JP2006240433A - Stabilizer device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stabilizer device capable of enhancing the posture stability of a vehicle body while maintaining excellent ride quality. <P>SOLUTION: A pair of right and left stabilizer bars 20 to connect front and rear wheels 16 adjacent to each other are provided on a stabilizer device 10. Each rotation of the stabilizer bars 20 is transmitted to each other by a cylindrical gear 26. Thus, during a bounce or the like, each of the pair of stabilizer bars 20 can be rotated, no spring action is generated, and the excellent ride quality can be maintained. On the other hand, during a roll, the right and left stabilizer bars 20 cannot be rotated, and a spring action to suppress the roll by the twist of the stabilizer bars 20 is generated. During a pitch, the spring action to suppress the pitch is generated by twisting the front and rear ends of the right and left stabilizer bars 20. In other words, the roll and the pitch are suppressed to enhance the posture stability of a vehicle body 34. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a stabilizer device including a pair of stabilizer bars.

A general vehicle suspension system is provided with a stabilizer device as a posture stabilization device that improves the posture stability of the vehicle body. The stabilizer device suppresses the roll of the vehicle body and improves the posture stability in the roll direction of the vehicle body. The stabilizer device generally has a pair of front and rear stabilizer bars, and the stabilizer bar is twisted (twisted) according to the roll amount of the vehicle body to generate an elastic force, that is, a spring action is generated. This stabilizes the posture of the vehicle body in the roll direction. That is, the posture stability of the vehicle body is improved by restricting the vertical movement of the left and right wheels in the reverse direction by the stabilizer bar. On the other hand, in recent years, it has been studied to improve the posture stability of the vehicle body by a technique different from the stabilizer bar. In Patent Document 1 below, a vehicle suspension provided with a posture stabilizing device that improves the posture stability of the vehicle body by connecting the adjacent wheels so as to move up and down in the opposite direction by mechanical coupling means instead of the stabilizer bar. The system is described.
Japanese National Patent Publication No. 10-501495

  However, the posture stabilizing device described in Patent Document 1 has a problem that the number of parts is large and the structure is complicated. As an example of such a problem, the posture stabilization device that has been studied in the past has room for improvement from various viewpoints, and it is practical to improve the posture stability of the vehicle with a simple structure by applying the improvement. It is possible to improve the property. The present invention has been made in view of such circumstances, and an object of the present invention is to obtain a stabilizer device as a more practical posture stabilizing device.

  In order to solve the above-described problem, the stabilizer device of the present invention is connected to the adjacent wheels connected by one torsion bar of a pair of torsion bars connecting the adjacent wheels and the other torsion bar. A rotation transmission mechanism that transmits the rotation of each of the pair of torsion bars to each other is provided so that the adjacent wheels move in the same direction.

  The stabilizer device of the present invention can suppress the roll and pitch of the vehicle body by mutually transmitting the rotation of each of a pair of torsion bars that connect two sets of adjacent wheels, thereby stabilizing the posture of the vehicle body. Can be improved. By transmitting rotation between a pair of torsion bars that connect two sets of adjacent wheels, the roll and pitch of the vehicle body can be suppressed, and the posture stability of the vehicle body can be improved. That is, according to the present invention, a more practical stabilizer device can be obtained. The various aspects of the stabilizer device of the present invention and their functions and effects will be described in detail in the following [Aspect of the Invention] section.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention. In each of the following paragraphs, (1) is in claim 1, (2) is in claim 2, (3) is in claim 3, (4) is in claim 4, (5) ) Corresponds to claim 5 and (6) corresponds to claim 6.

(1) a pair of torsion bars that are rotatably held on the vehicle body and connect adjacent wheels;
The 1 and the adjacent wheels connected by one torsion bar of the pair of torsion bars and the adjacent wheels connected by the other torsion bar move in the same direction. And a rotation transmission mechanism for transmitting the rotations of each of the pair of torsion bars to each other.

  In the stabilizer device described in this section, adjacent wheels are connected by a torsion bar. For example, when the stabilizer device includes two arm members that are fixed to the torsion bar so as not to rotate relative to each other, the tip of each of the arm members is connected to a member that supports a wheel such as a lower arm. Can do. Two arm members may be formed continuously with the torsion bar. In that case, a stabilizer bar is comprised including a torsion bar and two arm parts. The stabilizer device described in this section includes a pair of torsion bars. For example, the front left and right wheels are connected by one torsion bar, and the rear left and right wheels are connected by the other torsion bar. Can do. Further, for example, the left and right front and rear wheels can be connected by one torsion bar, and the right and left front and rear wheels can be connected by the other torsion bar.

  The adjacent wheels to which the torsion bars described in this section are connected are connected so that the suspension device can approach and separate from the vehicle body, that is, the adjacent wheels can be “stroked”. . When the “stroke amount” that is the approach / separation amount of each of the adjacent wheels differs from each other, a “stroke difference” that is a difference in the separation distance from the vehicle bodies occurs. The torsion bar described in this section is twisted when there is a stroke difference between the connected wheels, such as when connected adjacent wheels move in opposite directions, i.e., when they move in the opposite direction. Thus, an elastic force that reduces the wheel stroke difference is generated, that is, a spring action that reduces the wheel stroke difference is generated. For example, when the torsion bar described in this section connects the left and right wheels, the stroke difference between the left and right wheels is reduced by the spring action of the torsion bar, and the roll of the vehicle body is suppressed. Further, for example, when the torsion bar connects the front and rear wheels, the difference in stroke between the front and rear wheels is reduced, so that the pitch of the vehicle body during braking and acceleration is suppressed.

  In the stabilizer device described in this section, the rotation is transmitted between the pair of torsion bars by the rotation transmission mechanism, and they rotate each other or restrict the rotation of the other. . That is, each of the pair of torsion bars cannot be rotated separately, and when one of them is rotated, the other torsion bar is also rotated, or the rotation of one torsion bar is rotated. Is regulated by the other torsion bar.

  Further, the pair of torsion bars rotate in the same phase, that is, two sets of adjacent wheels connected to each other rotate in the direction in which they vertically stroke in the same direction. For example, when the front, rear, left and right wheels stroke in the bounce direction (or rebound direction), that is, bounce (or rebounce), each of the pair of torsion bars may rotate according to the stroke amount of the wheel. It does not produce a spring action. On the other hand, when two pairs of adjacent wheels stroke in opposite directions, the rotation of each of the pair of torsion bars is regulated by the rotational torque of each other, and each of the pair of torsion bars responds to the wheel stroke. Since it cannot rotate freely, it is twisted to produce a spring action.

  As a specific example, a mode in which each of a pair of torsion bars connects front and rear wheels will be described. For example, during braking, the pitch of the vehicle body is suppressed by twisting of the left and right torsion bars as described above. On the other hand, when the vehicle body rolls during turning, the front and rear wheels on the turning outer wheel side stroke in the direction approaching the vehicle body, and the front and rear wheels on the turning inner wheel side stroke in a direction away from the vehicle body. In that case, since each rotation of a pair of torsion bars is controlled by mutual rotation torque, each of a pair of torsion bars cannot rotate freely. For this reason, in each of the pair of torsion bars, a twist is generated between a portion where the force that regulates rotation by the rotation transmission mechanism is transmitted and a portion that rotates according to the stroke of the wheel. Then, the torsion bar on the turning outer wheel side generates a spring action in a direction to separate the front and rear wheels on the turning outer wheel side from the vehicle body, and the torsion bar on the turning inner wheel side has a direction to bring the front and rear wheels on the turning inner wheel side closer to the vehicle body. A spring action is generated to suppress the roll.

  As described above, the stabilizer device described in this section suppresses the roll and pitch of the vehicle body by mutually transmitting the rotation of each of a pair of torsion bars that connect two sets of adjacent wheels. It is possible to improve the posture stability of the vehicle body. In addition, since a pair of torsion bars are allowed to rotate during bounce and rebounce, no spring action occurs, and the shock applied to the vehicle body during bounce can be effectively mitigated and good riding comfort can be maintained. . That is, according to the aspect described in this section, a stabilizer device as a more practical posture stabilizing device can be obtained.

  The rotation transmission mechanism described in this section allows two sets of adjacent wheels to move in the same direction, that is, to move in phase, when each of a pair of torsion bars rotates. Transmits rotation. However, whether or not each of the pair of torsion bars is rotated in the same direction depends on the structure for connecting the torsion bar and the wheel. For example, when the stabilizer device includes two arm members fixed to the torsion bar, the direction is determined by the direction of the arm member extending from the torsion bar. Specifically, for example, when two arm members extend from each of the pair of torsion bars in a direction away from the center of the vehicle, the direction of the arm member extending from one torsion bar and the other torsion bar When the directions of the arm members extending from each other are opposite to each other, the rotation is transmitted so that each of the pair of torsion bars rotates in the opposite directions. On the other hand, for example, when an arm member extends from each of the pair of torsion bars toward the front of the vehicle, the direction of the arm member extending from one torsion bar and the direction of the arm member extending from the other torsion bar Are transmitted in such a manner that each of the pair of torsion bars rotates in the same direction.

  The rotation transmission mechanism described in this section can transmit, for example, the rotation of one torsion bar to the other torsion bar and rotate the pair of torsion bars in conjunction with each other. The specific aspect is not particularly limited. The rotation transmission mechanism described in this section can be a mechanism including a plurality of gears, for example. Specifically, for example, a gear provided on the outer periphery of each of the pair of torsion bars can be included. For example, by directly meshing each gear of a pair of torsion bars, they can be rotated in the opposite direction, and each gear of a pair of torsion bars is meshed via another gear Allows them to rotate in the same direction. Moreover, the rotation transmission mechanism described in this section can include, for example, a connecting member. Specifically, for example, it is configured to include an arm member that is fixed to each of the pair of torsion bars so as not to rotate relative to each other and extends in a direction intersecting with the arm member, and a connecting member that connects the arm members. it can. For example, when each of the pair of arm members is disposed so as to extend upward from each of the pair of torsion bars, the pair of torsion bars is connected by connecting the arm members with a connecting member. Can be rotated in the same direction. Further, for example, one arm member of the pair of arm members is disposed so as to extend upward from one torsion bar, and the other arm member is disposed so as to extend downward from the other torsion bar. In the case where the arm members are connected by the connecting member, each of the pair of torsion bars can be rotated in the reverse direction. Furthermore, the rotation transmission mechanism described in this section includes, for example, a pair of cylinders that are operated by rotation of each of the pair of torsion bars, and a working fluid passage that connects the pair of cylinders. Can be configured. In this case, for example, the cylinder may include a piston that is moved by each rotation of the torsion bar, and hydraulic fluid in the cylinder may flow in and out by movement of the piston. When one of the cylinders is operated, the working fluid is exchanged between the pair of cylinders, so that the other cylinder can be operated. Each of the pair of torsion bars can be rotated in the same direction or in the opposite direction.

  (2) The stabilizer device according to (1), wherein the stabilizer device includes a rotational force applying mechanism that applies a rotational force to at least one of the pair of torsion bars.

  According to the aspect described in this section, for example, by applying a rotational force to at least one of the pair of torsion bars, for example, the ease of rotation of the pair of torsion bars is changed and the rigidity with respect to bounce or the like is achieved. It is possible to increase / decrease the bouncing rigidity, increase / decrease the vehicle height by changing the neutral rotation position, which is the rotation position of the torsion bar in a stationary state, and the like.

  (3) The stabilizer device according to (2), wherein the rotational force applying mechanism applies a force that rotationally drives the pair of torsion bars as the rotational force.

  According to the aspect described in this section, for example, the vehicle height can be changed by actively rotating a pair of torsion bars. That is, by applying a driving force to a pair of torsion bars, the neutral rotational position, which is the rotational position of each of the pair of torsion bars when the vehicle is stationary, is changed, and the vehicle body is moved up and down on the pair of torsion bars. This causes the spring action to occur. If the neutral rotational position is changed in the direction in which the wheel is separated from the vehicle body, the vehicle height can be increased, and if it is changed in the opposite direction, the vehicle height can be reduced. For example, the vehicle height can be changed by applying a driving force having a set magnitude regardless of the rotational position of each of the pair of torsion bars.

  Moreover, according to the aspect described in this section, for example, a force is applied to increase or decrease the bounce amount (for example, the average value of the stroke amount of each wheel. Also, the sign is reversed during rebounce). Thus, the bouncing rigidity can be increased or decreased. That is, if a force in a direction that decreases the bounce amount is applied, the bouncing rigidity increases, and if a force in a direction that increases the stroke amount is applied, the bouncing rigidity decreases. The force for rotationally driving the pair of torsion bars can be, for example, a force caused by fluid pressure, electromagnetic force, elastic force, or the like.

  (4) The stabilizer device according to item (2), wherein the rotational force applying mechanism applies a force that serves as a resistance against rotation of the pair of torsion bars as the rotational force.

  The mode described in this section is different from the mode described in the previous section in which a pair of torsion bars are actively driven to rotate, and controls the rotation of the pair of torsion bars. According to the aspect described in this section, by making it difficult to rotate the pair of torsion bars, it is possible to easily generate a spring action at the time of bounce, for example. Therefore, for example, the suspension spring that supports the vehicle body can be assisted by the spring action of the pair of torsion bars. Therefore, the aspect described in this section is suitable when it is desired to increase the bouncing rigidity (or rebouncing rigidity). The resistance force, which is a force that acts as a resistance to rotation, can be a certain amount of resistance force, a resistance force that corresponds to the rotation speed, a resistance force that corresponds to the amount of rotation, or the like. The resistance force can be caused by, for example, frictional force, fluid resistance force, electromagnetic force, elastic force, or the like.

  In addition, the aspect described in this section can be, for example, an aspect in which rotation of a pair of torsion bars is prohibited as necessary. When the rotation of the pair of torsion bars is prohibited, the role of assisting the suspension spring that supports the vehicle body is increased. Further, the rotation of the pair of torsion bars can be prohibited by, for example, the frictional force or the like, or by a force that physically engages the locking member.

  (5) The rotational force imparting mechanism is configured to impart the rotational force to at least one of the rotational transmission portions, which is a portion to which the rotational transmission mechanism of each of the pair of torsion bars is transmitted. The stabilizer device according to any one of (1) to (4).

  The rotation transmission part of the torsion bar is a part to which the mutual rotation is transmitted, and is configured to receive the action of the mutual rotational force. In the aspect described in this section, a rotational force is easily applied to the torsion bar by applying a rotational force to the rotation transmitting portion, compared to applying the rotational force to other portions of the torsion bar. can do.

  (6) The stabilizer device according to any one of (1) to (5), wherein each of the pair of torsion bars is disposed so as to connect the front and rear wheels adjacent to each other.

  If the front and rear wheels are connected by a torsion bar, the pitch of the vehicle body can be suppressed. Further, since the rotation is transmitted between the pair of torsion bars, the roll of the vehicle body can also be suppressed. On the other hand, a spring action does not occur at the time of bounce and the like, and a good riding comfort can be maintained.

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

1. Stabilizer device.
FIG. 1 schematically shows a stabilizer device 10 which is an embodiment of the claimable invention. In the present embodiment, the stabilizer device 10 includes a pair of left and right stabilizer bars 20 that connect the front and rear wheels 16 (FR and RR or FL and RL in this figure) adjacent to each other. Each of the left and right stabilizer bars 20 is configured such that a front bar 22 and a rear bar 24 are connected by a cylindrical gear 26 so as not to be relatively rotatable. Since the left and right stabilizer bars 20 have the same configuration and the front bar 22 and the rear bar 24 have the same configuration, the right front bar 22 will be representatively described. In order to indicate the left and right of the vehicle, the symbol L or R may be described after the reference in the text or the drawings.

  The front bar 22 has a torsion part 30 disposed so as to extend in the front-rear direction in the center of the vehicle, and an arm part 32 extending continuously from the front end of the torsion part 30 toward the wheel 16. Yes. The torsion part 30 of the front bar 22 is rotatably supported by a support body 36 provided on the vehicle body 34. The distal end portion of the arm portion 32 is connected to a suspension lower arm (not shown), and moves up and down with respect to the vehicle body 34 according to the vertical movement of the wheel 16 relative to the vehicle body, that is, according to the stroke of the wheel 16. On the other hand, the end 40 on the torsion part 30 side of the front bar 22 is fitted into the through hole of the cylindrical gear 26 so as not to be relatively rotatable. Further, the end 40 on the torsion part 30 side of the rear bar 24 is fitted into the through hole of the cylindrical gear 26 from the opposite side of the front bar 22 so as not to be relatively rotatable. That is, the front bar 22 and the rear bar 24 are connected by the cylindrical gear 26 so as not to be relatively rotatable at the end 40 on the torsion part 30 side. The torsion part 30 of the front bar 22 and the torsion part 30 of the rear bar 24 are connected in a line.

  FIG. 2 shows an AA cross section in FIG. In the stabilizer device 10 of the present embodiment, the left and right cylindrical gears 26 are arranged so as to mesh with each other. That is, the left and right cylindrical gears 26 are rotated in opposite directions. And only one side cannot be rotated, or both cannot be rotated in the same direction. When the left and right cylindrical gears 26 rotate in the opposite direction, the tip ends of the four arm portions 32 of the left and right stabilizer bars 20 either rise or fall with respect to the vehicle body 34. That is, the rotations of the left and right stabilizer bars 20 are transmitted to each other so that the two sets of front and rear wheels 16 connected by the left and right stabilizer bars 20 stroke (move) in the same direction.

  In this embodiment, a “torsion bar” that includes the torsion part 30 of the front bar 22 and the torsion part 30 of the rear bar 24 and is rotatably held by the vehicle body and connects adjacent wheels to each other is configured. Has been. In addition, a “rotation transmission mechanism” that includes the left and right cylindrical gears 26 and that transmits the rotation of each of the pair of torsion bars to each other is configured. Further, each of the left and right cylindrical gears 26 functions as a “rotation transmission unit” that is a portion to which rotation is transmitted by the rotation transmission mechanism of the left and right stabilizer bars 20. In the present embodiment, the torsion part 30 of the front bar 22 and the torsion part 30 of the rear bar 24 have the same length, and the cylindrical gear 26 is located at the center of the stabilizer bar 20. That is, the rotation transmitting unit is located at the center of the stabilizer bar 20, and the rotation is transmitted to the center of the stabilizer bar 20.

  The stabilizer device 10 includes a rotational force applying mechanism 50 that applies a rotational force to the left stabilizer bar 20L. The rotational force applying mechanism 50 includes an electromagnetic motor 52, a speed reducer 54, an output shaft 56, and a drive gear 58. The speed reducer 54 is connected to the motor shaft of the electromagnetic motor 52 at its input, and decelerates the rotation of the motor shaft to rotate the output shaft 56. The output shaft 56 is rotatably held by a holding body 60 whose end is fixed to the vehicle body via a bearing. A drive gear 58 is attached to the output shaft 56 so as not to be relatively rotatable, and the drive gear 58 meshes with the left cylindrical gear 26L. That is, the driving force of the electromagnetic motor 52 is amplified by the speed reducer 54 and output from the output shaft 56, and applied to the left cylindrical gear 26 </ b> L via the driving gear 58.

2. Electronic control unit.
The present stabilizer device 10 is controlled by an electronic control device 200 shown in FIG. The electronic control device 200 includes a storage unit 202 that includes a storage device such as a RAM and a ROM, a drive circuit that drives an electromagnetic motor, and the like, mainly a computer. The storage unit 202 stores various programs and data. Various sensors such as a vehicle speed sensor 210, a stroke sensor 212, and a rotary encoder 214 (hereinafter may be abbreviated as “encoder”) are connected to the electronic control device 200. An electromagnetic motor 52 or the like is connected to the drive circuit of the electronic control device 200. Furthermore, a mode selection switch 220 for selecting an operation mode (operation mode) of the stabilizer device 10 is connected to the electronic control device 200.

  The stroke sensor 212 is a resistance type sensor for acquiring the stroke amount and the like of each wheel 16 and is provided for each wheel 16. The stroke sensor 212 changes the resistance value according to the distance between the vehicle body 34 and the lower arm. The electronic control device 200 acquires the stroke amount, the vehicle height, and the like of the wheels 16 based on the resistance value of the stroke sensor 212 for each wheel 16. The encoder 214 is provided on the vehicle front side of the electromagnetic motor 52 and detects the rotational position of the electromagnetic motor 52. The electronic control device 200 acquires the rotational position of the electromagnetic motor 52 based on the detection signal of the encoder 214, and acquires the rotational position of the cylindrical gear 26L based on the rotational position of the electromagnetic motor 52. .

3. Operation.
The operation of the stabilizer device 10 will be described. The electronic control device 200 controls the electromagnetic motor 52 in accordance with the operation mode selected by the driver switching the mode selection switch 220. The operation modes of the stabilizer device 10 include a standard mode, a vehicle height adjustment mode, a resistance force applying mode, a rotation inhibition mode, and a spring constant variable mode. The operation of the stabilizer device 10 when they are selected will be described below.

3.1. Standard mode.
When the standard mode is selected, power is not supplied to the electromagnetic motor 52, the electromagnetic motor 52 can rotate with little resistance, and the rotation of the cylindrical gear 26 is not regulated by the electromagnetic motor 52. . The operation of the stabilizer device 10 in the standard mode will be described with some typical examples. When the four wheels 16 on the front, rear, left and right stroke in the same direction, that is, when the four wheels 16 bounce toward the vehicle body 34 (FIG. 4) or when the four wheels 16 rebound away from the vehicle body 34 Since the left and right cylindrical gears 26 can rotate in opposite directions (the directions of rotation are indicated by arrows in the figure), the left and right stabilizer bars 20 are not twisted, and no spring action occurs. Therefore, since the wheel 16 strokes without restriction of the stabilizer device 10 at the time of bounce, the impact applied to the vehicle body at the time of bounce is effectively reduced.

  As shown in FIG. 5, for example, when the right and left front and rear wheels 16 approach the vehicle body 34, that is, strokes upward, and the left and right front and rear wheels 16 move away from the vehicle body 34, that is, when they stroke downward. The left and right cylindrical gears 26 do not rotate because they try to rotate in the same direction (the directions to rotate are indicated by arrows in the figure), but they do not rotate. ). Therefore, the right stabilizer bar 20R is twisted according to the rotational difference between the cylindrical gear 26R and the arm portion 32R, and generates a spring action that strokes the wheel 16 downward. On the other hand, the left stabilizer bar 20L is twisted according to the rotational difference between the cylindrical gear 26L and the arm portion 32L, and generates a spring action that causes the wheel 16 to stroke upward. In this figure, the left and right wheels 16 are moved up and down, but the stabilizer device is also provided when the wheels 16 are in contact with a flat road surface and the vehicle body 34 is tilted to the right side, that is, when the vehicle body rolls in the right direction. The operation of 10 is similar. That is, for example, when the vehicle body 34 rolls to the right due to a left turn or the like, the stabilizer device 10 causes a spring action that raises the right side of the vehicle body 34 and lowers the left side, thereby suppressing the roll. . In addition, when the vehicle body 34 rolls to the left, it is the same except that the left and right are reversed, and the roll is suppressed.

  Although illustration is omitted, when the left and right wheels 16 on the front stroke upward, and the left and right wheels 16 on the rear stroke downward, the front bar 22 has a direction in which the tip of the arm portion 32 rises. On the other hand, since the rear bar 24 tries to rotate in the direction in which the tip of the arm portion 32 descends, the left and right cylindrical gears 26 do not rotate. Each of the front bar 22 and the rear bar 24 of the left and right stabilizer bars 20 is twisted according to the stroke of the wheel 16. Therefore, the left and right stabilizer bars 20 produce a spring action that causes the front wheels 16 to stroke downward and the rear wheels 16 to stroke upward. In other words, a spring action that raises the front of the vehicle and lowers the rear of the vehicle is generated. In this case, it is assumed that the front and rear wheels 16 have moved up and down. However, when the wheels 16 are in contact with a flat road surface and the vehicle body 34 is tilted forward (when the vehicle front is lowered), that is, during braking. The operation of the stabilizer device 10 is the same even when the vehicle is pitched forward (when the vehicle front is lowered). That is, when the vehicle body 34 pitches forward, the stabilizer device 10 causes a spring action to raise the front of the vehicle body 34 and lower the rear, thereby suppressing the pitch. In addition, when the vehicle pitches backward at the time of acceleration or the like (when the vehicle rearward descends), the same is true except that the front and rear are reversed, and the pitch is suppressed.

  As shown in FIG. 6, only the right front wheel strokes upward (in the figure, indicated by the symbol “B” indicating the bound direction), and the other three wheels 16 stroke downward (in the figure, In this case, the right stabilizer bar 20R does not attempt to rotate, and the left stabilizer bar 20L attempts to rotate in a direction in which the left front and rear wheels 16 stroke downward. . Therefore, the left and right cylindrical gears 26 rotate to a rotational position where the forces of the left and right stabilizer bars 20 can be balanced.

  For ease of understanding, the following describes the effect of the spring action of the left and right stabilizer bars 20 on the roll and pitch of the vehicle body when the left and right cylindrical gears 26 do not rotate. First, the influence on the roll of the vehicle body will be described. The left and right front bars 22RL and the left rear bar 24L generate elastic force that rolls the vehicle body 34 to the left (rolling in a direction to lower the vehicle left side), whereas the right rear bar 24R The elastic force that generates the right side roll is generated. Therefore, about one third of the influence of the left and right front bars 22RL and the left rear bar 24L on the roll is canceled by the right rear bar 24R. Therefore, when the vehicle body rolls during turning as described above, the springs that roll the vehicle body 34 to the left by the four bars 22, 24 (two front bars 22R, L, two rear bars 24R, L). On the other hand, when only the right front wheel strokes in the bound direction, a spring action that rolls the vehicle body 34 to the left side occurs due to the influence of the two bars 22 and 24. That is, when only the right front wheel strokes in the bounce direction, the spring action for suppressing the roll becomes smaller (for example, half) compared to the normal turning described above. Similarly, regarding the influence on the pitch of the vehicle body, when only the right front wheel strokes in the bounce direction, the spring action for suppressing the pitch is small (for example, half) as compared with the above-described braking or the like.

  As described above, in the standard mode, the stabilizer device 10 performs a basic operation. The spring action of the stabilizer device 10 during turning or the like has the highest effect of suppressing the roll, and the spring action such as during braking (at the time of acceleration) has the highest effect of suppressing the pitch. That is, the stability of the posture of the vehicle body is improved by the stabilizer device 10. On the other hand, at the time of bounce (or at the time of rebounce), the spring action does not occur and a good riding comfort is maintained.

3.2. Height adjustment mode.
In the vehicle height adjustment mode, the vehicle height is adjusted according to the vehicle speed. First, vehicle height adjustment will be described. Regardless of the amount of rotation of the cylindrical gear 26, the vehicle height is adjusted by supplying a current set according to the vehicle speed to the electromagnetic motor 52 and driving torque (rotational force) of the magnitude set in the cylindrical gear 26L. Which is a kind of). For example, as shown in FIG. 7, when the drive gear 58 is rotated clockwise in the figure and the left cylindrical gear 26L is rotated counterclockwise, the right cylindrical gear 26R is rotated clockwise. The left and right stabilizer bars 20 rotate in the direction in which the wheels 16 are lowered. That is, in this example, the left and right stabilizer bars 20 rotate in a direction in which the vehicle body 34 is raised. The vehicle height after the vehicle height adjustment is obtained by combining the elastic force of the suspension spring that extends as the vehicle body 34 rises and the force that raises the vehicle body caused by the rotation of the left and right stabilizer bars 20 with the vehicle body weight. The vehicle height will be equal. That is, by applying a driving force to the left and right stabilizer bars 20, the neutral rotational position, which is the rotational position of the pair of torsion bars when the vehicle is stationary, is changed, and the springs that move the vehicle body up and down to the pair of torsion bars It produces an effect. When the drive gear 58 is rotated counterclockwise in the drawing, the vehicle body 34 is lowered. In the vehicle height adjustment mode, even when the vehicle height is adjusted, the roll and pitch are suppressed in the same manner as in the standard mode. When bouncing, the cylindrical gear 26 rotates as in the standard mode, and the spring action is achieved. A good ride is maintained without an increase.

  Next, the vehicle height adjustment according to the vehicle speed will be described. Specifically, the vehicle height is increased when the vehicle speed is low, and the vehicle height is decreased when the vehicle speed is high. In this embodiment, an average vehicle speed that is an average value of vehicle speeds from the current time to a set time before is obtained based on the detection signal of the vehicle speed sensor 210, and the vehicle height is determined according to the average vehicle speed. Is adjusted. The storage unit 202 of the electronic control device 200 stores the vehicle speed-vehicle height adjustment map shown in FIG. 8, and the current value for vehicle height adjustment according to the acquired average vehicle speed is the vehicle speed-vehicle height. Read from the adjustment map. The electronic control device 200 adjusts the vehicle height by supplying a current having the same magnitude as the current value for adjusting the vehicle height to the electromagnetic motor 52 via the drive circuit. In this embodiment, when the average vehicle speed is less than the set speed, the vehicle height is raised by supplying a current in a direction to rotate the drive gear 58 clockwise in FIG. 2 (FIG. 8). In a state exceeding the above, the vehicle height is lowered by supplying a current in a direction to rotate the drive gear 58 counterclockwise. Further, when the average vehicle speed becomes the set speed, no current is supplied to the electromagnetic motor 52, and the state is the same as in the standard mode. In this embodiment, the vehicle height is adjusted according to the vehicle speed. However, a vehicle height selection switch may be provided in the vehicle to adjust the vehicle height to be selected by the driver.

3.3. Resistance application mode.
In the resistance force application mode, when the cylindrical gear 26 rotates due to bounce or the like, a resistance force (a kind of rotational force) opposite to the rotation direction is applied to the cylindrical gear 26. In the present embodiment, the resistance force has a magnitude corresponding to the rotational speed of the cylindrical gear 26. The cylindrical gear 26 is connected to the electromagnetic motor 52 via the drive gear 58 and the speed reducer 54, and the rotational speed of the cylindrical gear 26 is acquired based on the rotational speed of the electromagnetic motor 52. The rotational speed of the electromagnetic motor 52 is acquired based on the detection signal of the encoder 214. A rotation speed-resistance force map shown in FIG. 9 is stored in the storage unit 202 of the electronic control device 200, and for generating a resistance force corresponding to the rotation speed of the cylindrical gear 26 from the rotation speed-resistance force map. Current value is read out. The electronic control device 200 supplies a resistance force to the cylindrical gear 26 by supplying a current having the same magnitude as the current value for generating the resistance force to the electromagnetic motor 52 via the drive circuit. In this resistance force application mode, no resistance force is applied when the cylindrical gear 26 does not rotate, such as when the vehicle body 34 is rolled or pitched. Therefore, the operation at the time of roll, pitch, etc. is the same as in the standard mode. On the other hand, when the cylindrical gear 26 rotates during bounce, a resistance force having a magnitude corresponding to the rotation speed is applied. Therefore, the bouncing rigidity can be appropriately increased. Further, in the resistance applying mode, the stabilizer device 10 functions like a shock absorber or the like. That is, in the resistance applying mode, the vertical shaking of the vehicle body 34 at the time of bounce or the like is likely to converge. In addition, it can replace with the rotational speed of the cylindrical gear 26, and can provide resistance force according to the bounce speed (for example, the average of the stroke speed of each wheel 16). Further, instead of the electromagnetic motor 52, a resistance force is applied to the cylindrical gear 26 by a friction generating device that generates a frictional resistance or a fluid resistance generating device (fluid damper) that generates a viscous resistance of a resistance generating fluid such as silicon oil. Can be granted.

3.4. Anti-rotation mode.
In the rotation inhibition mode, the electromagnetic motor 52 applies a force (a type of rotational force) that inhibits the rotation of the cylindrical gear 26. That is, in the present embodiment, the electromagnetic motor 52 is a motor with a brake, and when the rotation of the cylindrical gear 26 is prohibited, the brake is operated and the rotation of the electromagnetic motor 52 is prohibited. Therefore, the rotation of the drive gear 58 is prohibited, and the rotation of the cylindrical gear 26 that meshes with the drive gear 58 is also prohibited. Since the cylindrical gear 26 does not rotate, the operation at the time of rolling or pitching is the same as in the standard mode. On the other hand, since the cylindrical gear 26 does not rotate even during bounce, the suspension spring that supports the vehicle body 34 is assisted by the spring action of the stabilizer device 10, and the vehicle body 34 is easily supported. That is, since the bouncing rigidity is relatively large, this mode is suitable when a heavy object is loaded on the vehicle body 34. In place of the electromagnetic motor 52, the rotation of the cylindrical gear 26 can be prohibited by a friction generating device that generates a frictional resistance or a locking member that prohibits the rotation by engaging with the cylindrical gear 26.

3.5. Spring constant variable mode.
In the spring constant variable mode, the driving force (a kind of rotational force) of the electromagnetic motor 52 corresponding to the bounce amount (the sign is reversed at the time of rebounce) is applied to the cylindrical gear 26. The bounce amount is a value obtained by averaging the stroke amount of each wheel 16 acquired based on the resistance value of the stroke sensor 212. When the driving force of the electromagnetic motor 52 is applied in a direction to reduce the bounce amount, the stabilizer 10 assists the elastic force of the suspension spring and acts between the vehicle body 34 and the wheel 16 at the time of bounce. The spring constant of the elastic force increases. On the contrary, when the driving force of the electromagnetic motor 52 is applied in the direction to increase the bounce amount, the elastic force of the suspension spring is weakened by the stabilizer device 10 and acts between the vehicle body 34 and the wheel 16 at the time of bounce. The spring constant of the elastic force (which may be simply abbreviated as “spring constant” hereinafter) decreases. As a result, the bouncing rigidity can be increased or decreased in the spring constant variable mode.

  As shown in FIG. 10, the storage unit 202 of the electronic control device 200 stores a “spring constant adjusting force map” indicating the relationship between the bounce amount and the “current value for adjusting the spring constant”. The “current value for adjusting the spring constant” corresponding to the bounce amount is read from the constant adjusting force map. The electronic control device 200 supplies a current having the same magnitude as the “current value for adjusting the spring constant” to the electromagnetic motor 52 via the drive circuit to apply a driving force to the cylindrical gear 26. FIG. 10 shows a “spring constant adjusting force map for increasing spring constant” and a “spring constant adjusting force map for reducing spring constant”. They are properly used according to the vehicle speed as described below.

  In the spring constant variable mode, the amount of increase or decrease of the spring constant is changed according to the vehicle speed. That is, when the vehicle speed is lower than the first set speed (for example, 20 km / h), the spring constant is reduced, and the vehicle speed is equal to or higher than the first set speed and equal to or lower than the second set speed (for example, 60 km / h). The spring constant is not increased or decreased. When the vehicle speed is higher than the second set speed, the spring constant is increased. In this embodiment, the electronic control unit 200 acquires the average vehicle speed by the same process as described above, and determines whether to increase or decrease the spring constant based on the average vehicle speed. When the spring constant is increased, the “current value for adjusting the spring constant” is read from the map for increasing the spring constant, and when decreasing, the “current for adjusting the spring constant” is read from the map for decreasing the spring constant. "Value" is read and current is supplied to the electromagnetic motor 52. On the other hand, when the spring constant is not changed, no current is supplied to the electromagnetic motor 52, and the electromagnetic motor 52 can be rotated with almost no resistance.

  In this spring constant variable mode, when the spring constant is not changed, the operation of the stabilizer device 10 is the same as that in the “standard mode” described above. Even when the spring constant is increased or decreased, no driving force is applied when the cylindrical gear 26 does not rotate, such as when the vehicle body 34 is rolled or pitched. Therefore, the operation at the time of roll, pitch, etc. is the same as in the standard mode. On the other hand, at the time of bounce, a driving force having a magnitude corresponding to the bounce amount is applied. When the average vehicle speed is low, the spring constant is relatively small and the impact applied to the vehicle body 34 during bounce is effectively mitigated. When the average vehicle speed is high, the spring constant is relatively large. As a result, the posture stability of the vehicle body is improved. Instead of the bounce amount, a driving force can be applied according to the rotation amount of the cylindrical gear 26. In addition, the spring constant can be increased by an elastic force generator that includes an elastic body and applies an elastic force that reduces the amount of rotation to the cylindrical gear 26 instead of the electromagnetic motor 52.

4. Others.
It is possible to control the stabilizer device 10 by combining two or more modes of the above embodiment. For example, the stabilizer device 10 can be controlled by combining the vehicle height adjustment mode and the resistance applying mode. In the above-described embodiment, the rotational force applying mechanism 50 applies a force for rotationally driving the pair of left and right stabilizer bars 20 in the vehicle height adjustment mode and the spring constant variable mode. Further, the rotational force applying mechanism 50 applies a force that becomes resistance to the rotation of the pair of left and right stabilizer bars 20 in the resistance force applying mode and the rotation prohibiting mode.

It is a figure which shows typically the stabilizer apparatus which is an Example of claimable invention. It is a figure which shows typically the AA cross section of the said stabilizer apparatus. It is a block diagram which shows the electronic controller etc. of the said stabilizer apparatus. It is a figure which shows the action | operation of the said stabilizer apparatus when a vehicle bounces. It is a figure which shows the action | operation of the said stabilizer apparatus when a vehicle rolls. It is a figure which shows the action | operation of the said stabilizer apparatus when one wheel of a vehicle raises and another wheel descend | falls. It is a figure which shows the action | operation of the said stabilizer apparatus at the time of making vehicle height high. It is a figure which shows the electric current value supplied to an electromagnetic motor when control of the said electronic control apparatus is a vehicle height adjustment mode. It is a figure which shows the electric current value supplied to an electromagnetic motor when control of the said electronic control apparatus is resistance force provision mode. It is a figure which shows the electric current value supplied to an electromagnetic motor when control of the said electronic control apparatus is a spring constant variable mode.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10: Stabilizer apparatus 16: Wheel 20: Stabilizer bar 22: Front bar 24: Back bar 26: Cylindrical gear (rotation transmission part) 30: Torsion part 32: Arm part 34: Car body 40: Support body 50: Torque-force provision mechanism 52: Electromagnetic motor 58: Drive gear 200: Electronic control unit 202: Storage unit 212: Stroke sensor 220: Mode selection switch

Claims (6)

A pair of torsion bars each rotatably held on the vehicle body and connecting adjacent wheels;
The 1 and the adjacent wheels connected by one torsion bar of the pair of torsion bars and the adjacent wheels connected by the other torsion bar move in the same direction. And a rotation transmission mechanism for transmitting the rotations of each of the pair of torsion bars to each other.   The stabilizer device according to claim 1, wherein the stabilizer device includes a rotational force applying mechanism that applies rotational force to at least one of the pair of torsion bars.   The stabilizer device according to claim 2, wherein the rotational force applying mechanism applies a force for rotationally driving the pair of torsion bars as the rotational force.   The stabilizer device according to claim 2, wherein the rotational force applying mechanism applies a force that serves as a resistance against rotation of the pair of torsion bars as the rotational force.   The rotational force applying mechanism is configured to apply the rotational force to at least one of the rotational transmission portions that are portions to which rotation is transmitted by the rotational transmission mechanism of each of the pair of torsion bars. Item 5. The stabilizer device according to any one of Items 1 to 4. The stabilizer device according to any one of claims 1 to 5, wherein each of the pair of torsion bars is disposed so as to connect the front and rear wheels adjacent to each other.

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