JPH0885329A - Vehicle attitude control device - Google Patents

Abstract

(57) [Abstract] [Purpose] By using a DC motor as a power source, the control system can be made smaller and lighter, and the cost can be reduced and the vehicle can be easily mounted without deteriorating the fuel efficiency of the engine. A rack is meshed with a decelerating unit A for decelerating the rotation speed of a DC motor 1 mounted on a vehicle, and a pinion 9 that is rotated by receiving a rotational force decelerated by the decelerating unit A and is reciprocally driven. A stabilizer provided with a member 10 and a rack member 10 opposed to each other, both ends thereof attached to lower suspension arms 31 and 32 on the left and right wheel sides, and flat planes 13 and 13A formed in the vicinity of a central portion over a predetermined length. 12, and one end of each of the rack members 10 is pivotally supported,
A pair of arms 14 and 15 for contacting the first rollers 17 and 18 rotatably provided at the other ends to the planes 13 and 13A so as to be movable relative to each other are provided.
One end of each one of the guide arms 21 and 22 is pivotally supported at the other end of 15, and second rollers 23 and 24 are rotatably provided at the other ends of the guide arms 21 and 22, respectively. The stabilizer 12 is sandwiched between the rollers 17 and 18.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle attitude control device while a vehicle is traveling, and more particularly, to an attitude control for suppressing a large tilt of a vehicle body due to a centrifugal force that is exerted during turning traveling in a sharp curve. Regarding the device.

[0002]

2. Description of the Related Art It is known that a preferable posture of a vehicle while traveling on a curve can be obtained by anti-roll control, and as a preferable posture control device for the vehicle, for example, Japanese Patent Laid-Open No. 64-78914 by the present applicant is known. The one described in the official gazette is proposed.

[0003] This is a stabilizer bar disposed between the left and right wheels of the front side and the rear side of the vehicle, and a pair of left and right of each stabilizer bar are connected so as to be rotatable relative to each other at a predetermined angle. As described above, each of the hydraulic actuators is provided in the center of the vehicle, and each hydraulic actuator is rotatably supported with respect to the vehicle body to impart a twist of any angle to each stabilizer bar. I am trying to get it.

The hydraulic actuator applies the twist to each stabilizer bar by the hydraulic pressure supplied from the hydraulic pump driven by the engine of the vehicle through the switching valve.

[0005]

However, since such a conventional vehicle attitude control device is constructed so as to twist the stabilizer bar by using a hydraulic actuator, the above hydraulic pressure is used to drive the hydraulic actuator. Since it is necessary to install a pump, a control valve and an accumulator for accumulating pressure in the hydraulic circuit, there are problems that the system configuration is complicated and expensive, and that it is large and heavy.

Further, the installation of hydraulic piping and hydraulic equipment has a small degree of freedom in terms of mountability, and since the hydraulic pump as a power source is driven, there is a problem that the fuel consumption of the engine is deteriorated. It was

The present invention has been made by paying attention to the above-mentioned conventional problems, and by using a DC motor as a power source, the entire system can be made compact and lightweight, and the engine Without inviting deterioration of fuel efficiency,
An object of the present invention is to provide a vehicle attitude control device that can be manufactured at low cost and can be easily mounted on a vehicle.

Another object of the present invention is to obtain a vehicle attitude control device capable of easily and reliably controlling the torsional rigidity of the stabilizer by moving the roller into the elongated hole formed in the stabilizer. To do.

[0009]

A vehicle attitude control apparatus according to the present invention includes a DC motor mounted on a vehicle, a deceleration means for decelerating the rotation speed of the DC motor, and a rotation decelerated by the deceleration means. A pinion that receives a force to rotate, a rack member that is reciprocally driven by a rack meshing with the pinion, and a rack member that is arranged so as to face the rack member and that has both ends attached to the left and right wheel lower suspension arms and a central portion. A stabilizer having a flat surface formed over a predetermined length in the vicinity thereof, and a first roller rotatably provided at each of the other ends of the rack member at one end thereof and rotatably provided at the other end of the stabilizer so as to be movable relative to the flat surface. A pair of arms to be brought into contact with each other, one end of each one guide arm is pivotally supported at the other end of each arm, and a second roller is rotatably provided at each other end of each guide arm, The first It is obtained so as to sandwich the stabilizer between la.

Further, the vehicle attitude control device according to the present invention receives a DC motor mounted on the vehicle, a deceleration means for decelerating the rotation speed of the DC motor, and a rotational force decelerated by the deceleration means. A rotating pinion, a rack member that is reciprocally driven by a rack meshing with the pinion, and a rack member that is arranged opposite to the rack member and has both ends attached to the lower suspension arms on the left and right wheel sides and a predetermined length near the center. And a stabilizer in which a long hole having a flat surface is formed, and one end of each of a pair of arms is pivotally supported by the rack member, and the other end of each of these arms moves relative to the flat surface. Each of the rollers that is freely abutted is rotatably provided.

[0011]

The vehicle attitude control device according to the present invention raises and lowers the rack member in accordance with the amount of rotation and the direction of rotation of the DC motor, and by this raising and lowering, the relative angle of the pair of arms is enlarged or reduced, and each of these arms is expanded. The holding area of the stabilizer by the first roller at the end and the second roller at the end of the guide arm linked to the ends of the respective arms is enlarged or reduced.

As a result, when the holding area is expanded, the twist restraint range of the stabilizer is expanded so that the torsional rigidity can be increased. On the other hand, when the holding area is reduced, the stabilizer twist is increased. The restraint range can be reduced and the torsional rigidity can be reduced, and the tilt of the vehicle during turning can be adjusted by such an operation.

Further, in the vehicle attitude control device according to the present invention, the rollers at the lower ends of the respective arms are separated from each other or brought close to each other in the elongated holes of the stabilizer,
The twist restraint range of the stabilizer can be expanded or reduced very easily and easily, and optimal anti-roll control can be realized.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a sectional view showing a vehicle attitude control device of the present invention. In FIG. 1, reference numeral 1 denotes a stabilizer actuator. It is a direct current motor as a driving source.

Reference numeral 2 is a case in which the DC motor 1 is attached to the upper part. Bearings 3 and 3a are attached in the case 2 and these bearings 3 and 3a are attached.
The shaft portion of the HRH pinion 4 connected to the rotation shaft of the motor 1 is rotatably supported between the shafts.

Further, 5 is in the above case 2,
An HRH gear wheel fastened to a shaft 7 and rotatably supported by a bearing 6 or the like. One end of the shaft 7 is provided outside the case 2, and a potentiometer 8 is attached to the protruding portion.

The HRH pinion 4 and the HRH gear wheel 5 constitute a speed reducing means A.

As the deceleration means A, an irreversible one is used in consideration of saving power consumption, and a warm gear may be used if necessary.

The other end of the shaft 7 is a pinion 9 in the case 2, and a rack 11 attached to a rack member 10 is meshed with the pinion 9.

The rack member 10 is guided so as to move only in the vertical direction within the case 2.

Therefore, the pinion 9 arranged in the horizontal direction
The rotation of the rack member 10 moves the rack member 10 in the vertical direction.

At the lower part of the case 2, a stabilizer 12 having both ends attached to lower suspension arms 31, 32 on the left and right wheel sides is arranged.

Further, the stabilizer 12 has a flat surface 13 formed in the vicinity of the central portion thereof over a predetermined length as shown in FIG.

On the other hand, one end (upper end) of a pair of arms 14 and 15 is pivotally supported by a support shaft 16 at the lower part of the rack member 10, and the lower ends of the arms 14 and 15 are located above the stabilizer 12. Of the first roller 17, which is brought into contact with the flat surface 13 of
18 are attached respectively.

The lower ends of the arms 14 and 15 are
Guide arms 21 and 2 that rotate around the support shafts 19 and 20
2 is pivotally supported, and second rollers 23 and 24 are rotatably attached to the lower ends of these guide arms 21 and 22, respectively.

Also, these second rollers 23, 24
Is in contact with the flat surface 13 below the stabilizer 13, and sandwiches the flat surface 13 with the first rollers 17 and 18, respectively.

FIG. 3 is a block diagram showing a controller for operating the attitude control device of the present invention so as to suppress the left and right wheels in antiphase up-and-down motions. Reference numeral 51 is steering angle data detected by a steering angle sensor, 52 is vehicle speed data detected by a vehicle speed sensor, and these are input to a target yaw rate calculator 53 having a reference model, where a target yaw rate is calculated. To be done.

Reference numeral 54 is a deviation detector for obtaining a deviation between a measured actual yaw rate and the target yaw rate, which will be described later.
Reference numeral 55 denotes a target restraint amount calculator that calculates the target restraint amount by inputting the deviation of the yaw rate. Reference numeral 56 denotes a deviation detector that obtains a difference between the target restraint amount thus calculated and a measured actual restraint amount described later. Is.

Further, 57 is a command current output device for calculating a command current for the deviation of each restraint amount and inputting it to the driver, 58 is an actuator as the attitude control device, and 59 is a pinion 9 in the actuator 58. It is a pinion rotation speed sensor corresponding to the potentiometer 8 for detecting the rotation speed.

Reference numeral 60 denotes a vehicle whose torsional rigidity is controlled by the actuator 58 for the stabilizer 12.
A yaw rate sensor 61 measures the yaw rate of the vehicle 60.

A circuit including the target yaw rate calculator 53 to the command current output device 57 constitutes a control circuit 62.

Next, the operation will be described. The attitude control device as an actuator for controlling the twist restraint range of the stabilizer 12 uses the DC motor 1 as a power source.

When a current corresponding to the command current is supplied to the DC motor 1 from the control circuit 62, the DC motor 1 is driven and the HRH pinion 4 also rotates.

Therefore, the HRH gear wheel 5 meshed with the HRH pinion 4 is decelerated and rotated to generate a large torque.

The rotation of the HRH gear wheel 5 drives the rack 11 meshed with the pinion 9 that rotates integrally with the HRH gear wheel 5.

By driving the rack 11, the rack member 10 to which the rack 11 is attached moves up or down together with the rack 11.

Therefore, as the rack members 10 are moved up and down, the arms 1 pivotally supported at the ends of the rack members 10.
4,15 also try to go up and down.

However, since the ascent and descent of the arms 14 and 15 are restricted by the stabilizer 12 via the rollers 17 and 18, the first rollers 17 and 18 move in the relative direction along the flat plane 13. Run, each arm 14,1
5 tilts so as to open and close around the shaft 16.

At this time, since the second rollers 23 and 24 are in contact with the lower flat surface 13, the guide arms 21 and 22 horizontally move in the same direction in accordance with the movement of the arms 14 and 15. To do.

That is, the position sandwiched by the rollers 17 and 23 and the position sandwiched by the rollers 18 and 24 are symmetrical with respect to the center of the stabilizer 12, and are displaced laterally relative to each other.

Therefore, the distance between the rollers 17 and 23 and the rollers 18 and 24 is changed, that is, the sandwiching area is adjusted, and the torsional rigidity (spring constant) of the stabilizer 12 can be adjusted.

For example, when the rack member 10 is lowered so that the arms 14 and 15 are expanded, the rollers 1
7, 23 and the rollers 18, 24 expand the restraint area of the stabilizer 12 and shorten the effective twist length.
The torsional rigidity of the stabilizer 12 can be increased.

On the contrary, each roller 17, 23 and roller 1
If the restraining area of the stabilizer 12 by 8 and 24 is narrowed, the effective length of twist becomes longer, and the torsional rigidity of the stabilizer 12 can be reduced.

As a result, by adjusting the torsional rigidity (spring constant) of the stabilizer, the roll during turning of the vehicle can be effectively controlled and the yaw rate can be controlled.

In order to equalize the operation amount of each of the rollers 17, 18, the rigidity of the entire actuator is ensured, low friction rotation of each of the rollers 17, 18, 23, 24, each arm 14, 15, guide. It is necessary to give sufficient consideration to the mounting play of the arms 21 and 22.

Next, the operation of the controller shown in FIG. 3 will be described. This controller has a target yaw rate calculator 53 having a reference model of the vehicle.
A desired target yaw rate is calculated based on the vehicle speed and steering angle.

The target yaw rate and the yaw rate sensor 6
So that the deviation from the actual yaw rate detected in 1 becomes 0,
Performs roll rigidity control of the vehicle.

In the roll rigidity control, the target constraint amount calculator 5
5, the target restraint amount for the deviation is calculated, and the command current output unit 57 calculates the command current for the deviation between the target restraint amount and the actual restraint amount (pinion rotation angle) from the pinion rotation speed sensor 59. It is supplied to the driver to drive the DC motor 1 to expand or contract the restricted range of the stabilizer 12.

The actual restraint amount is detected by the pinion rotation speed sensor 59 corresponding to the potentiometer 8 and fed back to the deviation detector 56 of the control circuit 62.

As described above, since the yaw rate can be changed by changing the restraint range of the stabilizer 12 and the roll rigidity balance between the front and rear sides, it is possible to automatically maintain the yaw rate close to the ideal when turning. Is possible.

Since the stabilizer generates a spring force even when it operates in the same phase on the left and right sides, it is mainly applied to a vehicle in which safety is emphasized.

FIG. 4 is an enlarged view of a main part showing another embodiment of the present invention. The difference from that shown in FIG. 1 is that the stabilizer 12 extends over a predetermined axial length in the vicinity of its central part. And an elongated hole 70 having a flat surface 13A is provided in the elongated hole 70, and the guide arms 21, 2 as shown in FIG.
Rollers 17 and 1 at the ends of arms 14 and 15 that do not link 2
8 was inserted.

At this time, the rollers 17 and 18 are
It is installed in the long hole 70 with a slight gap from the plane.

Also in this embodiment, each arm 14, 1
By opening or closing 5, the effective twist length L, that is, the twist restraint range T of the stabilizer 12 can be adjusted with an extremely simple and compact structure. Therefore, the stabilizer 12 is optimally twisted according to the roll of the vehicle. It can be rigid.

In each of the above-described embodiments, the stabilizer 12 holds the twist even when the actuator, which is the attitude control device, is not actuated, so that spring force is generated even if twist occurs due to in-phase operation at the left and right ends. To do.

For this reason, a groove is provided in the vicinity of the central portion of the stabilizer 12, and each roller 17, 18, 2 is inserted in this groove.
By accommodating 3,24, the above constraint can be released.

However, it is desirable not to provide the groove as described above because it is easily affected by the transient characteristics of control and is intended for a vehicle in which steerability is emphasized.

[0058]

As described above, according to the present invention, the DC motor mounted on the vehicle, the speed reducing means for reducing the rotation speed of the DC motor, and the rotational force reduced by the speed reducing means are received. A rotating pinion, a rack member that is reciprocally driven by a rack meshing with the pinion, and a rack member that is arranged opposite to the rack member and has both ends attached to the lower suspension arms on the left and right wheel sides and a predetermined length near the center. A stabilizer having a flat surface formed over the first and second ends of the rack member, each end of which is pivotally supported and the other end of which is rotatably provided.
A pair of arms for contacting the rollers of the above-mentioned roller relative to the above-mentioned plane so as to be movable relative to each other, and one end of each one guide arm is pivotally supported at the other end of each arm, and the other end of each guide arm is provided. Since the second roller is rotatably provided to sandwich the stabilizer between the second roller and the first roller, by using a DC motor as a power source,
There is an effect that the size and weight of the entire system can be reduced, and the cost can be reduced and the vehicle can be easily mounted without deteriorating the fuel consumption of the engine.

Further, according to the present invention, the DC motor mounted on the vehicle, the speed reducing means for reducing the rotational speed of the DC motor, and the pinion for rotating by receiving the rotational force reduced by the speed reducing means, A rack member that is reciprocally driven by a rack meshing with the pinion, and a rack member that is disposed opposite to the rack member, has both ends attached to the lower suspension arms on the left and right wheel sides, and has a flat surface near the center for a predetermined length. With a stabilizer with a long hole with a
Since one end of each of a pair of arms is pivotally supported by the rack member, and one roller that is rotatably provided at the other end of each of these arms is rotatably abutted relative to the above-mentioned plane. There is an effect that it is possible to easily and surely control the torsional rigidity of the stabilizer simply by moving the roller into the long hole formed in the stabilizer.

[Brief description of drawings]

FIG. 1 is a partially cutaway front view of a vehicle attitude control device according to an embodiment of the present invention.

FIG. 2 is a side sectional view showing a relationship between a stabilizer and a roll in FIG.

FIG. 3 is a block diagram showing a controller for an attitude control device according to the present invention.

FIG. 4 is a front view of a main part showing another embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 DC motor 9 Pinion 10 Rack member 12 Stabilizer 13,13A Eccentric plane 14,15 Arm 17,18 First roller 21,22 Guide arm 23,24 Second roller 31,32 Lower suspension arm 70 Long hole A Reduction means

[Procedure amendment]

[Submission date] June 7, 1995

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction content]

The present invention has been made in view of the above-mentioned conventional problems, and by using a DC motor as a power source, it is possible to reduce the size and weight of the entire system and reduce the fuel consumption of the engine. An object of the present invention is to provide an attitude control device for a vehicle, which does not cause deterioration and can be reduced in cost and facilitated in vehicle mounting.

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0016

[Correction method] Change

[Correction content]

Reference numeral 5 denotes an HRH gear wheel that is fastened to a shaft 7 and rotatably supported by a bare link 6 or the like in the case 2, and one end of the shaft 7 is provided outside the case 2. The potentiometer 8 is attached to the protruding portion.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0017

[Correction method] Change

[Correction content]

It should be noted that the HRH pinion 4 and the HRH gear wheel 5 constitute a speed reducing means A.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0018

[Correction method] Change

[Correction content]

Further, as the deceleration means A, an irreversible one is used in consideration of saving power consumption, and a worm gear may be used if necessary.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0034

[Correction method] Change

[Correction content]

Therefore, the HRH gear wheel 5 meshed with the HRH pinion 4 is decelerated and rotated to generate a large torque.

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0035

[Correction method] Change

[Correction content]

The HRH gear wheel 5 rotates integrally with the pinion 9 and drives the rack 11 with which the pinion 9 is meshed.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0036

[Correction method] Change

[Correction content]

By driving the rack 11, the rack member 10 moves up or down together with the rack 11.

Claims (2)

[Claims] 1. A direct current motor mounted on a vehicle, a speed reducing means for reducing the rotational speed of the direct current motor, a pinion that rotates by receiving the rotational force reduced by the speed reducing means, and a rack that meshes with the pinion. And a reciprocating rack member,
A stabilizer which is arranged to face the rack member, has both ends attached to the lower suspension arms on the left and right wheel sides, and has a flat surface formed over a predetermined length in the vicinity of the central portion, and one end of each of the rack members is pivotally supported. And a pair of arms for abutting the first roller rotatably provided at each of the other ends so as to be relatively movable with respect to the plane, and one guide having one end pivotally supported at the other end of each arm. An attitude control device for a vehicle, comprising: an arm; and a second roller that is rotatably provided at each of the other ends of the guide arms and that sandwiches the stabilizer between the first roller and the first roller. 2. A direct current motor mounted on a vehicle, a speed reducing means for reducing the rotational speed of the direct current motor, a pinion that rotates by receiving the rotational force reduced by the speed reducing means, and a rack that meshes with the pinion. And a reciprocating rack member,
A stabilizer which is disposed so as to face the rack member, has both ends attached to the lower suspension arms on the left and right wheel sides, and has a long hole having a flat surface over a predetermined length in the vicinity of the central portion, and the rack member. An attitude control device for a vehicle, comprising: a pair of arms each having one end pivotally supported and the other end having one rotatable roller that is movably abutted relative to the above-mentioned plane.