JPH02270617A - Variable stabilizer device - Google Patents

Abstract

PURPOSE:To finely control the rolling rigidity of a vehicle by controlling an actuator on the basis of the detected results of the steering quantity of the vehicle for operating a stabilizer, and by controlling the rolling signal of the vehicle. CONSTITUTION:In a suspension device of wheels (rear wheels) 5, both ends of a stabilizer 7 arranged for controlling the rolling vibration of a vehicle are fitted to lower arms 9a, 9b via ball joints 8a, 8b, and also the prescribed places thereof are fitted to a suspension member 11 via brackets 10a, 10b. In this case, an actuator 13 such as an electric motor is arranged so as to be positioned nearly in the central part of the stabilizer 7. And it is so contrived that the actuator 13 is driven and controlled on the basis of the output of a steering quantity detecting sensor, and that a relative torsion is produced by the output of the actuator 13 in the right and left bently curved parts 7a, 7b via a connecting member 12.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a variable stabilizer device, and more particularly to a variable stabilizer device that can increase roll rigidity when a vehicle turns with a simple structure.

(Prior Art) Generally, a stabilizer with a 1-John spring is used in a vehicle, which can increase roll rigidity without stiffening the suspension spring.

However, since such stabilizers have a certain torsional rigidity, there is a limit to how much they can increase the roll rigidity of the vehicle.If the roll rigidity was increased by increasing the spring constant, it would be difficult to drive at low speeds on rough roads. In some cases, the vehicle may be shaken laterally, in other words, a movement similar to the waddling of a duck may occur.

For example, rMo
There is a variable stabilizer device as described in torJ (UK) 8f3-8-27 P52-55. In this variable stabilizer device, the stabilizer is connected to the suspension links at both arms and rotatably and swingably attached to the vehicle body via a mount plate at the center. An extending hydraulic cylinder is interposed. This hydraulic cylinder swings the stabilizer mount plate in the vertical direction based on the output from the lateral acceleration sensor that detects the lateral acceleration acting on the vehicle when turning, adding twist to the stabilizer and increasing the roll rigidity of the vehicle. I can do it. Therefore, it is possible to reduce the roll attitude while maintaining a soft suspension spring during turning and ensuring a comfortable ride.

(Problem to be Solved by the Invention) However, in such conventional variable stabilizer devices, the hydraulic cylinder swings the stabilizer mount plate up and down to change the roll rigidity. There is a problem in that it occupies a considerable amount of installation space in the vertical direction of the vehicle.

In addition, because it is necessary to avoid interference between the vehicle's sprung members and the stabilizer and to ensure minimum ground clearance, the expansion and contraction of the hydraulic cylinder, that is, the control operation, is restricted, and the stabilizer can be finely controlled according to the operation status of the steering wheel. In other words, there was a problem in that the roll stiffness of the vehicle could not be precisely controlled.

The present invention has been made in view of the above-mentioned conventional problems.The present invention operates the stabilizer with an actuator that does not require a large space in the vertical direction of the vehicle, and adjusts the roll of the vehicle according to the amount of steering of the vehicle. The purpose is to precisely control stiffness.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a stabilizer that suppresses roll vibration of a vehicle, an actuator that operates the stabilizer to vary the roll stiffness of the vehicle, and a steering wheel of the vehicle. a steering amount detecting means for detecting a steering amount, and a control means for controlling the actuator based on an output signal from the steering amount detecting means, substantially perpendicular to the traveling direction of the vehicle. Lateral acceleration detection means for detecting acceleration in the direction is provided, and the control means controls the actuator based on the output signal from the steering amount detection means, and when there is no change in the output signal of the steering amount detection means, the control means controls the actuator based on the output signal from the steering amount detection means. The actuator is corrected and controlled so as to optimize the roll suppression force of the stabilizer based on the output signal from the lateral acceleration detection means, and the stabilizer is divided into left and right bent halves with the center between them. an actuator that generates relative tearing in the left and right bent halves; a connecting member that connects the actuator and the stabilizer; and a connecting member that allows rotational movement when the left and right bent halves rotate in the same direction. and a rotation allowance mechanism for preventing eccentricity of the stabilizer divided into the left and right bent halves, wherein the connecting member is arranged in the left and right bent halves. a pair of worm wheels fixedly installed, a pair of worms meshing with the worm wheels, respectively;
It consists of a pair of gears coaxially fixed to each worm and meshing with each other, and a slide mechanism that allows the pair of worms to move in the same axial direction, and the actuator allows the worm shaft to move in the axial direction. The worm shaft is directly or indirectly connected to the worm shaft so as to rotate integrally in the rotation direction, and a bracket is fixed to one of the left and right bent halves. and a worm that meshes with a worm wheel fixed to the other bent half and an actuator that rotationally drives the worm are attached to the bracket, and the actuator is an electric motor. The present invention is characterized in that: and the actuator is a hydraulic motor.

(Operation) In the first invention, the operation of the actuator is controlled based on the amount of steering of the vehicle, and the stabilizer is finely operated. Therefore, the roll stiffness of the vehicle is finely controlled in accordance with the actual steering operation state.

In the second invention, when there is no change in the output signal of the steering amount detection means, the actuator is corrected and controlled based on the output signal from the lateral acceleration detection means so that the roll suppression force of the stabilizer is optimized. Therefore, roll rigidity corresponding to the actual turning state of the vehicle is obtained, and the turning performance of the vehicle is improved.

In the third aspect of the invention, the stabilizer is divided into left and right bent halves by sandwiching the center part, and relative torsion is applied to the left and right bent halves by an actuator. Moreover, the rotational movement of the left and right bent halves in the same direction is permitted by the rotational permission mechanism.

Therefore, since the actuator twists and operates the left and right bending halves, the space occupied in the vertical direction of the vehicle is reduced.

In the fourth invention, the stabilizer and the actuator are connected by each gear member. Therefore, the stabilizer can be finely and variably controlled via each gear member, and moreover, a small actuator can be used.

In the fifth invention, a bracket is fixed to one of the left and right bent halves of the stabilizer, and a worm and a worm that mesh with a worm wheel fixed to the other bent half are attached to the bracket. An actuator is attached to rotate the worm. Therefore, the entire device is miniaturized and can be easily installed in a vehicle, reducing costs.

In the sixth invention, an electric motor is used as the actuator. Therefore, the operational response is improved, and
The configuration of the device is simplified.

In the seventh invention, a hydraulic motor is used as the actuator. Therefore, other hydraulic sources of the vehicle can be easily used to reduce the cost of the device.

(Example) Hereinafter, the present invention will be explained based on the drawings.

Figures 1 to 3 show the first part of the variable stabilizer device according to the present invention.
It is a figure showing an example.

First, the configuration will be explained. In FIG. 1, reference numeral 1 denotes a steering wheel operated by a driver, and a steering amount detection sensor 2 as a steering amount detection means is provided near the steering wheel 1.
outputs the amount of rotation of the steering wheel l from the neutral position as a steering amount signal S to the control unit 3, which is the means of iil [1]. This steering amount signal S is such that, for example, with the neutral position of the steering wheel 1 at OV, when the steering wheel 1 is steered in one direction, the output voltage increases to the positive polarity side, and when the steering wheel 1 is steered in the other direction, the output voltage increases to the negative polarity side. Reference numeral 4 denotes an acceleration sensor as a lateral acceleration detection means, and the acceleration sensor 4 detects acceleration in a direction substantially perpendicular to the traveling direction A of the vehicle, and uses this acceleration as a lateral acceleration signal G to be sent to the control unit 3. Output to.

Furthermore, stabilizers 7 are attached to the front wheels 5 and rear wheels 6 of the vehicle, respectively, and the stabilizers 7 have substantially the same configuration on both the front and rear wheels 5 and 6.

As only the rear wheel 6 side is shown in FIG. 2, both ends of the stabilizer 7 are attached to lower arms 9a and 9b via ball joints 8as8b, and predetermined points are attached to suspension gin members via brackets 10a and 10b. It is attached to 11.

In addition, the approximately central portion of the stabilizer 7 is connected to an actuator 13 composed of an electric motor or the like via a connecting member 12 attached to the suspension engine member 11, and the actuator 13 is controlled by a control signal (2) from the control unit 3 (described later). Operate the stabilizer 7 to A rotation speed sensor 14 is attached to the actuator 13, and this rotation speed sensor 14 is connected to the actuator 1.
30 rotation speed is detected and a rotation speed signal N corresponding to the rotation speed is output to the control unit 3. The control unit 3 includes a computer, etc., and operates the actuator 13 based on the steering amount signal S, which is the output signal of the steering amount detection sensor 2. Operate the stabilizer 7 to change the amount. Further, when there is no change in the steering amount signal S, the control unit 3 controls the actuator 13 to control the roll suppression force of the stabilizer 7 based on the lateral acceleration signal G from the lateral acceleration detection sensor 4 and the rotation speed signal N from the rotation speed sensor 14. The actuator 13 is corrected and controlled to optimize. Specifically, the third
As shown in the figure, the stabilizer 7 is divided into left and right bent halves 7a and 7b across the center, and the eccentricity of these bent halves 7a and 7b is A loft 15 is attached as a means for preventing eccentricity, and the lofts 15 are connected coaxially and oppositely.

Further, a worm wheel 16a is provided at the bent half portions 7a and 7b.
, 16b are fixedly installed, and the worm wheel 15a,
The worms 16b are engaged with the worms 17a and 17b, respectively. The worms 17a, 17b are housed in the slide base 18, and their axes are substantially perpendicular to the axial direction of the bent half portions 7a, 7b. Also, both ends of the worms 17a, 17b are arranged in the axial direction of the worms 17a, 17b (arrow X direction).
The slide 19 is rotatably attached to a slide 19 as a slide mechanism that allows movement of the slide 19, and the slide 19 is slidably provided within the slide base 18. These slide bases 18 and slides 19 constitute a rotation permitting mechanism 20 that slides the slide 19 and allows rotation of the bent halves 7a and 7b when the bent halves 7a and 7b rotate in the same direction. are doing.

On the other hand, the worms 17a and 17b each have a gear 21a.
, 21b are fixedly installed, and the gears 21a and 21b are coaxially fixed to the worms 17a and 17b.
, 17b. An input shaft 22 formed with splines or serrations is connected to one end of the worm 17b, and the input shaft 22 meshes with a gear 23 and rotates together with the gear 23, so that when the slide 19 moves in the direction of the arrow X. It slides inside the gear 23 together with the worm 17b. The gear 23 is rotatably supported by the slide base 18 via bearings 24a and 24b, and the actuator 1
It meshes with a gear 25 fixed to the output shaft 13a of No. 3. That is, the actuator 13 is connected to the worm 17b through gears 23.25 so as to allow movement of the worm 17b in the axial direction, and rotate integrally with the worms 17a and 17b in the rotational direction. , 16b, worms 17a, 17b, slide 19, gears 21a, 21b, and input shaft 22 constitute the above-mentioned connecting member 12. Then, the actuator 13 generates relative torsion in the bent half portions 7a and 7b via the connecting member 12.

Next, the effect will be explained.

When the driver steers the steering wheel 1 to turn the vehicle, the steering amount detection sensor 2 detects the amount of steering at this time and outputs a steering amount signal S to the control unit 3. For example, if the steering amount signal S increases to the positive polarity side at this time, the control unit 3 determines that the steering is to the right, and sends an output signal to the actuator 13.
Output. Therefore, the actuator 13 is driven and the gear 23 rotates in the direction of arrow C, and the gear 25 and
The worm 17a and the gear 21a move in the opposite direction as indicated by arrow B.
direction). At this time, the worm wheel 16b
rotates in the direction indicated by the arrow, and the bent half 7b is twisted in the direction indicated by the arrow, and at the same time, the gear 21a and the worm 17a rotate in the direction indicated by the arrow B, and the bent half 7a is twisted in the direction indicated by the arrow E. As a result, the bent half portion 7a and the bent half portion 7b are twisted relative to each other.

On the other hand, when a vehicle is steered to the right while boat fishing, the vehicle body tilts to the left due to centrifugal force. Therefore, the left lower arm is closer to the ground than the right lower arm, and the stabilizer is twisted. In this embodiment, when the steering wheel 1 is steered, the actuator 13 generates relative torsion in the bent halves 7a and 7b, so that the stabilizer 7 is given torsional rigidity to exert the required roll suppression force. roll rigidity can be controlled appropriately. Next, when there is no change in the amount of steering of the steering wheel l, that is, while the steering is being held when making a predetermined turn, the control unit 3
Since there is no change in the output of the steering amount signal S from the steering wheel 1, the roll suppression force is corrected to the actuator 13 based on the lateral acceleration signal G from the lateral acceleration detection sensor 4 and the rotation speed signal N from the rotation speed sensor 14. A control signal V is transmitted to Therefore, actuator 1
3 operates based on the control signal (1), and bends half portions 7a, 7.
A relative twist is generated in b. Therefore, it is possible to finely optimize the roll suppressing force of the bent halves 7a and 7b according to not only the amount of steering of the steering wheel l but also the actual turning state of the vehicle, improving the turning performance of the vehicle. can be done.

Further, when the housing and pitching occur in the vehicle when the vehicle is traveling straight, the bent half portions 7a and 7b rotate in the same direction. At this time, the slide 19 slides on the slide head 18 in the direction of arrow X, the input shaft 22 slides in the direction of arrow X inside the gear 23, and the worms 17a and 17b slide in the direction of X. Accordingly, the bent half portions 7a and 7b rotate. That is, the stabilizer 7 can maintain a soft spring constant during pitching or the like.

In this embodiment, the actuator 13 is equipped with an electric motor with good responsiveness, which makes it possible to simplify the structure of the device. However, the present invention is not limited to this. A motor may be used as the actuator 13.

As described above, in this embodiment, the stabilizer 7 is controlled based on the steering amount of the steering wheel 1 of the vehicle, and the control unit 3 uses the steering amount signal S of the steering amount detection sensor 2.
The actuator 13 is controlled so that the roll suppression force of the stabilizer 7 is optimized based on the lateral acceleration signal G from the lateral acceleration detection sensor 4 when there is no change in the actual turning state of the vehicle. It is possible to obtain appropriate roll stiffness and improve the turning performance of the vehicle.

In addition, the stabilizer 7 is divided into left and right bent halves 7a and 7b across the center, and the actuator 13 causes the left and right bent halves 7a and 7b to undergo relative torsion. Since the bending halves 7a and 7b are allowed to rotate in the same direction, the actuator 13
The stabilizer 7 can be controlled without securing a space for arranging the stabilizer 7 in the vertical direction of the vehicle, and straight running performance during bouncing or pitching is also sufficiently ensured. Furthermore, since the stabilizer 7 and the actuator 13 are connected by each gear member, the stabilizer 7 can be finely and variably controlled.

Figure 4.5 shows the second variable stabilizer device according to the present invention.
It is a figure showing an example. In this embodiment, the stabilizer 3
Among the bent half portions 31a and 31b of 1, the − bent half portion 3
A bracket 32 is fixed to 1a, and the other bent half 31b
A worm wheel 34 that meshes with a worm 33 provided inside the bracket 32 is attached to the bracket 32. Also, warm 3
3 is an actuator 3 that rotationally drives the worm 33.
5 is installed. In this embodiment, the actuator 3 is operated based on the control signal V from the control unit 3.
5 to generate relative torsion between the bent half portion 31a and the bent half portion 31b, it is possible to obtain the same effect as in the first embodiment. In addition, in this embodiment, the other bent half portion 31b
The bent half portion 31a and the bent half portion 31b are formed by simply applying twist to the bent half portion 31a and the bent half portion 31b.
Since relative torsion is generated between the two, the device can be simplified and downsized, and costs can be reduced.

(Effects) According to the first invention, since the stabilizer is controlled based on the amount of steering of the vehicle, it is possible to finely control the stabilizer according to the actual steering operation state.

According to the second invention, when there is no change in the output signal of the steering amount detection means, the actuator is corrected and controlled so that the roll control force of the stabilizer is optimized based on the output signal from the lateral acceleration detection means. Therefore, it is possible to obtain a roll stiffness that corresponds to the actual turning condition of the vehicle, and the turning performance of the vehicle can be improved.

According to the third invention, the stabilizer is divided into left and right bent halves across the center, and the actuator causes relative torsion in the left and right bent halves, and the rotation permitting mechanism causes the left and right bent halves to be rotated. Since rotational movement in the same direction is allowed, there is no need to secure the space occupied by placing the actuator one step below the vehicle. Sufficient capacity can be secured.

According to the fourth invention, since the stabilizer and the actuator are connected by each gear member, the stabilizer can be finely and variably controlled.

According to the fifth invention, a bracket is fixed to one of the left and right bent halves, and the worm engages with the worm wheel fixed to the other bent half. Since an actuator for rotationally driving the worm is attached, the entire device can be miniaturized and can be easily installed in a vehicle, thereby reducing costs.

According to the sixth invention, since an electric motor is used as the actuator, the operational response can be improved and the configuration of the device can be simplified.

According to the seventh invention, since a hydraulic motor is used as the actuator, it is possible to easily utilize other hydraulic power sources of the vehicle to reduce the cost of the device.

[Brief explanation of drawings]

Figures 1 to 3 show the first part of the variable stabilizer device according to the present invention.
FIG. 1 is a diagram showing the overall configuration of the embodiment, and FIG.
The figure is a perspective view of its appearance, Figure 3 is an enlarged view of its main parts, and Figure 4.
FIG. 5 is a diagram showing a second embodiment of the variable stabilizer device according to the present invention, FIG. 4 is an enlarged view of the main part, and FIG. 5 is a side view of the main part. 2...1 Rudder amount detection sensor, 3...Control unit/to, 4...
... Acceleration sensor (lateral acceleration detection means), 7.31...
...Stabilizer, 7a, 31a...Bending half part, 7b, 31b...Bending half part, 12...Connection member, 13.35... ...Actuator, 15...
...Rod (eccentricity prevention means), 16a, 16b, 34-
---- Worm wheel, 17 a, 17 b
, 33--worm, 18... slide base, 19... slide, 20... rotation allowance mechanism.

Claims (7)

[Claims] (1) A stabilizer that suppresses roll vibration of the vehicle, an actuator that operates the stabilizer to vary the roll stiffness of the vehicle, a steering amount detection means that detects the amount of steering of the vehicle, and an output from the steering amount detection means A variable stabilizer device comprising: control means for controlling the actuator based on a signal. (2) A lateral acceleration detection means for detecting acceleration in a direction substantially perpendicular to the traveling direction of the vehicle is provided, and the control means:
The actuator is controlled based on the output signal from the steering amount detection means, and the roll suppression force of the stabilizer is optimized based on the output signal from the lateral acceleration detection means when there is no change in the output signal of the steering amount detection means. 2. The variable stabilizer device according to claim 1, wherein the actuator is corrected and controlled so as to increase the angle of the stabilizer. (3) an actuator that divides the stabilizer into left and right bent halves across the center and generates relative torsion in the left and right bent halves; a connecting member that connects the actuator and the stabilizer; 2. The variable stabilizer device according to claim 1, further comprising a rotation permitting mechanism for permitting rotational movement when the bent halves rotate in the same direction. (4) Eccentricity prevention means for preventing eccentricity of the stabilizer divided into the left and right bent halves is provided, and the connecting member
A pair of worm wheels fixed to the left and right bent halves, a pair of worms that mesh with the worm wheels, a pair of gears that are coaxially fixed to each worm and mesh with each other, and a pair of worm wheels that mesh with each other. The actuator is composed of a slide mechanism that allows movement in the same axial direction, and the actuator is directly or indirectly connected to the worm shaft so as to allow movement in the axial direction of the worm shaft and rotate integrally in the rotational direction. The variable stabilizer device according to claim 3, characterized in that: (5) A bracket is fixed to one of the left and right bent halves, and a worm and a worm that engage with a worm wheel fixed to the other bent half are attached to the bracket. 4. The variable stabilizer device according to claim 3, further comprising an actuator for rotational driving. (6) The variable stabilizer device according to claim 1, wherein the actuator is an electric motor. (7) The variable stabilizer device according to claim 1, wherein the actuator is a hydraulic motor.