direction in which the vehicle body is raised on the turning outer wheel side.

Here, the control force Fi on the turning inner wheel side and the control force Fo on the turning outer wheel side are obtained by Equations 1 and 2, respectively.
[Formula 1] Control force on turning inner ring side Fi = (1 + C) Fs
[Formula 2] Control force on turning outer wheel side Fo = (1-C) Fs
Note that C is a control force ratio determination value that is a value for determining a control force ratio that is a ratio of the control force Fi and the control force Fo to the value of the lateral acceleration Gy, and corresponds to the value of the lateral acceleration Gy. The value of the control force ratio determination value C is recorded in the ROM of the control device 176. Further, the control force ratio determination value C is set to a value within the range of 0 <C ≦ 1. In this embodiment, the control force ratio Fi / Fo, which is the ratio of the control force Fi on the turning inner wheel side where the control force is increased and the control force Fo on the turning outer wheel side, is "(1 + C) / (1-C ) ”.

  The value of the control force ratio determination value C is a constant value when the lateral acceleration Gy is equal to or less than the set value G1, so that the control force ratio is constant. On the other hand, when the lateral acceleration Gy exceeds the set value G1, the value of C is reduced as Gy increases, and the control force ratio is reduced. That is, when the roll moment M becomes large (that is, Gy> G1), the load on the turning inner ring side actuator 42 does not become too large. In addition, when the spring constant of the spring mechanism 32 is small or the like, there is a possibility that the sinking of the turning outer wheel side of the vehicle body 21 will increase when the roll moment M increases, but as described above, the lateral acceleration Gy> In the state of G1, by reducing the difference in control force between the turning inner wheel side and the turning outer wheel side, the sinking of the turning outer wheel side when the roll moment M is large can be effectively suppressed.

  As can be seen from Equations 1 and 2, the sum of the control force Fi on the turning inner wheel side and the control force Fo on the turning outer wheel side is set to be twice the standard control force Fs. ing. When each of the stabilizer devices 10 on the turning inner wheel side and the turning outer wheel side generates the standard control force Fs, the magnitude of the standard control moment, which is the roll moment acting on the vehicle body 21, and the control force Fi on the turning inner wheel side. The actual control moment, which is the roll moment acting on the vehicle body 21, by the control force Fo on the turning outer wheel side is made equal.

  In this embodiment, when lateral acceleration Gy ≦ G1, roll control is performed with a constant control force ratio. On the other hand, when the lateral acceleration Gy> G1, the value of C is continuously changed according to the lateral acceleration Gy. In the state where the lateral acceleration Gy> G1, the control force ratio is changed according to the lateral acceleration Gy. It becomes the aspect which performs roll control by changing continuously. Further, in this embodiment, the control force ratio when the lateral acceleration Gy is larger than G1 (when the roll moment M is large) is smaller than when the lateral acceleration Gy is smaller than G1 (when the roll moment M is small). It is considered as an embodiment. Furthermore, the control force ratio is changed in accordance with the magnitude of the lateral acceleration Gy, which is a kind of roll estimated physical quantity, or the magnitude of the roll moment M, which is a kind of roll state.

  In S6, when the control force to be generated by the stabilizer device 10 corresponding to each of the left and right wheels 20 is obtained by Equations 1 and 2, in S7, electric power is supplied from the drive circuit 186 to each actuator 42 according to a command from the control device 176. Supplied. Specifically, the control device 176 issues a control force generation command, which is a signal including a current value for generating the control force Fi and the control force Fo, to each of the driving circuit 186 on the turning inner wheel side and the turning outer wheel side. Send. Upon receiving the command, the drive circuit 186 operates the motor 72 such that the current supplied to the motor 72 of the actuator 42 on the turning inner wheel side and the turning outer wheel side becomes the current value. Each of the pair of stabilizer bars 40 is rotated to generate a control force on the turning inner wheel side and the turning outer wheel side, and the roll is suppressed by the control force.

  The above process is repeated, and in the turning state, a control force corresponding to the lateral acceleration Gy is generated by the pair of stabilizer devices 10 to suppress the roll. At that time, the control force Fi generated by the stabilizer device 10 on the turning inner wheel side is made larger than the standard control force Fs, while the control force Fo on the turning outer wheel side is made smaller than the standard control force Fs. Therefore, compared with the case where the standard control force Fs is generated in each of the pair of stabilizer devices 10, the roll angle (which is a kind of roll amount) is the same size, whereas the vehicle height is the turning inner ring. On both the side and the turning outer ring side. That is, the stabilizer system 12 of the present embodiment is such that the control force Fi on the turning inner wheel side is larger than the control force Fo on the turning outer wheel side, and the standard control force Fs is applied to each of the pair of stabilizer devices 10. Compared with the case where the vehicle is generated, the position of the center of gravity of the vehicle can be lowered by lowering the position of the vehicle body center when the vehicle body is rolled, and the stability of the vehicle can be improved.

  FIG. 1 illustrates a control force difference generation roll control unit 200 that is a functional component of the control device 176. The control force difference generation roll control unit 200 executes the control force ratio determination value C of the control device 176 and the control force on the turning inner wheel side and the turning outer wheel side by executing the process of S6 of the roll control program. And a portion for acquiring the information. In this embodiment, the control force difference generating roll control unit 200 is a turning inner wheel side control force increasing type control force difference generating roll control unit that increases the control force on the turning inner wheel side.

  The stabilizer device 10 of the present embodiment is configured such that the stabilizer bar 40 penetrates the motor 72 and is connected to the speed reducer 74. Therefore, the torsion part 50 of the stabilizer bar 40 is lengthened compared with the aspect in which the stabilizer bar 40 was inserted from the edge part of the reduction gear side 74 of the housing 70, for example. Therefore, an excessive force is prevented from acting between the output portion of the actuator 42 and the lower arm 24 by elastically twisting the torsion portion 50. Specifically, for example, in the turning state, when the stabilizer bar 40 is rotated by the actuator 42 on the turning outer wheel side and a force that pushes down the lower arm 24 is acting, the turning outer wheel becomes a convex portion of the road surface. In the case where the vehicle passes through the road surface, the lower arm 24 is temporarily pushed up by the reverse input from the road surface and the arm portion 52 of the stabilizer bar 40 is rotated in the reverse direction. The rotation is absorbed by. Therefore, vibration due to road surface unevenness is not easily transmitted to the vehicle body 21. Further, the stabilizer bar 40, the actuator 42 and the like are not easily damaged.

  Further, in the stabilizer device 10 of the present embodiment, the stabilizer bar 40 is rotatably supported by the motor side end portion 112 and the bar support wall 120. The motor side end portion 112 and the bar support wall 120 are spaced apart from each other with the motor 72 and the speed reducer 74 interposed therebetween. Therefore, at two locations where the torsion portion 50 of the stabilizer bar 40 is sufficiently separated. It is supported. Therefore, the actuator 42 can firmly receive the force in the direction intersecting with the axis acting on the torsion part 50.

4. Modifications.
In the above embodiment, when the lateral acceleration Gy exceeds G1, the control force ratio is reduced. However, when it is not necessary to consider the load of the actuator 42, even if the roll moment M is increased (that is, Gy> G1), the control forces of the turning inner wheel side and the turning outer wheel side are set to C. It can also be obtained by equations 1 and 2 while keeping the value constant. Moreover, in the said Example, although control force ratio was made constant, roll control can also be performed by making control force difference constant. For example, when the lateral acceleration Gy is G1 or less, the control force ratio can be made constant, and when G1 is exceeded, the control force difference can be made constant to perform roll control.

  In the above embodiment, the control force Fi on the inner turning wheel side is controlled to be larger than the control force Fo on the outer turning wheel side. However, if the vehicle is equipped with a suspension mechanism that tends to jack down, such as a strut suspension, the control force Fo on the turning outer wheel side is made larger than the control force Fi on the turning inner wheel side, and the jack down is performed. Control can be performed to suppress the phenomenon. In this case, the control device only needs to include a control force application unit that increases the turning outer wheel side control force. If there is a suspension mechanism that tends to jack down on the front wheel side (strut suspension) and a suspension mechanism that tends to jack up on the rear wheel side (for example, semi-trailing arm suspension), etc. It is also possible to perform control such as increasing the control force Fo on the turning outer wheel side and increasing the control force Fi on the turning inner wheel side on the rear wheel side.

  In the above-described embodiment, the standard control force Fs and the control force ratio determination value C for the lateral acceleration Gy are recorded in advance in the ROM of the control device 176, but the control forces Fi and Fo can also be recorded. Further, instead of the lateral acceleration Gy, a control force for the steering angle and the vehicle speed can be set in advance. By acquiring the control force or the like based on the steering angle and the vehicle speed, for example, it is possible to predict the occurrence of roll before the lateral acceleration Gy is detected by the lateral acceleration sensor, so that rapid roll control is possible. .

In the above embodiment, in S2, it is determined whether or not the vehicle is turning based on the steering angle. The turning state can be determined based on the yaw rate γ or the vehicle body side slip angle β. Specifically, for example, when the measured value of the yaw rate sensor provided on the vehicle body or the vehicle body side slip angle β obtained by the following expression exceeds a set value, it is determined that the vehicle is turning. be able to.
[Formula 3] Car body side slip angle β = ∫ {(Gy / V) −γ} dt (V: vehicle speed)
Further, for example, it is possible to determine whether or not the vehicle is turning based on the steering angle and the vehicle body side slip angle β. Specifically, for example, when the steering angle exceeds a set angle, or when the vehicle body side slip angle β exceeds a set value, it can be determined that the vehicle is turning.

It is a figure which shows the outline of the vehicle suspension system by which the stabilizer apparatus which is an Example of claimable invention, and the stabilizer system provided with the same were arranged. It is front sectional drawing which shows notionally the actuator which is a component of the said stabilizer apparatus. It is a flowchart of the roll control program which controls the said stabilizer apparatus. It is a figure which shows the relationship between a lateral acceleration and each control force of a standard control force, a turning inner wheel side, and a turning outer wheel side.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10: Stabilizer apparatus 12: Stabilizer system 16: Suspension apparatus 20: (Left side, right side) Wheel 21: Vehicle body 40: Stabilizer bar 42: Actuator 50: Torsion part 52: Arm part 70: Housing 72: Electric motor 74: Reduction gear 80 : Drive shaft 82: Stator 84: Rotor 90: Wave generator 92: Flexible gear 94: Ring gear 170: Rotation position sensor 180: Steering angle sensor 182: Vehicle speed sensor 184: Lateral acceleration sensor 200: Control force difference generation roll controller

Claims (4)

A stabilizer system provided with a pair of stabilizer devices provided corresponding to each of the left and right wheels, each generating a force for approaching and separating each of the left and right wheels and the vehicle body,
Each of the pair of stabilizer devices includes:
A rotating shaft portion arranged in the vehicle width direction, and an end portion connected to a member that holds the corresponding wheel of the left and right wheels, extending in a direction that intersects with the rotating shaft continuously with the rotating shaft portion. A stabilizer bar provided with an arm portion formed;
A stabilizer that is fixed to a vehicle body and includes an actuator that is connected to the rotating shaft portion of the stabilizer bar and rotates the stabilizer bar about the axis of the rotating shaft portion. system. The actuator has a hollow drive shaft and the drive shaft is disposed in a state extending in the vehicle width direction, and the motor and the motor are disposed side by side in the vehicle width direction. A speed reducer that decelerates the driving force and transmits it to the rotating shaft part,
In each of the pair of stabilizer devices, an end portion of the rotating shaft portion opposite to the side where the arm portion continues is inserted into the actuator from one end portion thereof, and penetrates the drive shaft of the motor. The stabilizer system according to claim 1, wherein the stabilizer system is configured to be connected to the speed reducer. The stabilizer system
Based on a roll estimated physical quantity that is a physical quantity that can estimate the roll state of the vehicle body, the control force that is the force generated by each of the pair of stabilizer devices is changed to be opposite to each other and have different sizes. The stabilizer system of Claim 1 or 2 provided with the control apparatus which has a control force difference generation | occurrence | production roll control part which generates a control force and controls the roll of a vehicle body. The control force difference generation roll control unit,
The roll control is performed by generating a control force larger than the control force of the approaching stabilizer device on the stabilizer device on the side where the vehicle body and the wheel are separated by the roll of the vehicle body. Stabilizer system.

Images