JPH0829660B2 - Stabilizer control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of use] The present invention relates to a stabilizer control device effective for improving crosswind stability of a vehicle.

[Conventional technology]

When a vehicle suddenly receives an external force in the vehicle width direction from the windward to the leeward due to the influence of side wind while traveling straight on a highway at high speed, the lateral force in the vehicle width direction due to the side wind and the ground camber angle of the wheels are generated. Due to the occurrence of the canvas last due to the change of, the traveling direction of the vehicle is deflected to the leeward side. Therefore, it is necessary for the driver to promptly perform the correction steering to maintain the straight traveling of the vehicle. 2. Description of the Related Art In recent years, along with the increase in speed of vehicles, vehicles have been developed in which the shape of the vehicle body is approximated to a so-called streamlined shape to reduce the air resistance coefficient. However, the crosswind stability of the vehicle as described above is relatively low, and the course deviation toward the leeward side as described above is particularly remarkable. As measures against such a problem, conventionally, for example, a dedicated device for controlling the toe control of the suspension is provided, a baffle plate (spoiler) for suppressing the influence of cross wind is provided on the vehicle body, or a four-wheel steering mechanism is used. There is known a technique of performing control to ensure cross wind stability by utilizing the same.

[Problems to be solved by the invention]

By the way, in the above-mentioned conventional technique, it is necessary to equip the vehicle with a dedicated toe control control device, a four-wheel steering control device, or the like in order to ensure the crosswind stability of the vehicle.
However, a vehicle equipped with these dedicated devices causes an increase in the weight thereof to deteriorate the fuel consumption effect, and an increase in the number of parts to complicate the device configuration and reduce the reliability of the device. Therefore, there is a problem in that the straight running stability of the vehicle, especially the crosswind stability cannot be ensured reliably and economically.

Further, in a vehicle provided with a straightening vane for ensuring crosswind stability, the air resistance coefficient of the vehicle body increases, and even if the vehicle body shape is a so-called streamline type, the airflow resistance at high speed running is rather adversely affected by the straightening vane. There was also the problem of making it larger.

An object of the present invention is to provide a stabilizer control device capable of improving straight running stability of a vehicle, especially crosswind stability, with a simple configuration without causing problems such as an increase in vehicle weight, reliability, and deterioration of high-speed drivability. To do.

Configuration of the Invention [Means for Solving the Problems] The present invention, which has been made to solve the above-mentioned problems, is, as illustrated in FIG. 1, a front wheel stabilizer for connecting both unsprung members of the left and right front wheels of a vehicle. Of the front wheel between the unsprung member and the portion of the front wheel side stabilizer that receives and acts the twisting force of the front wheel side stabilizer. Front wheel side connecting means M1 for adjusting the side connecting distance according to a command from the outside, steering signal generating means M2 for detecting the steering angle of the vehicle and generating a steering signal, and lateral displacement of the vehicle with respect to the straight traveling direction. Lateral deviation detection means M3, determination based on the steering signal generated by the steering signal generation means M2 and the lateral deviation detected by the lateral deviation detection means M3 to determine whether or not lateral deviation not caused by steering occurs in the vehicle When it is determined by the means M4 and the determination means M4 that the vehicle has a lateral deviation that is not caused by steering, the lateral deviation that causes the lateral deviation is disposed on the side opposite to the side surface of the vehicle. And a front wheel side control means M5 for outputting to the front wheel side connection means M1 a command for adjusting the front wheel side connection distance to a target front wheel side connection distance for increasing the load sharing of one front wheel, and a stabilizer characterized by the following: The main point is the control device.

M1 of the front wheel side connecting means adjusts the front wheel side connecting distance between the portion for transmitting and receiving the twisting force of the front wheel side stabilizer and one of the left and right unsprung members corresponding to the portion according to a command from the outside. It is a thing. For example, a hydraulic cylinder fixed to one of the portion of the stabilizer that transmits and receives the torsional force and the unsprung member, and a portion of the stabilizer that transmits and receives the torsional force and the other of the unsprung member and slides with the hydraulic cylinder. It may be composed of a movably fitted piston, a hydraulic circuit for supplying a pressure liquid from the hydraulic pressure source to the hydraulic cylinder, and a control valve interposed in the hydraulic circuit and operated according to a control signal from the outside.

The steering signal generating means M2 is for generating a steering signal by detecting the steering angle. For example, it can be realized by a steering sensor.

The lateral deviation detecting means M3 is for detecting lateral deviation of the vehicle in the straight traveling direction. For example, it can be realized by a yaw rate sensor.

The determining means M4 is for determining whether or not a lateral deviation that is not caused by steering has occurred, based on the steering signal and the lateral deviation signal. For example, when the steering angle obtained based on the steering signal is within the range of play of the steering wheel (3 ° to 5 °) and the lateral deviation obtained based on the lateral deviation signal is equal to or greater than a predetermined value, lateral deviation that is not caused by steering is generated. It can be configured to determine that it has occurred.

The front wheel side control means M5, when it is determined that the vehicle is laterally offset not due to steering, one of the one disposed on the side opposite to the side surface of the vehicle on which the vehicle lateral direction external force that causes lateral offset acts. It outputs a command to adjust the front wheel side connecting distance to the target front wheel side connecting distance that increases the load sharing of the front wheels. Here, the target front wheel side connection distance can be determined based on, for example, a map or an arithmetic expression so as to increase according to the amount of yawing that occurs in the vehicle.

The determination means M4 and the front wheel side control means M5 and the rear wheel side control means M17 can be realized by, for example, independent discrete logic circuits. Further, for example, a well-known CPU, ROM, RAM, and other peripheral circuit elements may be configured as a logical operation circuit, and each of the above means may be realized according to a predetermined processing procedure.

[Action]

In the stabilizer control device of the present invention, as illustrated in FIG. 1, the determination means M4 determines the lateral deviation not caused by the steering based on the steering signal generated by the steering signal generation means M2 and the lateral deviation signal detected by the lateral deviation detection means M3. When it is determined that it occurs in the vehicle, the target front wheel side connection distance that increases the load sharing of one of the front wheels disposed on the side opposite to the side surface of the vehicle on which the vehicle lateral direction external force that causes the lateral deviation acts is increased. The front wheel side control means M5 serves to output a command for adjusting the front wheel side connection distance to the front wheel side connection means M1.

That is, when the load sharing of one of the front wheels disposed on the left and right opposite sides of the vehicle on which the vehicle width direction external force acts is increased, the left and right front wheels incline in the direction opposite to the vehicle width direction external force direction. As the ground camber angles of the left and right front wheels change, a canvas last acting on the left and right front wheels acts in a direction opposite to the vehicle width direction external force.

Therefore, the stabilizer control device of the present invention uses the canvas last obtained by changing the ground camber angle of the wheels by adjusting the load sharing of the front wheels when the vehicle laterally slips due to the action of the external force in the vehicle width direction. It works to control the lateral deviation.

〔Example〕

Next, a preferred embodiment of the present invention will be described in detail with reference to the drawings. FIG. 2 shows the system configuration of the stabilizer control device according to one embodiment of the present invention.

The stabilizer control device 1 is a front wheel side stabilizer device.
2, a rear wheel side stabilizer device 3, a hydraulic circuit 4, and an electronic control unit (hereinafter simply referred to as an ECU) 5 for controlling them.

In the front wheel side stabilizer device 2, the left front wheel 6 is supported by the vehicle body 9 by the left front wheel shock absorber 7 and the left front wheel lower arm 8. The right front wheel 10 is supported on the vehicle body 9 by a right front wheel shock absorber 11 and a right front wheel lower arm 12. Further, the front wheel side stabilizer bar 13 is rotatably supported on the vehicle body 9 by rubber bearings 14 and 15. One end portion 13a of the front wheel side stabilizer bar 13 is coupled to the left front wheel lower arm 8 via a front wheel side cylinder unit 16 capable of adjusting the connecting distance, and the one end portion 13a of the front wheel side stabilizer bar 13 and the left front wheel lower arm 8 are connected. The connecting distance between them can be adjusted by expanding and contracting the front wheel side cylinder unit 16 which receives the supply of pressure oil from the hydraulic circuit 4 under the control of the ECU 5. The other end 13b of the front wheel side stabilizer bar 13 is connected to the right front wheel lower arm 1 via a dummy rod 17.
It is attached to 2. In order to steer the vehicle, the left and right front wheels 6,
A steering mechanism 19 for changing the direction of 10 is also provided.

On the other hand, in the rear wheel stabilizer device 3, the left rear wheel 20 is supported by the vehicle body 9 by the left rear wheel shock absorber 21 and the left rear wheel lower arm 22. The right rear wheel 23 is supported on the vehicle body 9 by a right rear wheel shock absorber 24 and a right rear wheel lower arm 25. Further, the rear wheel side stabilizer bar 26 is rotatably supported on the vehicle body 9 by rubber bearings 27 and 28. One end 26a of the stabilizer bar 26 on the rear wheel side
Is a rear-wheel-side cylinder unit with adjustable connection distance 29
Is connected to the left rear wheel lower arm 22 via the, and the connection distance between the one end portion 26a of the rear wheel side stabilizer bar 26 and the left rear wheel lower arm 22 is such that pressure oil is supplied from the hydraulic circuit 4 according to the control of the ECU 5. It can be adjusted by expanding and contracting the cylinder unit 29 on the rear wheel side that receives the force. The other end 26b of the rear wheel side stabilizer bar 26 is attached to the right rear wheel lower arm 25 via a dummy rod 30.

The stabilizer control device 1 serves as a detector, including a vehicle speed sensor 31 that detects the traveling speed of the vehicle, a steering sensor 32 that detects the steering angle, a yaw rate sensor 33 that detects the yawing angular velocity, a brake switch 34 that outputs a brake signal during braking operation, The front wheel side stroke sensor 35 and the rear wheel side cylinder unit that detect the connecting distance (stroke amount) that expands and contracts by the front wheel side cylinder unit 16.
The rear wheel side stroke sensor 36 detects the connection distance (stroke amount) that expands and contracts by 29. Signals from the above-mentioned sensors and switches are input to the ECU 5, and the ECU 5 controls the front wheel stabilizer device 2, the rear wheel stabilizer device 3 and the hydraulic circuit 4.

Since the cylinder units 16 and 29 have the same structure, the cylinder unit 16 will be described as an example. As shown in FIG. 3, in the cylinder unit 16, a piston 42F is slidably fitted in a cylinder 41F, and the piston 42F has an upper chamber 45F having a port 43F and a lower chamber having a port 44F in the cylinder 41F. Divided into room 46F. Also, the piston 42F above
The rod 47F is fixed to.

As shown in FIG. 2, the front wheel side and rear wheel side cylinder units 16 and 29 have cylinders 41F and 41R mounted on the left front wheel lower arm 8 and the left rear wheel lower arm 22, respectively, and rods 47F and 47R.
R are respectively coupled to one end portion 13a of the front wheel side stabilizer bar 13 and one end portion 26a of the rear wheel side stabilizer bar 26. Therefore, the front wheel side stabilizer device 2 and the rear wheel side stabilizer device 3 are provided with the pistons 42F, 4 of both cylinder units 16, 29.
It is configured to change the torsional elastic characteristics of the front wheel side and rear wheel side stabilizer bars 13 and 26 by the movement of 2R for a predetermined stroke amount. The stroke positions of the pistons 42F and 42R of the cylinder units 16 and 29 are detected by the stroke sensors 35 and 36 described above.

Cylinder units 16, 29 on the front and rear wheels
Is operated by pressure oil supplied from the hydraulic circuit 4 according to the control of the ECU 5, as shown in FIG.

The hydraulic circuit 4 includes a front wheel side hydraulic system 4a for supplying pressure oil to the front wheel side cylinder unit 16 and a rear wheel side cylinder unit.
It is composed of a rear wheel side hydraulic system 4b for supplying pressure oil to 29. Since the circuit configurations of both hydraulic systems 4a and 4b are the same,
The front wheel side hydraulic system 4a will be described as an example. In the side hydraulic system 4a, a hydraulic pump 52F driven by an engine 50 through a power transmission mechanism 51 sucks hydraulic oil from a reservoir 53F, and a pipe 54F, a front wheel side control valve (oil passage switching and flow control. 55F, and pressure oil is supplied to the cylinder unit 16 via the pipe line 56F or the pipe line 57F. The front wheel side control valve 55F switches to a neutral position 55Fa, an extension position 55Fb, and a contraction position 55Fc according to a control signal from the ECU 5, and has an opening degree according to the duty ratio of the control signal.

The ECU 5 is configured as a logical operation circuit centering on the CPU 5a, ROM 5b, and RAM 5c, and is connected to the input unit 5e and the output unit 5f via the common bus 5d to perform input / output with the outside. The signals from the sensors and switches described above are input to the CPU 5a via the input unit 5e. Further, the CPU 5a outputs a control signal to the front wheel side control valve 55F and the rear wheel side control valve 55R via the output section 5f.

The stabilizer control device 1 having the above configuration operates as follows.

That is, as shown in FIG.
If a lateral wind (wind in the direction indicated by arrow WR) from the right side in the vehicle width direction is received while the vehicle is traveling straight ahead at high speed, left yawing is generated in the vehicle due to generation of the left yawing moment CCW1. In such a case, the hydraulic circuit 4 shown in FIG.
The front wheel side control valve 55F is set to the extended position 55Fb, while the rear wheel side control valve 55R is set to the contracted position 55Rc. Then, in the front wheel side hydraulic system 4a, the hydraulic oil is transferred to the hydraulic pump 52F and the pipeline 54.
F, the front wheel side control valve 55F, the pipe 57F is supplied to the lower chamber 46F of the front wheel side cylinder unit 16, and the hydraulic oil in the upper chamber 45F of the front wheel side cylinder unit 16 is supplied to the pipe line 56F, the front wheel side. It flows out to the reservoir 53F via the control valve 55F and the conduit 58F. Eventually, based on the detection result of the stroke sensor 35, if the ECU 5 determines that the piston 42F of the front wheel side cylinder unit 16 has expanded by the front wheel side target stroke amount, the front wheel side control valve 55F is driven by the duty ratio to operate the hydraulic oil. The piston 42F is fixed in the extended state by controlling the flow rate of. Further, in the rear wheel side hydraulic system 4b, hydraulic oil is supplied to the upper chamber 45R of the rear wheel side cylinder unit 29 via the hydraulic pump 52R, the pipe line 54R, the rear wheel side control valve 55R, and the pipe line 56R, The hydraulic oil in the lower chamber 46R of the cylinder unit 29 on the rear wheel side is supplied to the pipe 57
It flows out to the reservoir 53R via the R, the rear wheel side control valve 55R, and the conduit 58R. Eventually, as in the case described above, the rear wheel side control valve 55
By driving the duty ratio of R, the piston 42R of the cylinder unit 29 on the rear wheel side is fixed in a contracted state (a state in which the rear wheel side target stroke amount is contracted). In this way, as shown in FIG. 5B, the torsional elastic force of the front wheel side stabilizer bar 13 is positively generated to increase the load sharing of the left front wheel 6. Then, the left and right front wheels 6 and 10 incline to the windward side of the side wind (the direction of the arrow WR), and the canvas lasts CS1 and CS2 in the direction opposite to the direction of the external force in the vehicle width direction due to the side wind are the left and right front wheels 6 and 10. Occurs in. Further, as shown in FIG. 5 (c), the torsional elastic force of the rear wheel side stabilizer bar 26 is positively generated to increase the load sharing of the right rear wheel 23. Then
The left and right rear wheels 20, 23 are inclined toward the leeward side of the crosswind, and the canvas last CS3, which is in the same direction as the direction of the vehicle width direction external force due to the crosswind,
CS4 occurs on the left and right rear wheels 20,23. Therefore, as shown in FIG. 5 (a), the yawing moment CW1 is generated in the vehicle by the canvas lasts CS1 and CS2 generated on the left and right front wheels 6 and 10 and the canvas lasts CS3 and CS4 generated on the left and right rear wheels 20 and 23. However, since the yawing moment CW1 suppresses the yawing moment CCW1 generated by the side wind, the vehicle can continue stable straight traveling without being affected by the side wind.

On the other hand, as shown in FIG. 6 (a), when the vehicle receives a lateral wind (a wind in the direction indicated by arrow WL) from the left side while traveling straight ahead at high speed in the direction of arrow A, the vehicle is The right yawing moment occurs due to the generation of the right yawing moment CW2. In such a case, the front wheel side control valve 55F of the hydraulic circuit 4 shown in FIG. 4 is set to the contracted position 55Fc, while the rear wheel side control valve 55R is set to the expanded position 55Rb. Then, in the front wheel side hydraulic system 4a, the hydraulic oil is transferred to the hydraulic pump 52F, the pipeline 54F,
The hydraulic oil in the lower chamber 46F of the front wheel side cylinder unit 16 is supplied to the upper chamber 45F of the front wheel side cylinder unit 16 via the front wheel side control valve 55F and the line 56F. Five
It flows out to the reservoir 53F via the 5F and the conduit 58F. Eventually,
When it is determined by the ECU 5 that the piston 42F of the front wheel side cylinder unit 16 has contracted by the front wheel side target stroke amount based on the detection result of the stroke sensor 35, the front wheel side control valve 55F is driven by the duty ratio to flow the hydraulic oil. By performing the control, the piston 42F is fixed in the contracted state. Further, in the rear wheel side hydraulic system 4b, the hydraulic oil is the hydraulic pump 52R,
The hydraulic oil in the upper chamber 45R of the rear wheel side cylinder unit 29 is supplied to the lower chamber 46R of the rear wheel side cylinder unit 29 via the conduit 54R, the rear wheel side control valve 55R, and the line 57R. It flows out to the reservoir 53R via the 56R, the rear wheel side control valve 55R, and the conduit 58R. Eventually, as in the case described above, the piston 42R of the rear wheel side cylinder unit 29 is fixed in the extended state (the state in which the rear wheel side target stroke amount is extended) by driving the duty ratio of the rear wheel side control valve 55R. In this way, as shown in FIG. 6B, the torsional elastic force of the front wheel side stabilizer bar 13 is positively generated to increase the load sharing of the right front wheel 10. Then, the left and right front wheels 6, 10 incline to the windward side of the side wind (the direction of the arrow WL), and the canvas last CS11, CS12 in the direction opposite to the direction of the vehicle width direction external force due to the side wind is the left and right front wheels 6, 10. Occurs in. Further, as shown in FIG. 6C, the torsional elastic force of the rear wheel side stabilizer bar 26 is positively generated to increase the load sharing of the left rear wheel 20. Then, the left and right rear wheels 20, 23 incline toward the leeward side of the crosswind, and the canvas last CS13, C in the same direction as the direction of the vehicle width direction external force due to the crosswind.
S14 occurs on the left and right rear wheels 20,23. Therefore, as shown in FIG. 6 (a), the yaw moment C of the vehicle is generated by the canvas lasts CS11, CS12 generated on the left and right front wheels 6,10 and the canvas lasts CS13, CS14 generated on the left and right rear wheels 20,23.
Since CW2 is generated and the yawing moment CCW2 suppresses the yawing moment CW2 generated by the side wind, the vehicle can continue stable straight traveling without being affected by the side wind.

The operation of the stabilizer control device 1 as described above is performed by the ECU 5
Is realized by executing the stabilizer control process as shown in the flowchart of FIG. This stabilizer control process is started when the ECU 5 is started.

First, in step 100, initialization processing is executed. In the following step 110, a process of reading the vehicle speed S, the steering angle H, the yaw rate Y, and the brake signal B detected by the sensors and switches described above is performed. Next, the routine proceeds to step 120, where it is determined whether or not the steering is being performed based on the value of the steering angle H read at step 110. If an affirmative determination is made, the processing returns to step 110, while a negative determination is made. And it progresses to step S130. In step 130 executed when it is determined that the steering is not performed, the above-mentioned step 110
Based on the vehicle speed S and brake signal B read in
It is determined whether or not the vehicle is traveling at high speed. If an affirmative decision is made, the operation proceeds to step 140, while if a negative decision is made, the operation returns to step 110. In step 140, which is executed when it is determined that the vehicle is traveling straight at high speed, it is determined whether or not yawing is occurring based on the value of the yaw rate Y read in step 110. 150
On the other hand, if the determination is affirmative, the process returns to step 110. Steps executed when it is determined that yawing that is not caused by steering is occurring while traveling at high speed straight ahead
At 150, it is determined whether or not the yawing is left yawing based on the sign of the yaw rate Y read at step 110. If the affirmative determination is made, the processing proceeds to step 200. On the other hand, if the negative determination is made, the processing proceeds to step 300. Each proceeds. In step 200, which is executed when it is determined that the left yawing is occurring, the left yawing control process described later is executed, and then the process returns to step 110. On the other hand, steps to be executed when it is determined that right yawing is occurring.
At 300, after performing a right yawing control process described later, the process returns to step 110. After that, the stabilizer control process repeats the above steps 110 to 300.

Next, the left yawing control process executed in the stabilizer control process will be described with reference to the flowchart of FIG. First, at step 210, a process for calculating the front wheel side target stroke amount and the rear wheel side target stroke amount is performed based on the value of the yaw rate Y according to a map as shown in FIG. That is, as shown in FIG. 10, the front wheel side target stroke amount (shown by the solid line in the figure).
Increases to the extension side as yaw rate Y increases during left yawing, while yaw rate Y increases during right yawing.
It increases on the contraction side according to the increase of. Further, the rear wheel side target stroke amount (indicated by a broken line in the figure) is after the yaw rate Y exceeds the predetermined left yaw rate YL during left yawing,
As the yaw rate Y increases, the contraction side increases, while
When right yawing, the yaw rate Y is the right predetermined yaw rate YR
, Then increases toward the extension side in accordance with the increase in the yaw rate Y. The ECU 5 stores in advance a map as shown in FIG. 10 in the ROM 5b, and based on the detected value of the yaw rate Y, calculates the front wheel side target stroke amount and the rear wheel side target stroke amount according to the map. Continued Step 22
At 0, the control signal for setting the stroke amount of the front wheel side cylinder unit 16 as the front wheel side target stroke amount calculated in step 210 is output to the front wheel side control valve 55F of the hydraulic circuit 4. By the processing of this step 220, the front wheel side stabilizer bar 13 is twisted to increase the load sharing of the left front wheel 6. Next, the routine proceeds to step 230, where a process of outputting a control signal to the rear wheel side control valve 55R of the hydraulic circuit 4 to make the stroke amount of the rear wheel side cylinder unit 29 the rear wheel side target stroke amount calculated at step 210 is performed. Done. By the processing of this step 230, the rear wheel stabilizer bar 26
Twists and increases the load sharing of the right rear wheel 23. After that, the control shifts to the stabilizer control processing described above.

Next, the right yawing control process executed in the stabilizer control process described above will be described based on the flowchart of FIG. First, based on the value of the yaw rate Y, the front wheel side target stroke amount and the rear wheel side target stroke amount are calculated according to the map shown in FIG. 10 (step
310). Next, a control signal for setting the stroke amount of the front wheel side cylinder unit 16 as the front wheel side target stroke amount is output to the front wheel side control valve 55F (step 320). Book Step 320
By the process, the front wheel side stabilizer bar 13 is twisted to increase the load sharing of the right front wheel 10. Next, a control signal for setting the stroke amount of the rear wheel side cylinder unit 29 as the rear wheel side target stroke amount is output to the rear wheel side control valve 55R (step 3
30). By the processing of this step 330, the rear wheel side stabilizer bar 26 is twisted and the load sharing of the left rear wheel 20 is increased. After that, the control shifts to the stabilizer control processing described above.

In this embodiment, the hydraulic circuit 4 and the front wheel side cylinder unit 16 correspond to the front wheel side connecting means M1, the steering sensor 32 corresponds to the steering signal generating means M2, and the yaw rate sensor 33 corresponds to the lateral deviation detecting means M3. Also, ECU5 and
Among the processes executed by the ECU 5, (steps 120, 140) function as the determination means M4, and (steps 210, 220, 310, 320) function as the front wheel side control means M5.

As described above, in the present embodiment, when a crosswind is received during straight traveling of the vehicle at high speed, the load sharing of the front wheels on the leeward side of the left and right front wheels is increased to tilt the left and right front wheels to the windward side, while Of the left and right rear wheels, the load distribution of the rear wheels on the windward side is increased so that the left and right rear wheels are inclined to the leeward side. Therefore, yawing that occurs in the vehicle due to cross wind is suppressed by using the canvas last that occurs due to the inclination of each wheel, so that the cross wind stability of the vehicle can be improved. This is
This is particularly effective because it reduces the burden on the driver when traveling straight ahead at high speed.

Also, the size of the canvas last that occurs on each wheel,
Since the adjustment is performed according to the map in accordance with the yaw rate that increases with the strength of the crosswind, the control accuracy of the crosswind stability control is improved.

Further, since the crosswind stability can be improved by utilizing the stabilizer and the cylinder unit which are previously arranged in the vehicle for the purpose of suppressing the rolling of the vehicle, it is possible to simplify the device configuration, reduce the number of parts and improve the reliability of the device. It will be possible.

Further, the crosswind stability of the vehicle can be enhanced without increasing the vehicle weight and the air resistance coefficient.

Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and it goes without saying that the present invention can be implemented in various modes without departing from the scope of the present invention. .

Effects of the Invention As described above in detail, the stabilizer control device of the present invention increases the load sharing of one front wheel disposed on the side opposite to the side surface of the vehicle on which the vehicle lateral direction external force acts and increases the load sharing of the left and right front wheels. By changing the camber angle, a canvas last acting on the opposite direction of the vehicle width direction external force is generated on the left and right front wheels.

Therefore, when an external force in the vehicle width direction is applied, lateral deviation of the vehicle with respect to the straight traveling direction is suppressed, and there is an excellent effect that the straight traveling stability of the vehicle, especially the crosswind stability can be improved.

Further, due to the above effects, for example, even when an external force in the vehicle width direction due to a side wind is suddenly applied during high-speed straight traveling, the stability of the vehicle is high and the driver does not have to perform a driving operation such as a correction steering. , The operation becomes easier and the burden on the driver can be reduced.

Furthermore, since the front wheel stabilizer already installed in the vehicle is used for the purpose of suppressing rolling during turning, the device configuration is simplified and the manufacturing cost can be reduced by reducing the number of parts, and the reliability of the device can be reduced. The property is also improved.

Further, the crosswind stability of the vehicle can be enhanced without increasing the vehicle weight or the air resistance coefficient of the vehicle body.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram conceptually illustrating the contents of the present invention, FIG. 2 is a system configuration diagram of an embodiment of the present invention, FIG. 3 is a sectional view of the same cylinder unit, and FIG. 4 is the same. Explanatory diagram showing the configuration of the hydraulic circuit and the electronic control device, FIGS. 5 (a), (b), (c), FIG. 6 (a),
(B) and (c) are explanatory views showing the operation of the embodiment, FIG. 7, FIG. 8 and FIG. 9 are flowcharts showing the same control, and FIG. 10 is a graph showing the same map. . M1 ...... front wheel side connecting means M2 ...... steering signal generating means M3 ...... lateral deviation detection means M4 ...... determination means M5 ...... front wheel side control means 1 ...... stabilizer control device 4 ...... hydraulic circuit 5 ...... electronic control device ( ECU) 5a …… CPU 16,29 …… Cylinder unit 32 …… Steering sensor 33 …… Yaw rate sensor

Claims (1)

[Claims] Claim: What is claimed is: 1. A front wheel side stabilizer for connecting both unsprung members of left and right front wheels of a vehicle is interposed between a portion for transmitting and receiving a twisting force and one of the unsprung members corresponding to the portion.
The front wheel side connecting means for adjusting the front wheel side connecting distance between the unsprung member and the portion of the front wheel side stabilizer that receives and transmits the twisting action force, and the steering angle of the vehicle by detecting the steering angle of the vehicle and steering. Steering signal generating means for generating a signal, lateral deviation detecting means for detecting lateral deviation of the vehicle in the straight traveling direction, steering signal generated by the steering signal generating means, and lateral deviation detected by the lateral deviation detecting means If the determination means determines whether or not a lateral deviation has occurred in the vehicle, and if the determination means determines that a lateral deviation not caused by steering has occurred in the vehicle, the vehicle width direction external force that causes the lateral deviation is detected. The command to adjust the front wheel side connection distance to the target front wheel side connection distance that increases the load sharing of one front wheel that is disposed on the left and right sides of the side of the vehicle on which the vehicle operates is forwarded. A stabilizer control device comprising: front wheel side control means for outputting to the wheel side coupling means.