JP2005225267A - Stabilizer device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stabilizer device capable of optionally setting distribution of torsional rigidity of front and rear stabilizers. <P>SOLUTION: Actuators 2f, 2r at a front wheel side and a rear wheel side connected to the stabilizers 1f, 1r of the front and rear wheels respectively and a fluid pressure source 20 are connected by respective feed flow passages 30f, 30r on the front and rear wheel sides respectively and the actuators 2f, 2r on the front and rear wheel sides and a reservoir R are connected by respective discharge flow passages 29f, 20r on the front and rear wheel sides respectively. Pressure reducing valves 15f, 15r are provided on the midway of feed flow passages 30f, 30r on the wheel sides respectively and a by-pass passage 60 for communicating the feed flow passage 30r on the rear wheel side and the discharge flow passage 29r on the rear wheel side is provided. An opening/closing valve 63 is provided on the midway of the by-pass passage 60 and is opened and closed making fluid pressure in the feed flow passage 30f on the front wheel side and fluid pressure in the by-pass passage 60 on the upstream side more than the opening/closing valve 63 in the feed flow passage 30r on the rear wheel side or in the by-pass passage 60 as pilot pressure. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an improvement in a stabilizer device that is mounted on a vehicle and that is connected to a stabilizer and can adjust the torsional rigidity of the stabilizer.

  In general, in terms of steering characteristics during vehicle running, it is considered that understeering is safer than oversteering, especially when oversteering occurs in the running limit region because vehicle control becomes extremely difficult.

  In view of the above, there is a proposal of a stabilizer device in which a steering characteristic is understeered by a hydraulic circuit. In this stabilizer device, an actuator is coupled to the front and rear stabilizers, and two pressure control valves are arranged in series with respect to the hydraulic power source, and a hydraulic pressure supply line to the front actuator is arranged upstream of the flow of hydraulic oil. A bypass passage connecting the hydraulic pressure supply line of the rear actuator and the hydraulic pressure supply line of the front actuator is provided, and the hydraulic pressure of the rear side from the front hydraulic pressure supply line is provided in the middle of the bypass path. A check valve that prevents the flow of hydraulic oil to the supply pipe is provided (see Patent Document 1).

The stabilizer device drives the pressure control valve to supply hydraulic pressure to each actuator from the hydraulic power source when the vehicle enters turning (cornering) and lateral acceleration acts on the vehicle body. Generates moments in the direction corresponding to the direction and magnitude of the lateral acceleration of the vehicle body, and these moments increase the torsional rigidity of the stabilizer for the front and rear wheels. A roll moment is applied to the vehicle body to effectively suppress roll motion generated in the vehicle body. At this time, the moment generated by the rear actuator is always made smaller or equal to the moment generated by the front actuator, that is, the torsional rigidity of the front stabilizer is made equal to or higher than that of the rear stabilizer. As a result, the steering characteristics tend to be understeered.
Japanese translation of PCT publication No. 2003-525159 (FIG. 1)

  However, there is a possibility that it is pointed out that the above-described stabilizer device may cause the following problems.

  That is, in the above-described stabilizer device, the front and rear distribution of the torsional rigidity of the stabilizer that is generally aimed by making the oil pressure in the front wheel side actuator always greater than or equal to the oil pressure in the rear wheel side actuator. However, since the torsional rigidity of the stabilizer depends on the actuator specifications and the stabilizer specifications in addition to the above oil pressure, it may be better to increase the oil pressure in the rear wheel side actuator than on the front wheel side.

  Further, from the viewpoint of improving the operability in the limit area of the vehicle, it may be better to change the steering characteristic from the understeer tendency to the neutral steer tendency. However, in the conventional stabilizer device, as described above, the front and rear stabilizers are used. The torsional stiffness distribution is fixed and cannot be adjusted.

  Furthermore, in the conventional stabilizer device, since the pressure control valve is arranged in series with the hydraulic pressure source, if a sudden pressure fluctuation occurs in one of the pressure control valves, it will affect the other and not necessarily the target. Stabilizer control cannot be performed, and as a result, the behavior of the vehicle may become unstable.

  Accordingly, the present invention has been developed to improve the above-described problems, and an object of the present invention is to provide a stabilizer device capable of arbitrarily setting the torsional rigidity distribution of the front and rear stabilizers. That is.

  In order to achieve the above-described object, the problem solving means of the present invention includes a front wheel side actuator and a rear wheel side actuator respectively coupled to front and rear wheel stabilizers, and a fluid pressure source connected to each of the actuators. Each of the front wheel side and rear wheel side discharge passages for leading fluid to one pressure chamber, and each of the front wheel side and rear wheel side discharges fluid from the two pressure chambers connected to the reservoir and formed in each actuator. In the stabilizer device provided with the flow path, the front wheel side and the rear wheel side pressure reducing valves are provided in the middle of the front wheel side supply flow path and the rear wheel side supply flow path, respectively. A bypass passage communicating with the wheel-side discharge passage is provided, and an opening / closing valve is provided in the middle of the bypass passage. The opening / closing valve includes a fluid pressure in the front wheel-side supply passage, and a rear wheel-side supply passage. Inside or viper Stabilizer device characterized by the fluid pressure in the upstream side bypass path from off valve in the road and is opened and closed as a pilot pressure.

  According to the present invention, the on-off valve opens and closes by setting an arbitrary pressure difference with the fluid pressure in the front-wheel-side supply passage and the fluid pressure upstream of the rear-wheel-side supply passage or the on-off valve of the bypass passage as a pilot pressure. Since it operates, the association between the oil pressure supplied to the front wheel side actuator and the oil pressure supplied to the rear wheel side actuator can be arbitrarily set. That is, it becomes possible to arbitrarily set the torsional rigidity distribution of the front and rear stabilizers.

  Therefore, in the conventional stabilizer device, the fluid pressure supplied to the front and rear actuators could only be associated with a fixed relationship. However, by adopting the on-off valve, any association can be made. Because it is possible to freely set the torsional rigidity distribution of the front and rear wheel stabilizers according to the specifications of the stabilizers and stabilizers, it is possible to realize the optimum stabilizer device for each vehicle, and furthermore, to each vehicle Operability that is optimal for the user can be realized.

  In addition, the steering characteristics of the vehicle can be set widely from an understeer tendency to an oversteer tendency, and the vehicle can be used in a wide range.

  Furthermore, if the on-off valve communicates with the bypass when the pressure in the high pressure side pressure chamber of the front wheel side actuator is higher than the pressure in the high pressure side pressure chamber of the rear wheel side actuator, the moment generated by the front wheel side actuator Since the moment generated by the rear wheel side actuator can be set to be always smaller, the torsional rigidity of the front wheel side stabilizer is always greater than the torsional rigidity of the rear wheel side stabilizer when controlling the body roll. The characteristic always has an understeer tendency, and an ideal steering characteristic can be obtained. The front and rear actuators can be controlled independently, but unlike in the past, even if there is a problem with the control system, the moment generated by the front wheel actuator and the moment generated by the rear wheel actuator Since the relevance can be provided, a situation in which the pressure in the rear wheel side actuator becomes significantly larger than the pressure in the front wheel side actuator is not caused, and there is no fear of causing extreme oversteer. Therefore, the behavior of the vehicle can be reliably stabilized.

  Also, the pressure in the pressure chamber on the high pressure side among the pressure chambers in the front wheel side actuator where the on-off valve opens and the pressure chamber on the high pressure side among the pressure chambers in the rear wheel side actuator are also shown. By optimizing the predetermined value of the difference from the pressure, it is possible to provide a steering characteristic that is optimal for the vehicle.

  Further, the front and rear actuators can be controlled by one fluid pressure source without providing a shunt valve between the fluid pressure source and the variable mechanism. Since the pressure control valve is not arranged in series with the pressure source, even if a sudden pressure fluctuation occurs in one of the pressure control valves, the other is not affected, and the targeted stabilizer control can be performed.

  FIG. 1 is a system diagram showing an embodiment of a stabilizer device according to the present invention.

  In the case of this embodiment, the front wheel side and rear wheel side actuators 2f and 2r are configured as so-called rotary actuators driven by hydraulic pressure. For example, although not specifically illustrated, the inner wall surface is 180 degrees. It consists of a housing with two partitions that are spaced apart and a rotor with two vanes that are also spaced 180 degrees apart from the inside of the housing. It is. Therefore, in this embodiment, the fluid is hydraulic oil.

  Further, the rotor is slidably contacted with the tip of the partition wall provided on the inner wall of the housing, and the tip of the vane is slidably contacted with the inner wall of the housing, thereby dividing the inside of the housing into two pressure chambers by the rotor, Ports 10f, 10r, 11f, and 11r that open to two pressure chambers are formed in the housing.

  Thereby, each actuator 2f, 2r can be swung by applying hydraulic pressure as fluid pressure to one pressure chamber or the other pressure chamber through the ports 10f, 10r, 11f, 11r. In the above description, the actuators 2f and 2r are so-called double vane type oscillating actuators, but it is of course possible to use single vane type or triple vane type, and double vane type two vanes. The interval may be an angle other than 180 degrees.

  As shown in FIG. 2, the front wheel stabilizer 1f is constructed by dividing the torsion bar portion into two at the center, and one of the divided portions is provided on the housing side of the hydraulic rotary actuator on the front wheel side. The other is fixed to the rotor side. Similarly, the stabilizer 1r for the rear wheel is also divided into two at the center of the torsion bar portion, and one of the divided portions is on the housing side of the rotary actuator on the rear wheel side, and the other is on the rotor side. It is comprised by combining with.

  In this way, the actuator 2f on the front wheel side acts as an actuator for changing the stiffness of the stabilizer for the front wheels 1r, 1f, and the actuator 2r on the rear wheel side is an actuator for changing the stiffness of the stabilizer for the stabilizer for the rear wheel. As each.

  The front wheel side actuator 2f is connected to the solenoid direction switching valve 12f via supply / discharge passages 25f and 26f connected to the ports 10f and 11f of the respective pressure chambers. These are connected to the solenoid direction switching valve 12r on the front wheel side via supply / discharge passages 25r and 26r connected to the ports 10r and 11r of the respective pressure chambers.

  Further, the front wheel side supply / discharge passages 25f and 26f are communicated with each other via a front wheel side detour 27f, and a small diameter orifice 23f is provided in the middle of the front wheel side detour 27f. Similarly, the rear wheel side supply / discharge passages 25r and 26r communicate with each other via a rear wheel side detour 27r, and a small-diameter orifice 23r is provided in the middle of the rear wheel side detour 27f. ing.

  The ports 10f and 11f of the front wheel side actuator 2f are connected to the control ports A and B of the direction switch valve 12f on the front wheel side which is configured as a 4-port 3-position switching valve. That is, the front wheel side supply / discharge passages 25f and 26f are connected to ports A and B of the front wheel side direction switching valve 12f, respectively, and the front wheel side supply flow via the front wheel side direction switching valve 12f. The passage 30f and the discharge passage 29f on the front wheel side are selectively communicated or blocked. Further, a check valve 16f on the front wheel side is provided between the supply flow path 30f on the front wheel side and the discharge flow path 29f on the front wheel side.

  That is, the supply port P in the front-wheel-side directional control valve 12f is upstream of the front-wheel check valve 16f that blocks the flow of hydraulic oil from the front-wheel-side supply flow path 30f through the front-wheel-side supply flow path 30f. The hydraulic pump 20 is connected to the front side, and further passes upstream of the supply flow path 30f on the front wheel side to the pressure reducing valve 15f on the front wheel side, and is connected to the upstream side of the relief valve 17 and the fluid pressure source via the flow path 40. Leads to.

  Further, the discharge port T of the front wheel side direction switching valve 12f is connected to the downstream side of the front wheel side check valve 16f through the front wheel side discharge passage 29f, and further downstream of the front wheel side discharge passage 29f. , It leads to the downstream side of the relief valve 17 and further to the reservoir R via the flow path 41.

  The ports 10r and 11r of the rear wheel side actuator 2r are connected to control ports A and B of a rear wheel side direction switching valve 12r configured as a four-port three-position switching valve. That is, the rear wheel side supply / discharge passages 25r and 26r are connected to the ports A and B of the rear wheel side direction switching valve 12r, respectively, and the rear wheels are connected via the rear wheel side direction switching valve 12r. The side supply flow path 30r and the rear wheel side discharge flow path 29r are selectively communicated or blocked. Furthermore, a check valve 16r on the rear wheel side is provided between the supply passage 30r on the rear wheel side and the discharge passage 29r on the rear wheel side.

  That is, the supply port P in the direction switch valve 12r on the rear wheel side is a nonreturn check on the rear wheel side that prevents the flow of hydraulic oil from the supply flow path 30r side on the rear wheel side through the supply flow path 30r on the rear wheel side. It is connected to the upstream side of the valve 16r, and further goes upstream through the supply flow path 30r on the rear wheel side, and then leads to the pressure reducing valve 15r on the rear wheel side, and the upstream side of the relief valve 17 and the fluid via the flow path 40. It communicates with a hydraulic pump 20 as a pressure source.

  Further, the discharge port T of the direction switching valve 12r on the rear wheel side is connected to the downstream side of the check valve 16r on the rear wheel side through the discharge passage 29r on the rear wheel side, and further the discharge flow on the rear wheel side. When going down the passage 29r, it leads to the downstream side of the relief valve 17, and further leads to the reservoir R via the passage 41.

  The reservoir R and the hydraulic pump 20 are communicated with each other through a suction pipe 31, and the hydraulic oil supplied from the hydraulic pump 20 is finally guided to the reservoir R and each flow path 40, 41, 30 f, 30r, 29f, 29r, 25f, 25r, 26f, and 26r are refluxed.

  Further, the front and rear wheel direction switching valves 12f and 12r communicate the supply port P connected to the front and rear wheel supply passages 30f and 30r with the control port A and the discharge port T with the control port B, respectively. The communication position, the blocking position for blocking each port, and the communication position for connecting the supply port P connected to the supply passages 30f and 30r on the front and rear wheels side to the control port B and the discharge port T to the control port A A three-position four-port valve having three positions, both ends of which are energized by springs (not shown), and when current is applied to one of the solenoids 70r and 70f, port T and port A, port P and port When B is connected and current is applied to the other solenoids 71f and 71r, port T and port B and port P and port A are connected and current is not applied. Each port T by a spring force in the state, P, A, is adapted to block the B, usually set to take one of the connecting positions described above in a state in which current is applied.

  Furthermore, the pressure reducing valves 15f and 15f on the front and rear wheels are proportional electromagnetic pressure reducing valves, each having a spring (not shown) and solenoids 14f and 14r at one end, and each of the supply flow paths 30f and 30r. When the pressure on the downstream side of each pressure reducing valve 15f, 15r is a pilot pressure opposed to the spring, and a pressure set by the pressure reducing valve 15f, 15r is reached, part of the hydraulic oil passes through the drain lines Df, Dr. The set pressure can be adjusted by the magnitude of the current applied to the solenoids 14f and 14r, that is, the supply channels 30f and 30r. Is a known pressure reducing valve capable of reducing the pressure on the upstream side to a set pressure by the magnitude of the current applied to the solenoids 14f and 14r.

  The relief valve 17 is provided in the middle of the communication path 36 that connects the flow path 40 and the flow path 41, and has a communication position that connects the communication path 36 and a blocking position that blocks the flow path 40. When the internal pressure rises abnormally, it opens at the pilot pressure and allows hydraulic oil to escape to the reservoir R.

  As the check valves 16f and 16r on the front and rear wheels, those that have been widely used in various hydraulic devices can be applied as they are, and their configurations are well known. Therefore, detailed description is omitted here.

  Further, pressure detectors 22f and 22r for detecting the oil pressure applied to the actuators 2f and 2r are provided in the middle of the supply passages 30f and 30r on the front and rear wheels, and the supply passages 30f on the front and rear wheels are provided. , 30r is detected. If the pressure detectors 22f and 22r are provided at such positions, the pressure change chambers 12f and 12r on the front and rear wheels side communicate with the ports and the pressure chambers of the actuators 2f and 2r on the front and rear wheels side communicate with each other. It is possible to detect pressure.

  Further, the rear wheel side supply flow path 30r and the rear wheel side discharge flow path 29r communicate with each other through a bypass path 60, and an open / close valve 63 is provided in the middle of the bypass path 60. . This on-off valve 63 uses the hydraulic pressure supplied from the front-wheel-side supply flow path 30f and the hydraulic pressure supplied from the upstream side of the on-off valve 63 of the bypass path 60 as a pilot pressure from the front-wheel-side supply flow path 30f. The valve opening operation is set so that the pressure difference between the supplied pilot pressure and the pilot pressure supplied from the upstream side of the on-off valve 63 of the bypass passage 60 exceeds a predetermined value. The predetermined value of the pressure difference is a value when one of the two pilot pressures is subtracted from the other, and this stabilizer device determines which pilot pressure is used as a reference to reduce the other pilot pressure. It is arbitrarily selected so as to be optimal for the vehicle to be mounted. In addition, as shown in the figure, the on-off valve 63 is set to open according to the predetermined value, but may be set as a normally-open type on-off valve that closes according to the predetermined value.

  On the other hand, in addition to these, the amount of current supplied to the solenoids 14f and 14r of the pressure reducing valves 15f and 15r on the front and rear wheels is adjusted by the lateral acceleration, steering angle, and vehicle speed applied to the vehicle body, and each direction on the front and rear wheels An ECU (not shown) is provided as a controller for controlling the torsional rigidity of the front and rear wheel stabilizers 1f and 1r through the actuators 2f and 2r while switching the switching valves 12f and 12r. In the case where the purpose is to suppress the roll of the vehicle, it is possible to control based on only the lateral acceleration.

  The ECU includes, for example, a lateral acceleration detector (not shown, for example, a lateral acceleration sensor provided at a corresponding part of the vehicle body) that detects the direction and magnitude of the lateral acceleration acting on the vehicle body as a lateral acceleration signal, and a steering angle. Is connected to a steering angle detector (not shown) that detects the vehicle speed as a signal, a vehicle speed detector (not shown) that detects the vehicle speed as a signal, and the pressure detectors 22f and 22r described above. The angle signal, the vehicle speed signal, and the pressure signal are processed, and a current is applied to each of the solenoids 70f, 70r, 71f, 71r, 14f, and 14r to control the direction switching valves 12f and 12r and the pressure control valves 15f and 15r.

  That is, the ECU includes a plurality of output terminals (not shown), and these output terminals are connected to the solenoids 70f, 70r, 71f, 71r of the direction switching valves 12f, 12r and the pressure controls by signal lines (not shown). The ECU 15 controls the direction switching valves 12f and 12r and the pressure control valves 15f and 15r by connecting to the solenoids 14f and 14r of the valve 15.

  Next, the operation of the stabilizer device according to the embodiment of the present invention configured as described above will be described.

  For example, when the vehicle is traveling straight on a flat road, that is, when there is no detection signal from the lateral acceleration detector and the rudder angle detector, the vehicle body does not roll, so if the torsional rigidity of the stabilizer is increased, the ride comfort becomes worse. Become. In such a state, the ECU does not supply current to the solenoids 14f and 14r of the pressure control valves 15f and 15r in order to reduce the function of the stabilizer, and the hydraulic pressure of the hydraulic oil supplied from the hydraulic pump 20 is reduced. The pressure is reduced to the maximum, and the hydraulic oil returns to the reservoir R through the drain lines Df and Dr and the discharge flow paths 29f and 29r. Further, current is supplied to the solenoids 70f and 70r of the direction switching valves 12f and 12r or the solenoids 71f and 71r so that the above-described ports communicate with each other. At this time, the ports T, P, A, and B of the direction switching valves 12f and 12r only need to be in communication with each other. Therefore, the ports T and A, and the ports P and B may be connected. The port T and the port B, and the port P and the port A may be communicated with each other.

  Specific processing of the ECU in the above case is as follows. First, since the lateral acceleration and the steering angle are zero, and there is no signal input from each detector, the ECU is traveling straight on a flat road, so the moment applied to the stabilizer is zero. Recognizing that, as described above, the torsional rigidity of the stabilizer is lowered to reduce the function of the stabilizer. In this case, it is calculated that no oil pressure should be applied to each pressure chamber of each actuator 2f, 2r, that is, that the required hydraulic pressure value is zero. Then, the ECU stops the current supply to the pressure reducing valves 15f and 15r as described above in order to stop the supply of the oil pressure to each pressure chamber.

  On the other hand, current is supplied to each direction switching valve 12f, 12r so that each port communicates as described above. Therefore, in this case, the hydraulic oil supplied from the hydraulic pump 20 as described above preferentially passes through the drain lines Df and Dr of the pressure reducing valves 15f and 15r, flows into the reservoir R, and is supplied to the actuators 2f. 2r can be controlled to the minimum control pressure (circuit pressure).

  As described above, in the stabilizer device according to the present embodiment, the oil pressure applied to the pressure chambers of the actuators 2f and 2r can be changed to the circuit pressure, and even if there is an input from the road surface suddenly while the vehicle is traveling straight ahead. Since the resistance due to the oil pressure in each pressure chamber is small and it is difficult to transmit the moment, it is possible to effectively prevent the function of the stabilizer from appearing. Thereby, the riding comfort in the vehicle is improved.

  On the other hand, when the vehicle enters a cornering and a lateral acceleration is generated in the vehicle body, such as during cornering or when the vehicle speed is high and the steering angle is large, the ECU has a lateral acceleration detector, a steering angle detector, and a vehicle speed detection. Each signal detected by the instrument is input.

  The ECU controls the current supplied from the output terminal to the solenoids 14f and 14r of the pressure reducing valves 15f and 15r through the signal line based on these detected signals, and sets the set pressure of the pressure reducing valves 15f and 15r. The pressure supplied to the front and rear actuators 2f and 2r is controlled.

  The hydraulic oil supplied from the hydraulic pump 20 is sent to the port T of each direction switching valve 12f, 12r, and the return port P of each direction switching valve 12f, 12r is communicated with the reservoir R.

  On the other hand, the ECU is based on the signals from the lateral acceleration detector, the rudder angle detector, and the vehicle speed detector in accordance with the magnitude and direction of the external moment loaded on the stabilizer acting on the vehicle body at that time. The moment to be loaded and the direction thereof are calculated, and a control signal according to the calculated moment is output from each output terminal as a current.

  The control signal currents individually output from the respective output terminals of the ECU are respectively connected to the corresponding solenoids 14f and 14r of the pressure reducing valves 15f and 15r and the solenoids 70f and 70r of the direction switching valves 12f and 12r or solenoids. Power is supplied to 71f and 71r, and the pressure reducing valves 15f and 15r and the direction switching valves 12f and 12r are controlled separately.

  Accordingly, each of the directional control valves 12f and 12r corresponds to the direction of the external moment applied to the stabilizer, and applies any moment to the stabilizer in a direction opposite to the external moment. Are switched so that the ports T, A, P, and B communicate with each other or the ports T, B, P, and A communicate with each other. The exhaust flow paths 25f, 25r, 26f, and 26r are caused to flow into the respective ports 10f, 10r, 11f, and 11r of the actuators 2f and 2r.

  Thus, in each actuator 2f, 2r, the hydraulic pressure in the pressure chamber on the hydraulic oil inflow side is increased by the hydraulic oil flowing into one of the ports 10f, 10r, 11f, 11r, and one of the actuators 2f, 2r is increased. When the hydraulic oil is supplied to the pressure chamber, for example, the vane rotates in the right direction, and when the hydraulic oil is supplied to the other pressure chamber, the vane rotates in the left direction. Generates moments that rotate the vane in the left-right direction, and by these moments, it is possible to add a moment that counteracts the direction and magnitude of the external moment acting on the stabilizer to each of the front and rear wheel stabilizers 1f and 1r. As a result, the roll of the vehicle body can be suppressed. That is, when a roll is generated in the vehicle body, the front and rear wheel side stabilizers 1f and 1r are twisted in a direction to tilt the vehicle body to the opposite side in accordance with the magnitude of the lateral acceleration. Thereby, each stabilizer 1f, 1r becomes torsional rigidity to the direction becomes large, and suppresses the roll motion which is going to be produced in a vehicle body. It should be noted that control suitable for the characteristics of the vehicle on which the stabilizer device is mounted may be performed, so that the magnitude of the moment loaded on the stabilizer with respect to the external moment becomes a value that matches the characteristics of the vehicle. The ECU may calculate it.

  Further, the specific processing of the ECU during the above-described body roll is as follows. First, based on the lateral acceleration, the vehicle speed, and the rudder angle, the ECU recognizes that the vehicle body is rolling, and increases the torsional rigidity to develop the stabilizer function as described above. An oil pressure is applied to one of the pressure chambers 2f and 2r to apply a moment to the stabilizer, that is, a hydraulic pressure value necessary for generating the moment to be applied is calculated.

  Then, the ECU controls the current supply to the pressure reducing valves 15f and 15r as described above in order to supply the oil pressure required for each of the pressure chambers of the actuators 2f and 2r. The set pressure is adjusted so that the pressure on the downstream side of the pressure reducing valves 15f, 15r in the supply flow paths 30f, 30r becomes the required hydraulic pressure value. That is, current is supplied so that the set pressures of the pressure reducing valves 15f and 15r in this case become the above-described required hydraulic pressure values, and the pressures downstream of the pressure reducing valves 15f and 15r of the supply flow paths 30f and 30r are reduced. Be controlled.

  On the other hand, current is supplied to each direction switching valve 12f, 12r so that each port communicates as described above. Therefore, in this case, the hydraulic oil supplied from the hydraulic pump 20 is divided into hydraulic oil that passes through the drain lines Df and Dr of the pressure reducing valves 15f and 15r and hydraulic oil that flows into the actuators 2f and 2r. Each actuator 2f, 2r can be controlled to be loaded with the oil pressure calculated by the ECU.

  The above is the basic operation of the stabilizer device. However, in the control of the stabilizer device in the present embodiment, the above-described control method is an example, and other control methods may be used. What is necessary is just to employ | adopt the optimal control method according to the vehicle etc. which are mounted.

  Next, the operation of the on-off valve 63 will be described. As described above, at the time of rolling the vehicle body, each direction switching valve 12f, 12r corresponds to the direction of the external moment applied to the stabilizer, and sets the communication position to load the stabilizer in a direction opposite to the external moment. As described above, the rear-wheel-side supply flow path 30r and the rear-wheel-side discharge flow path 29r communicate with each other by the bypass path 60, and an opening / closing valve 63 is provided in the middle of the bypass path 60. It has been.

  As described above, the on-off valve 63 has a predetermined pressure difference between the pilot pressure supplied from the front-wheel-side supply passage 30f and the pilot pressure supplied from the upstream side of the on-off valve 63 of the bypass passage 60. It is set so that the valve opens or closes when the value exceeds the value of. Here, since the pilot pressure supplied from the supply passage 30f on the front wheel side is communicated with the pressure chamber on the high pressure side of the front wheel side actuator 2f during control, the pressure chamber on the high pressure side of the front wheel side actuator 2f is communicated. The pilot pressure supplied from the upstream side of the on-off valve 63 of the bypass passage 60 is communicated with the pressure chamber on the high pressure side of the rear wheel side actuator 2r during control. It becomes the oil pressure in the pressure chamber on the high pressure side of 2r. As described above, since the oil pressures in the pressure chamber on the high pressure side of the front wheel side actuator 2f and the pressure chamber on the high pressure side of the rear wheel side actuator 2r are used as pilot pressures, the two pilot pressures are The supply flow paths 30f and 30r are guided from downstream from the pressure reducing valves 15f and 15r.

  Therefore, the on-off valve 63 has a pressure difference between the pilot pressure supplied from the front-wheel-side supply passage 30f and the pilot pressure supplied from the upstream side of the on-off valve 63 of the bypass passage 60 to a predetermined value or more. Since the valve opening operation or the valve closing operation is performed, it is possible to relate the oil pressure supplied to the front wheel side actuator 2f and the oil pressure supplied to the rear wheel side actuator 2r. Thus, the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r can be related to each other.

The relevance described above is arbitrarily determined by setting the on-off valve 63. Here, the relevance will be described in detail with a specific example of the on-off valve 63. First, as shown in FIG. 3, for example, as shown in FIG. 3, the on-off valve 63 includes a hollow valve body 100, a spool 110 that is slidably inserted into the valve body 100, and the spool 110 with the valve body 100. One chamber 102, the other chamber 103, and an urging spring 115 that are separated from each other are formed. The valve body 100 includes a hollow hole 101 therein, and the spool 110 includes a blocking portion 111 that is in sliding contact with the inner peripheral surface of the hollow hole 101 and a convex portion 114 that extends from the end of the blocking portion 111. The spool 110 is inserted into the hollow hole 101 of the valve body 100 while being biased by a biasing spring 115. Then, the other chamber 103 and the one chamber 102 are separated in the hollow hole 101 by the blocking portion 111 of the spool 110, and a sealing member S1 is provided on the outer periphery of the blocking portion 111. The one chamber 102 and the other chamber 103 are sealed. It has been stopped. That is, the spool 110 is urged toward the other chamber 103 by the urging spring 115. The one chamber 102 formed in the valve body 100 communicates with the supply passage 30f on the front wheel side, and the other chamber 103 passes through a pair of bypass ports 104, 105 provided in the valve body 100. It is connected to the bypass 60. In the state in which the spool 110 is urged by the urging spring 115 and the right end of the convex portion 114 in FIG. 3 is in contact with the right end surface of the hollow hole 101, the blocking portion 111 of the spool 110 always has one bypass port 104. When the spool 110 moves to the left in FIG. 3 against the biasing force of the biasing spring 115 when the pressure difference between the other chamber 103 and the one chamber 102 exceeds a predetermined value. The blocking unit 111 is configured to open one bypass port 104. In the case of the on-off valve 63, the pressure receiving surface of the spool 110 that receives the pressure in the one chamber 102 is the left end surface in FIG. 3 of the blocking portion 111, and the pressure receiving surface of the spool 110 that receives the pressure in the other chamber 103 is the blocking portion. 3 is the right end surface in FIG. 3 of FIG. 3 and the right end surface in FIG. 3 of the convex portion 114, so the areas of the pressure receiving surfaces on the one chamber 102 side and the other chamber 103 side are the same. Therefore, the cracking pressure is set by the initial load of the biasing spring 115. In this case, the cracking pressure is set to a predetermined value of the pressure difference between the other chamber 103 and the one chamber 102 described above. That is, the predetermined value is set by the initial load of the biasing spring 115.

  Therefore, in the on-off valve 63 shown in FIG. 3, the pressure difference when the valve is opened, that is, the cracking pressure is set by the initial load of the urging spring 115 as described above. When the initial load is FS and the pressure receiving area of the spool 110 is A, the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r are, for example, As indicated by a line W in FIG. 4, a relationship represented by PF = PR−FS / A can be provided. That is, with respect to the relationship with the conventional stabilizer device, that is, the line V indicating that the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r are equal. The intercept is offset to the minus side by the initial load FS of the urging spring 115. Accordingly, in this case, the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r within the range W1 delimited by the line W described above. Can be controlled.

  Subsequently, as shown in FIG. 5, for example, as shown in FIG. 5, specifically, the on-off valve 63 is inserted into the valve body 200, the spool 210 slidably inserted into the valve body 200, and the valve body 200. The separated one chamber 202 and the other chamber 203, the pin 215 that receives the pressure in the one chamber 202, the pin 214 that receives the pressure in the other chamber 203, and the pin 215 are urged to the right in FIG. That is, it is composed of an urging spring 216 that urges toward the other chamber 203 side. The valve body 200 includes a hollow hole 201 having a plurality of annular protrusions 201a and 201b formed therein, and a spool 210 is formed between the annular protrusion 201a and the annular protrusion 201b of the hollow hole 201. The blocking portion 211 and the partition wall portion 212 that are in sliding contact with the peripheral surface, and the passage portion 213 provided between the blocking portion 211 and the partition wall portion 212, the spool 210 is formed in the hollow hole 201 of the valve body 200. It is slidably inserted into. The outer peripheral surface of the pin 215 is in sliding contact with the inner peripheral surface of the annular convex portion 201a of the valve body 200, and the outer peripheral surface of the pin 214 is in sliding contact with the inner peripheral surface of the annular convex portion 201b of the valve body 200, One pin 202 is defined in the hollow hole 201 by the pin 215, and the other chamber 203 is defined in the hollow hole 201 by the pin 214. A seal member S3 is provided on the inner periphery of the annular protrusion 201a. The sealing member S4 is also provided on the inner periphery of the annular convex portion 201b, whereby the one chamber 202 and the other chamber 203 are sealed.

  As described above, the pin 215 is urged toward the other chamber 203 by the urging spring 216 and is brought into contact with the left end surface of the spool 210 in FIG. It is in contact with the middle right end face. That is, the spool 210 is urged toward the other chamber 203 by the urging spring 216. The one chamber 202 formed in the valve body 200 is communicated with the supply passage 30f on the front wheel side, and the other chamber 203 is communicated with the upstream side of the on-off valve 63 of the bypass passage 60. The other chamber 103 may be communicated with the supply passage 30r on the rear wheel side. Further, the valve body 200 is provided with a pair of bypass ports 204 and 205 connected to the bypass passage 60, and a space 220 defined by the annular convex portion 201a and the blocking portion 211, and a partition wall portion 212 and the annular convex portion 201b. And the space 221 partitioned by and are communicated to the downstream side of the on-off valve 63 of the bypass passage 60. When the spool 210 is urged by the urging spring 216 and the right end of the pin 214 in FIG. 5 is in contact with the right end surface of the hollow hole 201, the blocking portion 211 of the spool 210 always connects one bypass port 204. When the pressure in the other chamber 203 increases and the pressure difference between the other chamber 203 and the one chamber 202 exceeds a predetermined value, the spool 210 is pushed by the pin 214 and the biasing spring 216 is attached. It moves to the left in FIG. 5 against the force, and the blocking part 211 opens one bypass port 204. In the case of this on-off valve 63, the pressure receiving area of the pin 215 that receives the pressure in the one chamber 202 is the cross-sectional area of the portion that is in sliding contact with the annular convex portion 201a of the pin 215, and the pin 214 that receives the pressure in the other chamber 203 The pressure receiving area is the cross-sectional area of the portion that is in sliding contact with the annular convex portion 201b of the pin 214. In the drawing, the cross-sectional area of the pin 215 is set to be larger than the cross-sectional area of the pin 214, and the initial load of the biasing spring 216 and the cross-sectional area of the pin 215 and the pin 214 are The cracking pressure is set according to the area ratio of the cross-sectional area, and this cracking pressure is set to a predetermined value of the pressure difference between the other chamber 203 and the one chamber 202 described above. That is, the predetermined value is set by the initial load of the biasing spring 216 and the area ratio of the cross-sectional area of the pin 215 and the cross-sectional area of the pin 214.

  Therefore, in the on-off valve 63 shown in FIG. 5, the pressure difference when the valve is opened, that is, the cracking pressure, as described above, the initial load of the urging spring 216 and the sectional area of the pin 215 and the pin 214 Since the pressure receiving area of the pin 215 is AF, the pressure receiving area of the pin 214 is AR, and the initial load of the biasing spring 216 is FS, it is supplied into the actuator 2f on the front wheel side. For example, PF = (AR / AF) · PR−FS / AF, as shown by the line X in FIG. 6, for the oil pressure PF being applied and the oil pressure PR being supplied to the actuator 2r on the rear wheel side. The relationship indicated by can be given. That is, with respect to the relationship with the conventional stabilizer device, that is, the line V indicating that the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r are equal. The intercept is offset to the minus side by a value obtained by dividing the initial load FS of the biasing spring 216 by the pressure receiving area AF of the pin 215, and the inclination is a value obtained by dividing the pressure receiving area AR of the pin 214 by the pressure receiving area AF of the pin 215. Will be. Therefore, in this case, the association between the hydraulic pressure PF supplied to the front wheel side actuator 2f and the hydraulic pressure PR supplied to the rear wheel side actuator 2r can be arbitrarily set. The relationship between the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r can be arbitrarily set. In this case, the hydraulic pressure PF supplied to the front wheel side actuator 2f and the hydraulic pressure PR supplied to the rear wheel side actuator 2r within the range X1 defined by the line X described above. Can be controlled.

  In the above description, the pressure receiving area of the pin 215 is larger than the pressure receiving area of the pin 214, but may be changed to be smaller.

  Furthermore, the on-off valve 63 is specifically separated into a hollow valve body 300, a spool 310 slidably inserted into the valve body 300, and the valve body 300 as shown in FIG. The one chamber 302, the other chamber 303, the pin 315 that receives the pressure in the one chamber 302, the pin 314 that receives the pressure in the other chamber 303, and the pin 314 are urged to the left in FIG. On the other hand, it is composed of an urging spring 316 that urges toward the chamber 302 side. The valve body 300 includes a hollow hole 301 in which a plurality of annular protrusions 301a and 301b are formed. A spool 310 is formed between the annular protrusion 301a and the annular protrusion 301b of the hollow hole 301. A blocking portion 311 and a partition wall portion 312 that are in sliding contact with the peripheral surface, and a passage portion 313 provided between the blocking portion 311 and the partition wall portion 312, the spool 310 is formed in the hollow hole 301 of the valve body 300. It is slidably inserted into. Also, the outer peripheral surface of the pin 315 is in sliding contact with the inner peripheral surface of the annular convex portion 301a of the valve body 300, and the outer peripheral surface of the pin 314 is in sliding contact with the inner peripheral surface of the annular convex portion 301b of the valve body 300, One pin 302 is defined in the hollow hole 301 by the pin 315, and the other chamber 303 is defined in the hollow hole 301 by the pin 314. A seal member S5 is provided on the inner periphery of the annular protrusion 301a. The sealing member S6 is also provided on the inner periphery of the annular convex portion 301b, whereby the one chamber 302 and the other chamber 303 are sealed.

  As described above, the pin 314 is urged toward the one chamber 302 by the urging spring 316 and is brought into contact with the right end surface of the spool 310 in FIG. It is in contact with the middle left end face. That is, the spool 310 is urged toward the one chamber 302 by the urging spring 316. The one chamber 302 formed in the valve body 300 is communicated with the supply passage 30 f on the front wheel side, and the other chamber 303 is communicated with the upstream side of the on-off valve 63 of the bypass passage 60. The other chamber 303 may be communicated with the supply passage 30r on the rear wheel side. Further, the valve body 300 is provided with a pair of bypass ports 304 and 305 connected to the bypass path 60, and a space 320 defined by the annular convex portion 301a and the blocking portion 311 and a partition wall portion 312 and an annular convex portion 301b. And the space 321 partitioned by is connected to the downstream side of the on-off valve 63 of the bypass passage 60. When the spool 310 is urged by the urging spring 316 and the left end of the pin 315 in FIG. 7 is in contact with the left end surface of the hollow hole 301, the blocking portion 311 of the spool 310 always opens one bypass port 304. It is in a state of communication. When the pressure in the one chamber 302 increases and the pressure difference between the other chamber 303 and the one chamber 302 exceeds a predetermined value, the spool 310 is pressed against the biasing force of the biasing spring 316 by being pushed by the pin 315. Then, it moves to the right in FIG. 7, and the blocking section 311 blocks one bypass port 304. In the case of this on-off valve 63, the pressure receiving area of the pin 315 that receives the pressure in the one chamber 302 is the cross-sectional area of the portion that is in sliding contact with the annular convex portion 301a of the pin 315, and the pin 314 that receives the pressure in the other chamber 303 The pressure receiving area is a cross-sectional area of a portion that is in sliding contact with the annular convex portion 301b of the pin 314. In the drawing, the cross-sectional area of the pin 315 is set to be larger than the cross-sectional area of the pin 314, and the initial load of the biasing spring 316 and the cross-sectional area of the pin 315 and the pin 314 are The cracking pressure is set according to the area ratio of the cross-sectional area, and this cracking pressure is set to a predetermined value of the pressure difference between the other chamber 303 and the one chamber 302 described above. That is, the predetermined value is set by the initial load of the biasing spring 316 and the area ratio of the cross-sectional area of the pin 315 to the cross-sectional area of the pin 314.

  Therefore, in the on-off valve 63 shown in FIG. 7, the pressure difference when the valve is opened, that is, the cracking pressure, as described above, the initial load of the biasing spring 316 and the cross-sectional area of the pin 315 and the pin 314 Since the pressure receiving area of the pin 315 is AF, the pressure receiving area of the pin 314 is AR, and the initial load of the urging spring 316 is FS, it is supplied into the actuator 2f on the front wheel side. The oil pressure PF that is applied and the oil pressure PR that is supplied to the actuator 2r on the rear wheel side are indicated by, for example, PF = (AR / AF) · PR + FS / AF, as shown by the line Y in FIG. Relevance. That is, with respect to the relationship with the conventional stabilizer device, that is, the line V indicating that the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r are equal. The intercept is offset to the plus side by the value obtained by dividing the initial load FS of the biasing spring 316 by the pressure receiving area AF of the pin 315, and the slope is a value obtained by dividing the pressure receiving area AR of the pin 314 by the pressure receiving area AF of the pin 315. Will be. Therefore, in this case, the association between the hydraulic pressure PF supplied to the front wheel side actuator 2f and the hydraulic pressure PR supplied to the rear wheel side actuator 2r can be arbitrarily set. The relationship between the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r can be arbitrarily set. In this case, the hydraulic pressure PF supplied to the front wheel side actuator 2f and the hydraulic pressure PR supplied to the rear wheel side actuator 2r within the range Y1 defined by the line Y described above. Can be controlled.

  In the above, the pressure receiving area of the pin 315 is larger than the pressure receiving area of the pin 314, but may be changed to be smaller.

  Furthermore, the on-off valve 63 is specifically separated into a hollow valve body 400, a spool 410 slidably inserted into the valve body 400, and the valve body 400 as shown in FIG. The formed one chamber 402 and the other chamber 403, the pin 415 that receives the pressure in the one chamber 402, and the pin 415 are urged to the right in FIG. 9, that is, urged toward the other chamber 403 side. And a spring 416. The valve body 400 is formed therein with a hollow hole 401 having an annular convex portion 401c provided in the middle of the large diameter portion 401a, the small diameter portion 401b, and the large diameter portion 401a. A blocking portion 411 slidably contacting the inner peripheral surface of the large-diameter portion 401a, a partition wall portion 412 slidably contacting the inner peripheral surface of the small-diameter portion 401b of the hollow hole 401, and the blocking portion 411 and the partition wall portion 412. The passage portion 413 and a convex portion 414 extending from the right end in FIG. 9 of the partition wall portion 412 are configured, and the spool 410 is slidably inserted into the hollow hole 401 of the valve body 400. Further, the outer peripheral surface of the pin 415 is in sliding contact with the inner peripheral surface of the annular convex portion 401 c of the valve body 400, and the one chamber 402 is separated in the hollow hole 401 by the pin 415, and the blocking portion 411 and the partition wall portion 412. The other chamber 403 is separated in the hollow hole 401, a seal member S7 is provided on the inner periphery of the annular convex portion 401c, and a seal member S8 is also provided on the outer periphery of the partition wall portion 412. Thus, the one chamber 402 and the other chamber 403 are sealed.

  As described above, the pin 415 is urged toward the other chamber 403 by the urging spring 416 and is brought into contact with the left end surface in FIG. 9 of the spool 410, and the convex portion 414 is formed in the hollow hole 401. It is made to contact | abut to the left end surface in FIG. That is, the spool 410 is urged toward the other chamber 403 by the urging spring 416. One chamber 402 formed in the valve body 400 is communicated with the supply passage 30f on the front wheel side, and the other chamber 403 is connected to a pair of bypass ports 404 and 405 connected to the bypass passage 60 provided in the valve body 400. Further, a space 420 defined by the annular convex portion 401 c and the blocking portion 411 and a space 421 defined by the partition wall portion 412 and the small diameter portion 401 b of the hollow hole 401 are both formed by the on-off valve 63 of the bypass passage 60. It communicates with the downstream side. When the spool 410 is urged by the urging spring 416 and the right end of the convex portion 414 in FIG. 9 is in contact with the left end surface of the hollow hole 401, the blocking portion 411 of the spool 410 always has one bypass port 404. When the pressure in the one chamber 402 increases and the pressure difference between the other chamber 403 and the one chamber 402 exceeds a predetermined value, the spool 410 is pushed by the pin 415 and the spool 410 It moves to the left in FIG. 9 against the urging force, and the blocking section 411 opens one bypass port 404. In the case of this on-off valve 63, the pressure receiving area of the pin 415 that receives the pressure in the one chamber 402 is the cross-sectional area of the portion that is in sliding contact with the annular convex portion 401c of the pin 415, and the spool 410 that receives the pressure in the other chamber 403 The pressure receiving area is obtained by subtracting the cross-sectional area of the partition wall portion 412 from the cross-sectional area of the blocking portion 411. In the figure, the cracking pressure is set by the initial load of the biasing spring 416 and the area ratio of the pressure receiving area of the pin 415 and the pressure receiving area of the spool 410, and this cracking pressure is applied to the other chamber 403 and one side. The pressure difference from the chamber 402 is set to a predetermined value. That is, the predetermined value is set by the initial load of the biasing spring 416 and the area ratio of the pressure receiving area of the pin 415 and the pressure receiving area of the spool 410.

  Therefore, in the on-off valve 63 shown in FIG. 9, the pressure difference at the time of opening, that is, the cracking pressure, is the initial load of the biasing spring 416 and the pressure receiving area of the pin 415 and the pressure receiving area of the spool 410 as described above. Since the pressure receiving area of the pin 415 is AF, the pressure receiving area of the spool 410 is AR, and the initial load of the biasing spring 416 is FS, it is supplied into the actuator 2f on the front wheel side. The oil pressure PF and the oil pressure PR supplied to the actuator 2r on the rear wheel side are expressed by, for example, PF = (AR / AF) · PR−FS / AF as shown by a line Z in FIG. You can have the relevance shown. That is, with respect to the relationship with the conventional stabilizer device, that is, the line V indicating that the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r are equal. The intercept is offset to the minus side by the value obtained by dividing the initial load FS of the biasing spring 416 by the pressure receiving area AF of the pin 415, and the inclination is a value obtained by dividing the pressure receiving area AR of the spool 410 by the pressure receiving area AF of the pin 415. Will be. Therefore, in this case, the association between the hydraulic pressure PF supplied to the front wheel side actuator 2f and the hydraulic pressure PR supplied to the rear wheel side actuator 2r can be arbitrarily set. The relationship between the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r can be arbitrarily set. In this case, the oil pressure PF supplied to the front wheel side actuator 2f and the oil pressure PR supplied to the rear wheel side actuator 2r within the range Z1 defined by the line Z described above. Can be controlled.

  As described above, by making the configuration of the on-off valve 63 arbitrary, and by changing the pressure receiving area of the spool and pin and the initial load of the biasing spring, that is, the on-off valve 63 is supplied to the front wheel side. Since the oil pressure in the passage 30f and the oil pressure upstream of the supply passage 30f on the rear wheel side or the on-off valve 63 of the bypass passage 60 are used as a pilot pressure, the opening and closing operation is performed by setting an arbitrary pressure difference. The oil pressure PF supplied to the hydraulic pressure PR supplied to the rear wheel side actuator 2r can be arbitrarily set. That is, it becomes possible to arbitrarily set the torsional rigidity distribution of the front and rear stabilizers.

  Therefore, in the conventional stabilizer device, the fluid pressure supplied to the front and rear actuators can only be associated with a fixed relationship. However, by employing the on-off valve 63, arbitrary association is possible. Since it is possible to freely set the torsional rigidity distribution of the front and rear wheel stabilizers depending on the actuator specifications and stabilizer specifications, an optimum stabilizer device can be realized for each individual vehicle. The operability that is optimal for the vehicle can be realized.

  That is, it is possible to set a wide range of vehicle steering characteristics from an understeer tendency to an oversteer tendency, and it is possible to deal with a wide range of vehicle applications.

  Further, if the pressure in the high pressure side pressure chamber of the front wheel side actuator 2f is higher than the pressure in the high pressure side pressure chamber of the rear wheel side actuator 2r, the on-off valve 63 can be communicated with the bypass road 60 so that the front wheel side actuator It can be set so that the moment generated in the rear wheel side actuator 2r is always smaller than the moment generated in 2f, and the torsional rigidity of the front wheel side stabilizer 1f is the torsional rigidity of the rear wheel side stabilizer 1r in the control during the vehicle body roll. Since the steering characteristic always becomes larger than the rigidity, the steering characteristic always tends to be understeered, and the ideal steering characteristic can be obtained as in the prior art. The front and rear actuators 2f and 2r can be controlled independently. However, even if the control system is troubled, the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r Therefore, a situation in which the pressure in the rear wheel side actuator 2r becomes significantly higher than the pressure in the front wheel side actuator 2f is not caused, and there is no fear of causing extreme oversteering. Therefore, the behavior of the vehicle can be reliably stabilized.

  Also, the pressure in the pressure chamber on the high pressure side among the pressure chambers in the front wheel side actuator where the on-off valve opens and the pressure chamber on the high pressure side among the pressure chambers in the rear wheel side actuator are also shown. By optimizing the predetermined value of the difference from the pressure, it is possible to provide a steering characteristic that is optimal for the vehicle.

  Further, the front and rear actuators can be controlled by one fluid pressure source without providing a shunt valve between the fluid pressure source and the variable mechanism. Since the pressure control valve is not arranged in series with the pressure source, even if a sudden pressure fluctuation occurs in one of the pressure control valves, the other is not affected, and the targeted stabilizer control can be performed. Furthermore, since the front and rear pressure reducing valves are provided independently and provided front and rear, the front and rear stabilizers can be controlled independently, so that control more suitable for the running state of the vehicle is possible, and a plurality of hydraulic pumps are not required. Therefore, it is possible to reduce the consumption output.

  Even when the front and rear actuators are controlled independently using a plurality of fluid pressure sources, there is a relationship between the moment generated by the front wheel side actuator 2f and the moment generated by the rear wheel side actuator 2r. Therefore, a situation in which the pressure in the rear wheel side actuator 2r becomes significantly larger than the pressure in the front wheel side actuator 2f is not caused, and there is no fear of causing extreme oversteering. Therefore, it is needless to say that the behavior of the vehicle can be reliably stabilized.

  In addition, the opening / closing operation of the opening / closing valve 63 uses the pressure supplied from the supply passage 30f on the front wheel side and the bypass passage 60 or the supply passage 30r on the rear wheel side as a pilot pressure. Since it is possible to associate the torsional rigidity of 1f with the torsional rigidity of the rear wheel side stabilizer 1r, it is possible to ensure the stability of the behavior of the vehicle even if the controllable state is lost.

  Further, when a spool is used as the on-off valve 63, a wide range of cracking pressures can be set by changing the pressure receiving area ratio of the spool and the initial load of the biasing spring, and the torsional rigidity of the stabilizer 1f and the rear wheel side are mechanically changed. The setting range of association with the torsional rigidity of the stabilizer 1r becomes wide.

  Furthermore, the hydraulic pressure applied to the pressure chambers of the actuators 2f and 2r can be optimized, and highly accurate control is possible.

  In other words, since the oil pressure loaded in each pressure chamber is controlled directly, even if the hydraulic pressure in each pressure chamber of the actuator connected to the stabilizer fluctuates due to sudden input from the road surface, each pressure is controlled in real time. Since the oil pressure supplied to the room can be grasped, it is possible to maintain and control the moment to be applied. Further, the control becomes simple, and the oil pressure can be stably supplied to the actuator. Therefore, it is possible to supply a stable oil pressure to the actuator, so that the roll suppressing effect is high, and the riding comfort during rolling of the vehicle is improved.

  In this case, if the actuator is forcibly moved by road surface input, it may be necessary to supply hydraulic oil that exceeds the discharge amount of the hydraulic power source. In this case, the supply flow paths 30f and 30r may be required. The inside becomes negative pressure, the hydraulic oil pushes open the check valves 16f and 16r connecting the supply flow paths 30f and 30r and the discharge flow paths 29f and 29r, and the short supply of hydraulic oil is supplied to the supply flow paths. Since it can be supplied into 30f and 30r, it is possible to make the oil pressure in each pressure chamber even more stable without generating abnormal noise. That is, a stable stabilizer function can be exhibited.

  Furthermore, as described above, the torsional rigidity of the front and rear wheel stabilizers 1f and 1r can be controlled independently, so that the turning performance and convergence of the vehicle during cornering can be improved by dealing with yawing acting on the vehicle body. While improving, the steering characteristic is kept agile and the vehicle is driven in a stable state.

  Also, even if the load on the rear wheel side increases due to the load load and the load movement amount on the rear wheel side increases, the reaction moment on the rear wheel side is insufficient and the roll remains, or The steering characteristics will not change depending on the load.

  The pressure detectors 22f and 22r can determine from the pressures detected by the pressure detectors 22f and 22r that the target control is not being performed, for example, when the pressure control is disabled. It can also be used to determine whether there is an abnormality somewhere on the circuit of the stabilizer device. Further, in the present embodiment, as described above, the pressure detectors 22f and 22r can detect the oil pressure in the pressure chambers of the actuators 2f and 2r and use it for the control. That is, each pressure reducing valve 15f, 15r is fed back to the ECU with the oil pressure in the pressure chamber of each actuator 2f, 2r detected by the pressure detectors 22f, 22r to supply the actuator 2f, 2r with the optimum oil pressure. You may make it control the supply current to.

  Next, the operation at the time of failure will be described. A control system such as a case where an abnormality occurs in this stabilizer device or a vehicle equipped with the stabilizer device and the control device becomes uncontrollable, or the signal lines for the direction switching valves 12f and 12r and the pressure reducing valves 15f and 15r are disconnected. When an abnormality occurs, the ECU detects this and stops the operation of each direction switching valve 12f, 12r and each pressure reducing valve 15f, 15r.

  Then, each pressure reducing valve 15f, 15r performs maximum pressure reduction, and each direction switching valve 12f, 12r shifts to a position where each port is shut off by a spring force. Then, the pressure reducing valves 15f and 15r discharge the hydraulic oil supplied from the hydraulic pump 20 to the discharge passages 29f and 29r through the drain lines Df and Dr, and the hydraulic oil flows into the reservoir R. Reflux is performed between the pump 20 and the reservoir R. Therefore, no hydraulic pressure is applied to the actuators 2f and 2r. Under this circumstance, even if the pressure is increased in one of the pressure chambers of the actuators 2f and 2r and the actuators 2f and 2r are twisted, the two pressure chambers of the front wheel side actuator 2f are used. Are communicated by the front wheel side bypass circuit 27f, and the two pressure chambers of the rear wheel side actuator 2r are communicated by the rear wheel side bypass circuit 27r, so that the hydraulic pressure in each hydraulic chamber is eventually averaged. At the same time, even if the vehicle goes straight, it does not tilt and can maintain its normal body posture. Further, even when the vehicle body rolls, the orifices 23f and 23r are provided in the middle of the detours 27f and 27r, so that the hydraulic oil from the ports 10f and 10r of the actuators 2f and 2r to the ports 11f and 11r is provided. Since the movement of is suppressed, it is possible to develop a stabilizer function.

  Even if the pressure reducing valves 15f and 15r are closed due to contamination or the like in the event of an abnormality, the hydraulic oil supplied from the hydraulic pump 20 has the oil pressure in the supply flow paths 30f and 30r. Since it increases, the relief valve 17 of the communication path 36 is opened and flows into the reservoir R, so that the stabilizer device is prevented from being damaged. Also in this case, the on-off valve 63 functions so that the relationship between the torsional rigidity of the front and rear stabilizers 1f and 1r is not lost, and there is a problem that the torsional rigidity distribution of the front and rear side stabilizers 1r becomes inappropriate for the vehicle. Is prevented.

  Therefore, even if a failure occurs, even if an external force that twists them acts on the stabilizers 1f and 1r, these stabilizers 1f and 1r are configured to block the flow of hydraulic oil by the direction switching valves 12f and 12r. It is possible to suppress the roll of the vehicle body while maintaining a state close to normal steering characteristics while maintaining at least the function as a normal stabilizer through the rigid actuators 2f and 2r, and at the same time torsional rigidity of the front and rear stabilizers 1f and 1r. Since the relevance of the vehicle is not lost, it is possible to stabilize the behavior of the vehicle.

  In this way, when an abnormality occurs in the control system during vehicle body roll control at cornering, the torsional rigidity of the front and rear wheel stabilizers 1f and 1r is maintained in a controlled state by keeping the actuators 2f and 2r in a block state. To do.

  Thus, even if the fail-safe operation is performed, the vehicle body roll rigidity and the steering characteristics before and after the change are not changed, and the fail-safe operation is surely performed without causing a great change in the steering characteristics of the vehicle.

  In the above description, the actuator is a rotary actuator. However, as shown in FIG. 11, for example, two opposing pressure chambers are provided at one end of stabilizers 50 f and 50 r provided on the front and rear wheels of the vehicle. Of course, both rod-type cylinders 51f and 51r may be connected.

  Further, the specific configuration of the on-off valve 63 may be other configurations as long as the distribution of torsional rigidity of the front and rear wheel stabilizers can be arbitrarily set by setting the spring element and the pressure receiving area.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a hydraulic circuit figure which shows the stabilizer device in a 1st embodiment systematically. It is a perspective view which shows the actuator and stabilizer of a stabilizer apparatus. It is sectional drawing of an on-off valve. It is a figure which shows the relationship between the oil pressure in a front-wheel side actuator, and the oil pressure in a rear-wheel side actuator. It is sectional drawing of an on-off valve. It is a figure which shows the relationship between the oil pressure in a front-wheel side actuator, and the oil pressure in a rear-wheel side actuator. It is sectional drawing of an on-off valve. It is a figure which shows the relationship between the oil pressure in a front-wheel side actuator, and the oil pressure in a rear-wheel side actuator. It is sectional drawing of an on-off valve. It is a figure which shows the relationship between the oil pressure in a front-wheel side actuator, and the oil pressure in a rear-wheel side actuator. It is a perspective view which shows the actuator and stabilizer of a stabilizer apparatus.

Explanation of symbols

1f Front wheel side stabilizer 1r Rear wheel side stabilizer 2f Front wheel side actuator 2r Rear wheel side actuator 10f, 11f Port 10r, 11r Port of each pressure chamber of front wheel side actuator 12f, 12r Directional switching valve 14f , 14r Solenoid 15f, 15r Pressure reducing valve 16f, 16r Check valve 17 Relief valve 20 Hydraulic pump 22f, 22r Pressure detector 23f, 23r Orifice 25f, 26f, 25r, 26r Supply / exhaust flow path 27f, 27r Detour 29f, 29r Discharge flow path 30f, 30r Supply flow path 31 Suction line 35 Diverging valve 36 Communication path 40, 41 Flow path 51f, 51r Cylinder 60 Bypass path 63 On-off valve 70r, 70f, 71f, 71r Directional switching valve So Noid 80f, 80r Flow control valve as pressure control valve 100, 200, 300, 400 Valve body 101, 201, 301, 401 Hollow hole 102, 202, 302, 402 One chamber 103, 203, 303, 403 Other chamber 104, 105 , 204, 205, 304, 305, 404, 405 Bypass port 110, 210, 310, 410 Spool 111, 211, 311, 411 Blocking part 112, 212, 312, 412 Partition part 113, 213, 313, 413 Passage part 114 , 414 Convex 115, 216, 316, 416 Energizing spring 201a, 201b, 301a, 301b, 401c Annular convex 214, 215, 314, 315, 415 Pin 220, 221, 320, 321, 420, 421 Space 401a Large Diameter part 401b Diameter A, the control port Df in the B direction switching valve, Dr drain line P direction switching supply in the valve port S1, S3, S4, S5, S6, S7, S8 exhaust port R reservoir in sealing member T direction switching valve

Claims (9)

Front wheel side and rear wheel side actuators respectively connected to the front and rear wheel stabilizers, and front wheel side and rear wheel side supply flows that are connected to a fluid pressure source and lead fluid to two pressure chambers formed in each of the actuators. A stabilizer device comprising: a passage; and a front-wheel-side discharge passage and a rear-wheel-side discharge passage for discharging fluid from two pressure chambers connected to the reservoir and formed in each of the actuators. Each pressure reducing valve on the front wheel side and rear wheel side is provided in the middle of the supply flow path on the rear wheel side, and a bypass path is provided to connect the supply flow path on the rear wheel side and the discharge flow path on the rear wheel side. An on-off valve is provided in the middle of the road, and the on-off valve has a fluid pressure in the supply passage on the front wheel side and a fluid in the bypass passage on the upstream side of the on-off valve in the supply passage on the rear wheel side or in the bypass passage. Pyro pressure Stabilizer and wherein the opening and closing operation as bets pressure. Each pressure chamber of the front wheel side actuator is connected to a directional switching valve on the front wheel side for selectively supplying or shutting off fluid to either of the pressure chambers by a pair of front wheel side supply / discharge passages. Each pressure chamber is connected to a directional control valve on the rear wheel side for selectively supplying or shutting off fluid to either one of the pressure chambers by a pair of rear wheel side supply / exhaust flow paths, and the fluid pressure source is respectively connected to the front wheel side The front wheel side and rear wheel side direction switching valves are connected to the reservoir by the front wheel side and rear wheel side discharge flow paths, respectively. The stabilizer device according to claim 1. The on-off valve includes a hollow valve body, a spool that is slidably inserted into the valve body, and one chamber and the other chamber that are separated in the valve body by the spool, and the one chamber is on the front wheel side. The other chamber communicates with the supply passage on the rear wheel side or the upstream side of the on-off valve in the bypass passage, and the valve body is provided with a pair of bypass ports connected to the bypass passage. Has a shut-off portion that is always urged toward the other chamber to shut off one bypass port and open one bypass port when the pressure difference between the other chamber and one chamber exceeds a predetermined value. The stabilizer device according to claim 1 or 2, wherein The on-off valve includes a hollow valve body, a spool that is slidably inserted into the valve body, and one chamber and the other chamber that are separated in the valve body by the spool, and the one chamber is on the front wheel side. The other chamber communicates with the supply passage on the rear wheel side or the upstream side of the on-off valve in the bypass passage, and the valve body is provided with a pair of bypass ports connected to the bypass passage. Has a blocking portion that is always energized toward one chamber and communicates with one bypass port, and shuts off one bypass port when the pressure difference between the other chamber and one chamber exceeds a predetermined value. The stabilizer device according to claim 1 or 2, wherein A front-wheel-side bypass that communicates the two pressure chambers of the front-wheel actuator is provided, a rear-wheel-side bypass that communicates the two pressure chambers of the rear-wheel actuator is provided, and a front-wheel-side bypass and a rear-wheel-side bypass The stabilizer apparatus in any one of Claim 2 to 4 which provided the orifice in each. The fluid flow from each of the supply flow paths is connected between the supply flow path on the front wheel side and the discharge flow path on the front wheel side and between the supply flow path on the rear wheel side and the discharge flow path on the rear wheel side. 6. A stabilizer device according to claim 1, further comprising a check valve for preventing the above. The stabilizer device according to any one of claims 1 to 6, wherein a communication passage that connects the fluid pressure source and the reservoir is provided, and a relief valve is provided in the communication passage. The stabilizer apparatus in any one of Claim 1 to 7 provided with the pressure detector which detects the fluid pressure value currently supplied to each actuator. 9. The actuator according to claim 1, wherein the actuator is a rotary actuator having two pressure chambers opposed to each other or one end of the stabilizer, or a cylinder having two pressure chambers opposed to one end of the stabilizer. The stabilizer apparatus of crab.

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