JP2007038894A - Stabilizer control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stabilizer control device capable of preventing a left and right difference of a mounting position of a torsion bar on a suspension member and smoothly switching torsional rigidity. <P>SOLUTION: This device is provided with a first torsion bar TB1 connected to one of left and right wheels, a second torsion bar TB2 connected to the other wheel, and switching means KR (first and second clutch members CL1 and CL2 and an outer cylinder OTP, etc.) joined to the torsion bars TB1 and TB2 to switch connecting position and releasing position. In a state of the switching means held at the connecting position, a relative position of the first torsion bar TB1 and the second torsion bar TB2 is adjusted. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a stabilizer control device for a vehicle, and more particularly to a stabilizer control device that switches torsional rigidity of a stabilizer by a switching means.

  The vehicle stabilizer is disposed between the left and right wheels of the vehicle, and acts as a torsion spring when a relative displacement difference is generated in the suspension stroke between the left and right wheels. Accordingly, the stabilizer does not act when traveling straight on a flat road surface, but the stabilizer acts to suppress the rolling motion of the vehicle when the vehicle turns. Such a stabilizer is attached to a suspension member of a vehicle, but the attachment position is required to have no left-right difference. If there is a left-right difference in the attachment position, the stabilizer is twisted when the vehicle travels straight, and the torsion spring force acts in the vehicle inclination direction. Even when the vehicle turns, the effect of suppressing the roll motion differs depending on the turning direction (left turn or right turn). In view of such a point, a stabilizer control device that makes the torsional rigidity of the stabilizer variable is known.

  For example, in Patent Document 1 below, in order to achieve both effective roll control in a turning circuit or the like and good riding comfort during straight running on a general road, the torsion part of the stabilizer is provided in the left half part and the right half part. A device has been proposed in which the left half part and the right half part are opposed to each other and the left half part and the right half part are connected and disconnected by a clutch mechanism. As a clutch mechanism, a spline engagement type or an operation pin type is described.

  Further, in Patent Document 2, the inside of the pipe is divided into two fluid chambers in a pipe that is arranged outward in the radial direction of the torsion part of the torsion bar and is coupled to the torsion part so as to be relatively rotatable in a sealed state. A variable stiffness stabilizer is disclosed in which a piston is arranged and the stiffness is continuously switched by moving the piston in the axial direction so as not to rotate relative to the torsion part and the pipe.

JP 2000-289427 A Japanese Patent Publication No. 7-84125

  The stabilizer control device is intended to improve the ride comfort during straight running and to suppress the roll motion during turning, so the roll motion occurred before the vehicle started the roll motion, that is, during straight travel or slightly It is common for the torsional stiffness to be switched from time to time. In addition, it is necessary to be able to switch even when the vehicle is stopped so that it can be switched by a manual switch in response to a driver's request.

  In the stabilizer device described in Patent Document 1, the left half portion and the right half portion of the torsion portion of the stabilizer are connected and disconnected by a spline engagement type clutch mechanism or an operating pin type clutch mechanism. As described above, when the mounting position of the stabilizer control device to the suspension member is different between the left and right wheels, the stabilizer control device is twisted when the vehicle stops or travels straight. At this time, in the apparatus described in Patent Document 1, since the spline, the operating pin, and the like are responsible for the torsion, it is difficult to smoothly connect and disconnect the clutch mechanism.

  Similarly, in the variable stiffness stabilizer described in the above-mentioned Patent Document 2, in order to make the torsional rigidity variable, the piston is configured to move in the axial direction with a configuration in which the piston cannot rotate relative to the torsional portion (spline coupling). However, if there is a left-right difference in the mounting position on the suspension member, the spline is twisted during straight traveling, and it is difficult to move the piston smoothly.

  Therefore, the present invention provides a stabilizer control device capable of switching the torsional rigidity of the stabilizer by connecting and releasing the clutch means, and prevents a difference in the mounting position of the torsion bar to the suspension member to smoothly switch the torsional rigidity. It is an object of the present invention to provide a stabilizer control device that can be used.

  In order to achieve the above object, according to a first aspect of the present invention, in the stabilizer control device for controlling the torsional rigidity of the stabilizer disposed between the left and right wheels of the vehicle, the one wheel of the vehicle is provided. The first torsion bar to be connected, the second torsion bar to be connected to the other wheel of the vehicle, the first torsion bar and the second torsion bar, and the first torsion bar and the second torsion bar. Switching means for switching between a connection position and an opening position with the torsion bar, and the relative position between the first torsion bar and the second torsion bar is adjusted in a state where the switching means is held at the connection position. .

  The switching means comprises a clutch means comprising a pair of clutch members of a first clutch member and a second clutch member facing each other, as defined in claim 2, and the first clutch member and the second clutch member are arranged to face each other. It is preferable that the connecting position and the opening position of the first torsion bar and the second torsion bar are switched.

  The clutch means may be a meshing clutch mechanism in which a pair of clutch members of a first clutch member and a second clutch member having a plurality of meshing teeth having a tapered tooth surface are arranged to face each other. For example, a so-called tooth clutch may be used. That is, a pair of clutch members having axially opposed planes are provided, and trapezoidal teeth are continuously provided at regular intervals along the circumference of the clutch members on each of the opposed planes of the pair of clutch members. It should be formed. Alternatively, a pair of clutch members having planes opposed in the axial direction are provided, and triangular teeth are continuously provided at equal intervals along the circumference of the clutch member on each of the opposed planes of the pair of clutch members. It may be formed.

  Further, the switching means is fixed to the first clutch member and moved in the axial direction, drive means for driving the slide member in the axial direction, and fixed to the slide member. The first clutch member is provided with anti-rotation means for restricting rotational movement and allowing axial movement, and a housing for fixing the anti-rotation means and fixing the driving means. The first fixing means may be fixed to the first torsion bar, and the second clutch member may be fixed to the second torsion bar by the second fixing means.

  According to a fourth aspect of the present invention, the second fixing means is fixed to the second clutch member and supports the second torsion bar so that the relative rotational position can be adjusted, and the holding member Joining means for non-rotatably joining to the second torsion bar, the joining means interposed between the holding member and the second torsion bar, and the holding member and the second torsion bar An intermediate member that spline-couples the two torsion bars may be provided, and the intermediate member and the holding member may be fixed by fixing means that cannot change the fixed state. The first fixing means can be configured in the same manner as described above.

  According to a fifth aspect of the present invention, in the stabilizer control device for controlling the torsional rigidity of the stabilizer disposed between the left and right wheels of the vehicle, the first torsion connected to one wheel of the vehicle. A bar, a second torsion bar connected to the other wheel of the vehicle, an intermediate torsion bar disposed between the first torsion bar and the second torsion bar, the first torsion bar and the And a switching means that is joined to the second torsion bar and switches between a connecting position and an opening position of the first torsion bar and the second torsion bar, and the switching means is held in the connecting position, The relative positions of the first torsion bar, the second torsion bar, and the intermediate torsion bar may be adjusted.

  The switching means comprises a clutch means comprising a pair of clutch members of a first clutch member and a second clutch member facing each other, as defined in claim 6, and the intermediate means by the clutch means. The connecting position and the opening position of both ends of the torsion bar and the first torsion bar and the second torsion bar may be switched.

  Further, as described in claim 7, the switching means is fixed to the first clutch member and is moved in the axial direction, a driving means for driving the slide member in the axial direction, and fixed to the slide member. The first clutch member is provided with anti-rotation means for restricting rotational movement and allowing axial movement, and a housing for fixing the anti-rotation means and fixing the driving means. The first fixing means is fixed to one end of the intermediate torsion bar and at least one of the first torsion bars, and the second clutch member is fixed to the other end of the intermediate torsion bar and at least one of the second torsion bars by the second fixing means. It should be fixed to one side.

  The second fixing means is fixed to the second clutch member and adjusts a relative rotational position with respect to at least one of the other end of the intermediate torsion bar and the second torsion bar. A holding member that supports the holding member; and a joining unit that non-rotatably joins the holding member to at least one of the other end of the intermediate torsion bar and the second torsion bar. The other end of the torsion bar is spline-coupled, and an intermediate member is provided between the holding member and the second torsion bar to spline-couple the holding member and the second torsion bar. The intermediate member and the holding member may be fixed by fixing means that cannot change the fixed state. The first fixing means can be configured in the same manner as described above.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the stabilizer control device configured as described in claims 1 to 3, the first torsion bar and the second torsion bar are joined in a state where the switching means is held at the coupling position. The bar is in a neutral position with no left-right difference with respect to the mounting position on the suspension member, and no torsion occurs when the vehicle is stopped or when running straight. Therefore, the torsional rigidity of the stabilizer can be switched smoothly.

  Furthermore, if the joining means is provided with an intermediate member as described in claim 4, the second torsion bar and the switching means can be joined at an arbitrary rotational position, so that the structure can be simplified. it can. In addition, since the optimal shape and material for joining can be selected, processing and assembly are facilitated.

  Further, in the stabilizer control device configured as described in claims 5 to 7, the first torsion bar, the second torsion bar, and the intermediate torsion bar are joined in a state where the switching means is held in the coupling position. Therefore, it is possible to prevent a difference between the left and right attachment positions of the torsion bar to the suspension member and to smoothly switch the torsional rigidity. In addition, when switching to the connecting position when the vehicle is stopped and when the vehicle is traveling in a straight line, the intermediate torsion bar is not twisted, so that adjustment by the conventional driving means is unnecessary.

  Furthermore, if it is set as the joining means provided with the intermediate member as described in claim 8, since the joining of the intermediate torsion bar and the switching means can be performed at an arbitrary rotational position, the structure can be simplified. . In addition, since the optimal shape and material for joining can be selected, processing and assembly are facilitated.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a stabilizer control device according to an embodiment of the present invention. The stabilizer control device is disposed between left and right wheels of a vehicle and is connected to one wheel and a first torsion bar TB1 connected to the other wheel. Second torsion bar TB2 and switching means KR for switching between the connected position and the open position. The switching means KR includes clutch means CLM formed by disposing the first clutch member CL1 and the second clutch member CL2 so as to face each other, and the clutch means CLM allows the relative movement between the first torsion bar TB1 and the second torsion bar TB2. The first torsion bar TB1 and the second torsion bar TB2 are joined to the switching unit KR in a state where the position is adjusted and the coupling position of the switching unit KR is set and held at the coupling position after the setting.

  The switching means KR includes a slide member SLM that is fixed to the first clutch member CL1 and moves in the axial direction, a drive means DRM that drives the slide member SLM in the axial direction, and a first clutch member that is fixed to the slide member SLM. The CL1 is provided with a rotation prevention means SPM that restricts movement in the rotational direction and allows axial movement, and a housing (outer cylinder OTP) that fixes the rotation prevention means SPM and fixes the drive means DRM. Can do. The housing is fixed to the first torsion bar TB1 by the first fixing means, and the second clutch member CL2 is fixed to the second torsion bar TB2 by the second fixing means.

  As said 1st fixing means, it is good to set it as the fixing means which cannot change a fixed state, for example, welding or caulking joining. On the other hand, as the second fixing means, a holding member that is fixed to the second clutch member CL2 and supports the second torsion bar TB2 so that the relative rotational position thereof can be adjusted (this will be described later with reference to FIGS. 6 to 8). The holding member can be configured to be joined to the second torsion bar TB2 in a non-rotatable manner (spline coupling means or the above-described fixing means).

  In addition, as the switching means KR of the present embodiment, a meshing clutch mechanism in which a first clutch member CL1 and a second clutch member CL2 having a plurality of meshing teeth with tapered tooth surfaces are arranged to face each other is used. The first clutch member CL1 and the second clutch member CL2 have planes opposed in the axial direction, and trapezoidal teeth or triangular teeth are formed on each of the opposed planes at regular intervals along the circumference. A so-called tooth clutch is formed. These configurations will be described in detail later with reference to FIGS. 4 and 5.

  Further, in the stabilizer control device provided with the intermediate torsion bar as shown by the broken line in FIG. 1, for example, the housing (outer cylinder OTP) is fixed to the first torsion bar TB1 by the first fixing means, and the second clutch member CL2 Are fixed to the second torsion bar TB2 together with the intermediate torsion bar by the second fixing means, and there are various modes, which will be described in detail with reference to FIGS.

  FIG. 2 shows a control system including a stabilizer control device according to an embodiment of the present invention, and stabilizer control devices STBf and STBr are provided in a vehicle. The stabilizer control devices STBf and STBr are provided with switching actuators KAf and KAr for switching torsional rigidity. The switching actuators KAf and KAr are controlled by a stabilizer electronic control unit ECU1. A manual switch MS is connected to the stabilizer electronic control unit ECU1, and the torsional rigidity of the stabilizer control devices STBf and STBr can be switched by a driver's switch operation.

  The electronic control unit ECU1 for stabilizer is connected to a communication bus, and processing information and sensor signals in the electronic control units (brake system electronic control unit ECU2 and instrument panel system electronic control unit ECU3) of other control systems via this communication bus. Can be shared. Further, the communication bus includes a steering angle sensor SA for detecting the steering angle δsw of the steering wheel SW, a longitudinal acceleration sensor GX for detecting the longitudinal acceleration Gx of the vehicle, a lateral acceleration sensor GY for detecting the lateral acceleration Gy of the vehicle, A yaw angular velocity sensor YR that detects the yaw angular velocity Yr of the vehicle is connected, and is configured to provide sensor signal information to each electronic control unit.

  Each wheel WHxx (subscript “xx” represents each wheel, “fr” means a right front wheel, “fl” means a left front wheel, “rr” means a right rear wheel, and “rl” means a left rear wheel), Wheel speed sensors WSxx are disposed and connected to the brake system electronic control unit ECU2, and a rotation speed of each wheel, that is, a pulse signal having a pulse number proportional to the wheel speed is input to the brake system electronic control unit ECU2. It is comprised so that. Then, in the brake system control unit ECU2, the vehicle front-rear speed (vehicle speed) V is calculated based on the wheel speed signal Vwxx from the wheel speed sensor WSxx.

  The stabilizer control devices STBf and STBr are attached to the vehicle body by the mount MTxx. When different stroke inputs are input to the left and right wheels, twisting occurs in the stabilizer control device, and a force (torsion spring force) for returning the twisting is generated. The stabilizer control devices STBf and STBr switch the torsional rigidity based on the operation of the manual switch MS or the traveling state of the vehicle calculated from the sensor signal. 2 shows a case where the stabilizer control device is provided between the left and right front wheels and between the left and right rear wheels, it may be configured to be provided at least one of these.

  The front wheel stabilizer control device STBf disposed between the left and right front wheels is configured as shown in FIG. 3, and a torsion bar TBfl (hereinafter referred to as a left front wheel torsion bar) connected to the left front wheel is the second torsion bar described above. A torsion bar TBfr (hereinafter referred to as a right front wheel torsion bar) connected to the right front wheel corresponds to TB2 and corresponds to the first torsion bar TB1 described above. The front wheel stabilizer control device STBf includes a left front wheel torsion bar TBfl, a right front wheel torsion bar TBfr, and a switching actuator KAf. The right front wheel torsion bar TBfr is connected to the suspension member of the right front wheel at the end CNfr, and is joined to the outer cylinder OTP of the switching actuator KAf at the end A. On the other hand, the left front wheel torsion bar TBfl is connected to the suspension member of the left front wheel at the end CNfl, and is joined to the outer cylinder OTP of the switching actuator KAf at the end B.

  Since the rear wheel stabilizer control device STBr has the same configuration, the front wheel stabilizer control device STBf will be described in the following description. The subscript “f” represents the front wheel, and “r” represents the rear wheel. Then, if the subscript “f” used for the description of the front wheel stabilizer control device STBf is changed to the subscript “r”, the rear wheel stabilizer control device STBr will be described. Further, in the following description, the “rotation direction” simply (without limitation) means the rotation direction of the torsion that generates the torsion spring force of the stabilizer control device, and the “axial direction” means the stabilizer. It means the axial direction with respect to the twist of the control device.

  The switching actuator KAf corresponds to the switching means KR in FIG. 1 and is provided with a clutch means CLM and a driving means DRM for driving the clutch means, and the torsional rigidity of the stabilizer control device STBf is changed by switching the coupling position and the release position of the clutch means CLM. Change over. One clutch member (first clutch member) CL1 of the clutch means CLM is fixed to the slide member SLM, guided by a rotation preventing means SPM fixed to the outer cylinder OTP, and movable in the axial direction, and the other clutch member (Second clutch member) The connection position or the release position with CL2 is set. Second clutch member CL2 is coupled to end B of left front wheel torsion bar TBfl.

  When the clutch means CLM is in the released position, the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr are separated from each other, and the stabilizer control device STBf does not have torsional rigidity. On the other hand, when the clutch means CLM is in the coupling position, the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr are connected via the switching actuator KAf, and thus have torsional rigidity.

  The drive means DRM of the present embodiment is means for driving the clutch means CLM, and can use a known actuator using an electric (rotation) motor, a linear motor, hydraulic pressure, air pressure, electromagnetic force or the like. The clutch means CLM is a means that has a coupling position and an opening position and can be selectively switched, and uses a meshing clutch described below. The anti-rotation means SPM is a means for restricting the movement in the rotational direction of the first clutch member CL1 fixed to the slide member SLM and allowing the axial movement, and known rotations such as keys, splines, serrations, and ball splines. A stop mechanism can be used.

  Next, the clutch means CLM is a means for switching the connection position and the release position, and is constituted by, for example, a meshing clutch shown in FIGS. As the meshing clutch, by using a tooth clutch having a trapezoidal or triangular plurality of teeth having a tooth surface with a tapered tooth surface having a predetermined angle (hereinafter referred to as a meshing angle) α, the clutch means CLM can be reliably connected. it can. That is, since it has a plurality of continuous meshing teeth, even if the connection at the position to be switched to the coupling position is missed when torsion is applied to the stabilizer control device by the roll motion of the vehicle, Can be connected.

  In particular, as shown in FIGS. 4 and 5, by using a tooth clutch having a trapezoidal or triangular tooth shape having a tapered tooth surface with a meshing angle α, there is a possibility that the convex portions of the clutch members CL1 and CL2 contact each other. The clutch member can be engaged if there is little movement in the rotational direction. Further, when meshing with a slight displacement difference in the rotational direction, the tooth profile has the meshing angle α, and therefore the meshing of the clutch means CLM can be reliably ensured by the pressing force of the slide member SLM.

  The tooth clutch is a clutch means that is connected in stages according to the pitch of the meshing teeth. When such a clutch means is used, the clutch means can be coupled even if the position is slightly shifted in the rotational direction as described above. However, for smooth switching of the clutch means, it is desirable that the positions of the convex portions and the concave portions of the meshing teeth correspond to each other when the vehicle is stopped or travels straight ahead.

  Next, referring to FIG. 6, the switching actuator KAf, the left front wheel torsion bar TBfl, and the right front wheel in a state where the convex portions and the concave portions (tooth tip and bottom of the tooth clutch) of the clutch means are properly positioned. A means for joining the torsion bar TBfr will be described. First, the first clutch member CL1 fixed to the slide member SLM is guided by the rotation preventing means SPM fixed to the outer cylinder OTP as the housing, and is driven forward in the axial direction to the coupling position of the clutch means CLM. Then, the second clutch member CL2 fixed to the holding member STM is engaged with the first clutch member CL1. In this state, the end portions of the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr so that the positions of the end CNfl of the left front wheel torsion bar TBfl and the end CNfr of the right front wheel torsion bar TBfr shown in FIG. The joints A and B with the switching actuator KAf are positioned and joined by fixing means that cannot change the fixed state, such as welding or caulking. WL1 and WL2 in FIG. 6 indicate welds.

  As the joining means, in addition to the above-described fixing means, it is also possible to apply spline coupling means as shown in FIGS. 7 to 10 or means having an intermediate member interposed therebetween. 7 and 8, the joint B at the end of the left front wheel torsion bar TBfl is shown. In FIGS. 9 and 10, the joint A at the end of the right front wheel torsion bar TBfr is shown. First, in FIG. 7, a spline AS1 is formed at the end of the left front wheel torsion bar TBfl, and the spline AS1 is press-fitted and joined to a holding member STM in which a spline hole that can be fitted to the spline AS1 is formed.

  When a material that is difficult to weld, such as spring steel, is used as the left front wheel torsion bar TBfl, an intermediate member TYB shown in FIG. 8 is used. In FIG. 8, a spline AS1 is formed at the end of the left front wheel torsion bar TBfl, and the spline AS1 is press-fitted into the intermediate member TYB in which a spline hole that can be fitted to the spline AS1 is formed, and the intermediate member TYB and the holding member STM are Welded (welded portion WL3). Further, when joining by caulking instead of welding, the intermediate member TYB may be formed of a material suitable for caulking.

  Since the intermediate member TYB can be formed into a shape that can be easily joined in a welding or caulking process, it is suitable for mass production. In addition, torque transmission between the left front wheel torsion bar TBfl and the intermediate member TYB is performed by spline coupling, and if the joint part (welded part or caulking part) is a large part in the radial direction (a part away from the central axis), the torque strength is increased. Is advantageous. Since spline coupling is a stepwise position selection based on the spline tooth pitch, the accuracy of the relative rotational position of the spline portions of the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr at the meshing position of the clutch means CLM. Is required. On the other hand, since joining by welding or caulking can arbitrarily select a rotational position, a simple structure can be achieved.

  On the other hand, in FIG. 9, a spline is formed at the end of the right front wheel torsion bar TBfr, and the right front wheel torsion bar TBfr (spline thereof) is press-fitted into the outer cylinder OTP formed with a spline hole that can be fitted to the spline. Are joined. When a material that is difficult to weld, such as spring steel, is used as the right front wheel torsion bar TBfr, an intermediate member TYB2 shown in FIG. 10 is used. In FIG. 10, a spline is formed at the end of the right front wheel torsion bar TBfr, and the right front wheel torsion bar TBfr (spline thereof) is press-fitted into the intermediate member TYB2 in which a spline hole that can be fitted with the spline is formed. TYB and outer cylinder OTP are welded. Further, when joining by caulking instead of welding, the intermediate member TYB2 may be formed of a material suitable for caulking.

  Incidentally, after the left front wheel torsion bar TBfl corresponding to the second torsion bar TB2 in FIG. 1 is joined to the switching actuator KAf (the holding member STM) corresponding to the switching means KR, the switching actuator KAf is held in the coupling position. In this state, the right front wheel torsion bar TBfr corresponding to the first torsion bar TB1 may be joined to the switching actuator KAf (the outer cylinder OTP thereof). Alternatively, after the right front wheel torsion bar TBfr is joined to the outer cylinder OTP of the switching actuator KAf, the switching actuator KAf is held at the coupling position, and in this state, the left front wheel torsion bar TBfl is joined to the holding member STM of the switching actuator KAf. It is good to do.

  As described above, since the left front wheel torsion bar TBfl and the switching actuator KAf are positioned and joined together when the clutch means CLM is in the coupling position, the torsion bar end CNfl fixed to the suspension member and The relative position of CNfr is appropriately determined. Therefore, when the clutch means CLM is in the coupled position, the positions of the ends CNfl and CNfr coincide when the vehicle is stopped or traveling straight, and the stabilizer control device unnecessarily generates a torsion spring force. There is no. Further, even when the clutch means CLM is in the released position, the convex portion and the concave portion of the clutch means CLM are in an appropriate positional relationship, so that the switching from the opened position to the connected position can be performed smoothly.

  In the configuration of FIG. 3, when the clutch means CLM is in the disengaged position, the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr are not connected, and therefore the stabilizer control device STBf does not have torsional rigidity. . On the other hand, as shown in FIG. 11, if the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr are connected via the intermediate torsion bar TBfc, the stabilizer is provided even when the clutch means CLM is in the disengaged position. The control device STBf has torsional rigidity.

  In the embodiment shown in FIG. 11, since the clutch means CLM is positioned by the intermediate torsion bar TBfc when the clutch means CLM is switched to the coupling position, the clutch means CLM at a neutral position between the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr. The position can be accurately changed. Further, even if the clutch means CLM fails at the disengaged position, the stabilizer control device STBf can maintain the torsional rigidity. Also in the configuration of FIG. 11, the left front wheel torsion bar TBfl with the clutch means CLM meshed at the coupling position in order to prevent the relative position difference between the stabilizer bar ends CNfl and CNfr attached to the suspension member. And the switching actuator KAf must be positioned and joined.

  In the stabilizer control device STBf having the intermediate torsion bar TBfc as described above, the joining of the left front wheel torsion bar TBfl, the right front wheel torsion bar TBfr, and the intermediate torsion bar TBfc will be described with reference to FIG. Similar to FIG. 6 described above, the first clutch member CL1 is driven forward in the axial direction to the coupling position of the clutch means CLM, and the second clutch member CL2 fixed to the holding member STM movable by the drive means DRM is One clutch member CL1 is engaged. Next, the intermediate torsion bar TBfc integrated with the right front wheel torsion bar TBfr is inserted into the outer cylinder OTP and the holding member STM, and the end of the left front wheel torsion bar TBfl is fitted to the intermediate torsion bar TBfc. In this state, the end CNfl of the left front wheel torsion bar TBfl and the end CNfr of the right front wheel torsion bar TBfr are positioned so as to coincide with each other, and the left front wheel torsion bar TBfl, right front wheel torsion bar TBfr and intermediate torsion bar TBfc are positioned. Are joined by, for example, welding, caulking or the like at joints C and D of the switching actuators KAf. WL4, WL5, and WL6 in FIG. 12 indicate welds.

  Here, the intermediate torsion bar TBfc is integrated with the right front wheel torsion bar TBfr, but the space between the welds WL4 and WL5 (or WL6) is referred to as the intermediate torsion bar TBfc. In FIG. 12, the welded parts WL5 and WL6 are separate joints, but these joints can be brought close together and joined by a single welding or caulking process. As the joining means of the joining portions C and D, it is possible to apply a spline joining means as shown in FIGS. 7 to 10 or a means having an intermediate member interposed therebetween. However, in the configuration having the intermediate torsion bar TBfc, when both ends thereof are splined, there is a restriction that positioning in the rotational direction becomes stepwise depending on the pitch of the spline and the pitch of the meshing teeth of the clutch means CLM. is there. Therefore, the accuracy of the relative rotational position of the spline at both ends of the intermediate torsion bar TBfc when the clutch means CLM is in the coupling position is required. In this case, if the joining means by welding or caulking through the intermediate member as described with reference to FIGS. 8 and 10 is applied to the joining of one end of the intermediate torsion bar TBfc, the rotation Directional positioning can be set arbitrarily.

  FIG. 13 shows joining means at both ends of the intermediate torsion bar TBfc. First, the first clutch member CL1 is switched to the coupling position, and the second clutch member CL2 is engaged with the first clutch member CL1. Next, the intermediate torsion bar TBfc splined to the holding member STM (AS4) is inserted into the outer cylinder OTP constituting the housing, and similarly splined to the lid member CVR constituting the housing (AS5). The intermediate torsion bar TBfc is in a rotational position where the clutch members CL1 and CL2 are engaged with each other, and the lid member CVR and the outer cylinder OTP are joined by welding or caulking at this position (welded portion WL7). . Further, the end portions of the left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr and the switching actuator KAf are arranged so that the positions of the end CNfl of the left front wheel torsion bar TBfl and the end CNfr of the right front wheel torsion bar TBfr coincide with each other. The joints C and D are positioned and joined (welded parts WL8 and WL9. Furthermore, when the spline coupling shown in FIG. 8 is used together, AS6 and AS7).

  The end portion of the intermediate torsion bar TBfc is splined by press-fitting, but as shown in FIG. 14, a constricted portion can be formed to constitute a retaining mechanism using pins PN or bolts. Thus, even when the clutch means CLM is connected, the intermediate torsion bar TBfc is not twisted. Therefore, when the clutch means CLM is switched to the connected position, the drive means DRM applies a twist to the intermediate torsion bar TBfc. There is no need for wasted power. Furthermore, since the stabilizer control device STBf is not in a twisted state when the vehicle is stopped or travels straight, the clutch means CLM can be switched smoothly.

  In FIG. 13, the left front wheel torsion bar TBfl, the right front wheel torsion bar TBfr, and the intermediate torsion bar TBfc are independent torsion bars. The joining of the left front wheel torsion bar TBfl, right front wheel torsion bar TBfr, intermediate torsion bar TBfc and switching actuator KAf in this case will be described below.

  As described above, the clutch means CLM is brought into the coupling position, and first, both end portions thereof are joined to the switching actuator KAf by welding, caulking, spline coupling or the like so that the intermediate torsion bar TBfc is not twisted. The left front wheel torsion bar TBfl and the right front wheel torsion bar TBfr are joined to the switching actuator KAf provided with the intermediate torsion bar TBfc. At the time of joining, as described above, the end CNfl of the left front wheel torsion bar TBfl and the end CNfr of the right front wheel torsion bar TBfr are positioned so as to coincide with each other, and the left front wheel torsion bar TBfl and the right front wheel torsion bar The end of TBfr is joined to the switching actuator KAf.

  In the above embodiment, the aspect using the tooth clutch as the clutch means CLM has been described, but it is also possible to use a clutch means (pin, spline, etc.) that forms a stepped connection state.

It is a block diagram of the stabilizer control apparatus containing the structural example of the switching means which concerns on this invention. It is a block diagram showing a control system provided with a stabilizer control device concerning one embodiment of the present invention. FIG. 3 is a configuration diagram illustrating a front wheel side stabilizer control device in FIG. 2. It is a side view which shows the tooth clutch which has a trapezoid tooth shape as a clutch means with which it uses for one Embodiment of this invention. It is a side view which shows the tooth clutch which has a triangular tooth profile as a clutch means with which it uses for one Embodiment of this invention. It is a fragmentary sectional view showing an example which joins a change actuator and a torsion bar in the state where clutch means was positioned appropriately in one embodiment of the present invention. It is an expanded sectional view which shows the joining means which spline-couples a clutch means and a torsion bar in one Embodiment of this invention. It is an expanded sectional view which shows the joining means which joins a clutch means and a torsion bar in one Embodiment of this invention using an intermediate member. It is an expanded sectional view which shows the joining means which spline-couples an outer cylinder and a torsion bar in one Embodiment of this invention. It is an expanded sectional view showing joining means which joins an outer case and a torsion bar using an intermediate member in one embodiment of the present invention. It is a block diagram which shows the stabilizer control apparatus which concerns on other embodiment of this invention. FIG. 12 is a partial cross-sectional view illustrating an example of joining a left front wheel torsion bar, a right front wheel torsion bar, and an intermediate torsion bar in the stabilizer control device of FIG. 11. FIG. 12 is a partial cross-sectional view showing another example of joining a left front wheel torsion bar, a right front wheel torsion bar, and an intermediate torsion bar in the stabilizer control device of FIG. 11. It is an expanded sectional view which shows the means to join the edge part of an intermediate | middle torsion bar using the retaining mechanism in other embodiment of this invention.

Explanation of symbols

TB1 First torsion bar TB2 Second torsion bar KR Switching means KA Switching actuator DRM Driving means STBf, STBr Stabilizer control device KAf, KAr Switching actuator ECU1 Stabilizer electronic control unit MS Manual switch SW Steering wheel GX Longitudinal acceleration sensor GY Lateral acceleration sensor YR Yaw angular velocity sensor TBfr Right front wheel torsion bar TBfl Left front wheel torsion bar TBfc Intermediate torsion bar TYB, TYB2 Intermediate member CLM Clutch means CL1 First clutch member CL2 Second clutch member SPM Non-rotating means OTP Outer cylinder (housing)
SLM slide member

Claims (8)

  In a stabilizer control device for controlling torsional rigidity of a stabilizer disposed between left and right wheels of a vehicle, a first torsion bar connected to one wheel of the vehicle and a second connected to the other wheel of the vehicle. A torsion bar; and a switching unit that is joined to the first torsion bar and the second torsion bar, and that switches a connection position and an open position of the first torsion bar and the second torsion bar. The stabilizer control device, wherein a relative position between the first torsion bar and the second torsion bar is adjusted while being held at the connection position.   The switching means includes clutch means in which a pair of clutch members of a first clutch member and a second clutch member are arranged to face each other, and the clutch means causes the first torsion bar and the second torsion bar to move between each other. The stabilizer control device according to claim 1, wherein the stabilizer control device is configured to switch between a connection position and an open position.   The switching means rotates with respect to the first clutch member fixed to the first clutch member, an axially moving slide member, a driving means for driving the slide member in the axial direction, and the first clutch member fixed to the slide member. An anti-rotation means for restricting the movement in the direction and allowing axial movement; and a housing for fixing the anti-rotation means and fixing the driving means. The housing is attached to the first torsion bar by the first fixing means. 3. The stabilizer control device according to claim 2, wherein the second clutch member is fixed to the second torsion bar by a second fixing means.   The second fixing means is fixed to the second clutch member and supports the second torsion bar so that the relative rotational position of the second torsion bar can be adjusted, and the holding member cannot be rotated with respect to the second torsion bar. A joining means for joining, the joining means comprising an intermediate member interposed between the holding member and the second torsion bar and spline-joining the holding member and the second torsion bar, 4. The stabilizer control device according to claim 3, wherein the intermediate member and the holding member are fixed by fixing means incapable of changing the fixed state.   In a stabilizer control device for controlling torsional rigidity of a stabilizer disposed between left and right wheels of a vehicle, a first torsion bar connected to one wheel of the vehicle and a second connected to the other wheel of the vehicle. A torsion bar, an intermediate torsion bar disposed between the first torsion bar and the second torsion bar, the first torsion bar and the second torsion bar, and the first torsion bar; Switching means for switching between a connection position and an opening position with the second torsion bar, and the first torsion bar, the second torsion bar, and the intermediate torsion bar with the switching means held at the connection position. A stabilizer control device, wherein the relative position is adjusted.   The switching means includes clutch means in which a pair of clutch members of a first clutch member and a second clutch member are arranged to face each other, and the clutch means causes both ends of the intermediate torsion bar, the first torsion bar, 6. The stabilizer control device according to claim 5, wherein the stabilizer control device is configured to switch a connection position and an open position with the second torsion bar.   The switching means rotates with respect to the first clutch member fixed to the first clutch member, an axially moving slide member, a driving means for driving the slide member in the axial direction, and the first clutch member fixed to the slide member. An anti-rotation means for restraining the movement in the direction and allowing axial movement; and a housing for fixing the anti-rotation means and fixing the driving means. The housing is fixed to one end of the intermediate torsion bar by the first fixing means. And the second clutch member is fixed to the other end of the intermediate torsion bar and at least one of the second torsion bars by a second fixing means. The stabilizer control device according to claim 6. The second fixing means is fixed to the second clutch member, and a holding member that supports the other end of the intermediate torsion bar and at least one of the second torsion bar so that the relative rotational position can be adjusted, and the holding member Is joined to at least one of the other end of the intermediate torsion bar and at least one of the second torsion bars in a non-rotatable manner, and the joining means is splined between the holding member and the other end of the intermediate torsion bar. And an intermediate member interposed between the holding member and the second torsion bar to spline-couple the holding member and the second torsion bar, and changing the fixed state of the intermediate member and the holding member The stabilizer control device according to claim 7, wherein the stabilizer control device is fixed by an impossible fixing means.

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