JP2009113531A - Stabilizer control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide switching means for surely switching by simple and inexpensive structure in a stabilizer control device provided with the switching means being interposed between a support part of a stabilizer bar to a vehicle body and the vehicle body, and switching between two positions of free-to-expand/contract position and hold position. <P>SOLUTION: The switching means is provided with a housing 10 being supported on one of the vehicle body VB and the support part (a mount FM1), a rod 20 being accommodated in the housing and having a screw shaft 21, one end of the rod being supported on the other of the vehicle body and the support part, and a nut 30 being engaged with the screw shaft 21 and held rotatably with respect to the housing 10, the nut 30 whose axial movement with respect to the housing being restricted. An electromagnetic clutch mechanism 50 performs switching between these two positions of the free position to permit the rotation of the nut with respect to the housing and the hold position to restrain the rotation. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a stabilizer control device for a vehicle, and more particularly to a stabilizer control device that can suppress rolling motion of a vehicle by a stabilizer bar supported between left and right wheels of the vehicle.

  As a device for suppressing rolling motion of a vehicle, a stabilizer device in which a torsion bar is disposed between left and right wheels of the vehicle is generally known. According to this, when a relative displacement difference is generated in the suspension stroke between the left and right wheels, it acts as a torsion spring, and the rolling motion of the vehicle can be suppressed. For example, the following Patent Document 1 aims to provide a “rigidity switching type stabilizer device that prevents the vehicle posture from becoming unstable when the movable cylinder is locked”. A small rod and an oil hole are drilled in the cylinder body of a single rod type movable cylinder at both ends and neutral positions of the piston stroke area, and both the small hole and the oil hole communicate with an accumulator through an oil passage. A device is proposed in which an external pilot operated type operation check valve for controlling the flow of oil toward the accumulator is provided in the oil passage from the engine.

  Patent Document 2 below is not an invention related to a stabilizer device, but aims to provide a “vehicle suspension device capable of controlling not only the axial direction but also the force around the shaft”. A first force generating means for generating an axial force and a second force generating means for generating a force around the axis are provided. It is described that the force around the axis can be controlled, and the functions can be diversified, for example, by controlling the angle of the wheel.

Japanese Patent Publication No. 7-77846 JP 2005-106106 A

  The device described in the above-mentioned Patent Document 1 relates to a hydraulically driven stabilizer device, and is a complicated and expensive device that requires a separate fluid pressure source. For example, an accumulator for adjusting the oil amount, a valve, and hydraulic piping are required, and the mounting space is required, resulting in a large size.

  On the other hand, the vehicle suspension device described in the above-mentioned Patent Document 2 is a countermeasure taken against a problem peculiar to the suspension device, and cannot be applied to the stabilizer device described in the above-mentioned Patent Document 1 as it is. .

  Accordingly, the present invention provides a stabilizer control device having a simple and inexpensive structure that includes a switching means that is interposed between a support portion of a stabilizer bar for a vehicle body and the vehicle body and switches between two positions of a free state of extension and a hold state. It is an object of the present invention to provide switching means that can be switched reliably.

  In order to achieve the above object, a stabilizer control device according to the present invention, as claimed in claim 1, supports both ends of the vehicle on the left and right wheels of the vehicle and supports the vehicle body with at least two support portions of the intermediate portion. A stabilizer bar, and a stabilizer control device comprising switching means for switching between two positions, a telescopic free state and a holding state, interposed between one of the support portions of the stabilizer bar to the vehicle body and the vehicle body. Means for supporting the housing on one of the vehicle body and the support; a rod housed in the housing, having one end supported on the other of the vehicle body and the support and having a screw shaft; and a screw on the screw shaft of the rod. A nut that is rotatably supported with respect to the housing and that is restricted from moving in an axial direction relative to the housing, and a nut that rotates relative to the housing. Is obtained by a further comprising an electromagnetic clutch mechanism for switching the 2 position of the holding state to prevent rotation relative to the housing of the free state and the nut to permit.

  The stabilizer control device may include a bearing fixed at a predetermined position in the axial direction in the housing and rotatably holding the nut with respect to the housing. In addition, it is good to use a rolling bearing as said bearing.

  Furthermore, as defined in claim 3, the housing is supported by the vehicle body, one end of the rod is supported by a support portion of the stabilizer bar, and the nut is screwed to a screw shaft of the rod. The electromagnetic clutch mechanism is fixed to the nut so as to be opposed to the electromagnetic coil portion and the electromagnetic coil portion housed in the housing so as to surround the rod. It is preferable to include an intermittent member that is engaged when the electromagnetic coil portion is excited and is released when the electromagnetic coil portion is not excited. In addition to the above, as described in claim 4, it is preferable to include a biasing means that is accommodated in the housing and supported so as to bias the other end of the rod toward the vehicle body.

  Further, in the stabilizer control device, as described in claim 5, an electric motor which has a motor coil fixed in the housing so as to surround the nut, and rotates around the rod using the nut as a rotor. A motor may be provided.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the stabilizer control device configured as described in claim 1, a housing that is supported by one of the vehicle body and the support portion, and a screw shaft that is housed in the housing and that supports one end on the other of the vehicle body and the support portion. And a nut that engages with the screw shaft and is rotatably held with respect to the housing, and is controlled to move in the axial direction relative to the housing, and is free to allow rotation of the nut relative to the housing by an electromagnetic clutch mechanism. Since it is configured to switch between the two positions of the state and the holding state that prevents the nut from rotating relative to the housing, the two positions of the stabilizer bar can be easily and smoothly switched to the rolling state. While suppressing the movement, it is possible to improve tire ground contact and improve rough road running. In particular, there is no need for a separate fluid pressure source such as a hydraulic pump, and there is no need to be concerned about flow rate correction due to changes in oil temperature or changes in characteristics due to changes in oil viscosity.

  In particular, when configured as described in claim 2, the nut can be held smoothly and rotatably with respect to the housing with a simple structure. In addition, if a rolling bearing is used as said bearing, it can be comprised easily and cheaply. Furthermore, if comprised as claimed in claim 3, the rod can move smoothly in the axial direction. According to the fourth aspect of the present invention, since the other end of the rod is urged toward the vehicle body by the urging means, it is ensured that the rod remains in the state of being moved downward by the weight of the stabilizer bar. It can be avoided.

  Further, if configured as described in claim 5, it is possible to control the presence or absence of resistance to the axial movement of the rod, the attenuation of the roll in the middle speed range of the vehicle, the adjustment of the roll speed, etc. It is possible to achieve both improvement in riding comfort such as road running performance.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an overall configuration of a stabilizer control device according to an embodiment of the present invention. Both ends of a stabilizer bar FB are supported by wheels FR and FL on the left and right front sides of a vehicle, and an intermediate portion thereof is usually supported at two locations. Is supported by a vehicle body (not shown) via mounts FM1 and FM2. In the present embodiment, a switching means FS is interposed between one of these support portions (in this embodiment, the mount FM1) and the vehicle body. As will be described later, according to electric control by the controller CT. Thus, the position can be switched between two positions: a free state of expansion and contraction and a holding state.

  Similarly, both ends of the stabilizer bar RB are supported by the left and right rear wheels RR and RL of the vehicle, and an intermediate portion thereof is supported by the vehicle body via mounts RM1 and RM2 at two support portions. Switching means RS is interposed between the vehicle body. Since the switching means FS and RS have the same configuration, the former structure will be described below with reference to FIG. It should be noted that only one of the switching means FS and RS may be provided, or it may be provided on all mounts.

  In FIG. 2, the switching means FS has a housing 10 supported by a vehicle body (indicated by VB), a rod 20 accommodated in the housing 10, and one end of the rod 20 screwed into a mount FM1 (support portion). . The mount FM1 is fixed around the stabilizer bar FB via a bush BS as a buffer member. The housing 10 includes a cylindrical cylinder 11 and a stepped cylinder 12 joined thereto, and the latter end is supported by the vehicle body VB. A male screw is formed at an intermediate portion of the rod 20 to form a screw shaft 21, and a locking plate 22 is fixed to the other end of the rod 20.

  Further, a nut 30 is accommodated in the cylinder 11 of the housing 10, and movement in the axial direction with respect to the housing 10 is restricted and held rotatably with respect to the housing 10 (the cylinder 11 thereof). Specifically, as shown in FIG. 2, the nut 30 is screwed onto the screw shaft 21 of the rod 20 via a plurality of balls 31, and a ball screw mechanism is configured together with the screw shaft 21. Note that the present invention is not limited to this ball screw mechanism, and has a so-called forward and reverse efficiency (efficiency in which torque is transmitted from the output side to the input side) such as a triangular screw, a square screw, and a round screw. I just need it. The nut 30 is rotatably held with respect to the housing 10 (the cylinder 11 thereof) via rolling bearings (hereinafter simply referred to as bearings) 41 and 42, and axial movement is prevented by the snap ring 43. Therefore, when the nut 30 is in a state where it can freely rotate, when a force in the axial direction (vertical direction in FIG. 2) is applied to the rod 20, the ball 31 advances while rolling between the screw shaft 21 and the nut 30, The nut 30 rotates once for the axial movement corresponding to the pitch of the screw shaft 21. In this manner, the rod 20 can smoothly move in the axial direction due to the presence of the plurality of balls 31.

  Further, an electromagnetic clutch mechanism 50 is accommodated in the cylinder 11 of the housing 10 adjacent to the nut 30. The electromagnetic clutch mechanism 50 includes an electromagnetic coil portion 51 housed in the cylinder 11 so as to surround the rod 20, and an intermittent member 52 fixed to the nut 30 so as to face this axial end surface. The unit 51 is configured to be engaged when excited, and disengaged when not excited. The intermittent member 52 has a stator 53 fixed to the nut 30 and a mover 54 that switches between a friction engagement state and an open state in response to excitation / non-excitation of the electromagnetic coil portion 51. The leaf springs (not shown) are rotatably connected to each other. When the electromagnetic coil unit 51 is not excited, a gap is formed between them, and the stator 53 (nut 30) and the mover 54 are opened without frictional engagement, and the electromagnetic coil unit 51 is excited. Sometimes the stator 53 and the mover 54 are in frictional engagement. The stator 53 and the mover 54 are opened when the electromagnetic coil unit 51 is excited, and the stator 53 and the mover 54 are in frictional engagement when the electromagnetic coil unit 51 is not excited. It is good as well.

  On the other hand, the bracket 13 is accommodated in the stepped cylinder 12 of the housing 10, and the tip thereof is formed so as to be locked to the locking plate 22 fixed to the other end of the rod 20, and moves upward in FIG. 2. And is arranged so as to restrict the downward movement. A return spring 60 is stretched between the base end portion of the bracket 13 and the upper end portion of the electromagnetic clutch mechanism 50 as urging means. The return spring 60 functions as an urging means for urging the other end of the rod 20 (on the locking plate 22 side) in the vehicle body direction (upward in FIG. 2), and is normally held at the initial position shown in FIG. It is configured as follows.

  The operation of the stabilizer control device having the above configuration will be described. When the electromagnetic clutch mechanism 50 is turned on by the controller CT (FIG. 1) and the electromagnetic coil unit 51 is excited, the stator 53 and the mover 54 are moved. The friction engagement state is established, and the nut 30 is switched to a holding state that prevents the rotation of the nut 30 with respect to the housing 10 (the cylinder 11 thereof). Therefore, the rod 20 is restrained from moving in the axial direction (vertical direction in FIG. 2) by the nut 30, and the stabilizer bar FB exhibits an intended stabilizer function and can suppress the rolling motion of the vehicle body.

  On the other hand, when the electromagnetic clutch mechanism 50 is in an off state and the electromagnetic coil portion 51 is in a non-excited state, the stator 53 and the mover 54 are in an open state, and the nut 30 is The cylinder 11) can rotate freely. Therefore, since the rod 20 can move freely in the axial direction (vertical direction in FIG. 2), the stabilizer bar FB does not perform the intended function, but the grounding performance of the tire is improved, so that the rough road running Can increase the sex. At this time, since the rod 20 is urged toward the vehicle body (upward in FIG. 2) by the return spring 60, it is avoided that the rod 20 remains moving downward due to the weight of the stabilizer bar FB.

  In the above stabilizer control device, the electromagnetic coil unit 51 is composed of a single coil. However, as shown in FIG. 3, the electromagnetic coil unit 51 is composed of a first coil 51a and a second coil 51b. It may be a safe specification.

  FIG. 4 relates to still another embodiment of the present invention. In addition to the above-described embodiment, an electric motor 700 is incorporated. In the present embodiment, members substantially the same as those in the above embodiment are denoted by 0 at the end of the reference number, and the description thereof is omitted. Moreover, although it has the bearing comprised by the ball screw mechanism similarly to FIG. 2, it abbreviate | omits in FIG. Thus, in the present embodiment, the electric motor that includes the motor coil 710 that is fixed in the housing 100 so as to surround the nut 300 and that rotates around the rod 200 using the nut 300 on which the magnet 720 is mounted as a rotor. 700 is configured. Furthermore, an on / off circuit that opens and closes a motor circuit (not shown) of the electric motor 700 is configured in the controller CT (FIG. 1) of the present embodiment, and the motor circuit and back electromotive force are formed by this on / off circuit. A power circuit (not shown) is turned on and off. The on-off circuit may be built in the housing 100.

  Thus, when the electromagnetic clutch mechanism 500 is turned on and the electromagnetic coil unit 510 is excited, the rod 200 is restrained from moving in the axial direction (vertical direction in FIG. 4) by the nut 300, and the stabilizer bar FB is The desired stabilizer function can be exhibited and the rolling motion of the vehicle body can be suppressed.

  On the other hand, when the electromagnetic clutch mechanism 500 is in the off state and the electromagnetic coil unit 510 is in the non-excited state, the nut 300 is in a state where it can freely rotate with respect to the housing 100. Therefore, since the rod 200 can move freely in the axial direction (vertical direction in FIG. 4), the stabilizer bar FB does not perform the desired function, but the ground contact property of the tire is improved, so that the rough road running. Can increase the sex. When the counter electromotive force circuit is turned on in this state, the counter electromotive force induced in the electric motor 700 becomes the axial resistance with respect to the rod 200. Accordingly, the rod 200 is restrained more gently than the counter electromotive force, and the speed at which the rolling motion is suppressed can be made gentle. And the impact at the time of switching the stabilizer bar FB by fixation of the rod 200 can be reduced.

  Further, when the electromagnetic clutch mechanism 500 is turned on from this state and the stabilizer function by the stabilizer bar FB is exhibited, the motor circuit is turned on and the rod 200 is driven by the driving force of the electric motor 700 until the initial position shown in FIG. It can also be controlled to return. Accordingly, in the present embodiment, the return spring 60 of FIG. 2 is not necessary, and the damping of the roll in the middle speed range of the vehicle, the adjustment of the roll speed, etc. can be made by the presence or absence of resistance to the axial movement of the rod 200. It aims to improve ride comfort such as running performance and to suppress rolling motion at high speeds.

It is sectional drawing which shows the main structures of the stabilizer control apparatus which concerns on one Embodiment of this invention. It is a perspective view showing the whole stabilizer control device concerning one embodiment of the present invention. It is sectional drawing which shows the main structures of the stabilizer control apparatus which concerns on other embodiment of this invention. It is sectional drawing which shows the main structures of the stabilizer control apparatus which concerns on other embodiment of this invention.

Explanation of symbols

FB, RB Stabilizer bar FS, RS Switching means FM1, FM2 Mount RM1, RM2 Mount 10, 100 Housing 20, 200 Rod 30, 300 Nut 41, 42 Rolling bearing 50, 500 Electromagnetic clutch mechanism 60 Return spring 700 Electric motor

Claims (5)

  A stabilizer bar that supports both ends of the vehicle on the left and right wheels of the vehicle and supports the vehicle body with at least two support portions in the middle portion, and a space between one of the support portions of the stabilizer bar to the vehicle body and the vehicle body. A stabilizer control device comprising a switching means for switching between two positions of a mounted stretchable free state and a holding state, wherein the switching means is supported on one of the vehicle body and the support portion, and the vehicle body housed in the housing is housed in the housing. And a rod having one end supported on the other end of the support portion and having a screw shaft, screwed into the screw shaft of the rod and held rotatably with respect to the housing, and axial movement with respect to the housing is restricted. A nut, a free state allowing rotation of the nut relative to the housing, and a holding state preventing rotation of the nut relative to the housing. Stabilizer control apparatus being characterized in that an electromagnetic clutch mechanism for switching the location.   The stabilizer control device according to claim 1, further comprising a bearing fixed at a predetermined position in the axial direction in the housing and rotatably holding the nut with respect to the housing.   The housing is supported by the vehicle body, one end of the rod is supported by a support portion of the stabilizer bar, and the nut is screwed to a screw shaft of the rod and is held by the housing via a rolling bearing, The electromagnetic clutch mechanism is fixed to the nut so as to be opposed to the electromagnetic coil part and to be opposed to the electromagnetic coil part, and is engaged when the electromagnetic coil part is excited. The stabilizer control device according to claim 2, further comprising an intermittent member that is disengaged when de-energized.   4. The stabilizer control device according to claim 3, further comprising an urging unit that is accommodated in the housing and is supported to urge the other end of the rod toward the vehicle body.   The stabilizer control device according to claim 1, further comprising an electric motor having a motor coil fixed in the housing so as to surround the nut, and rotating around the rod using the nut as a rotor. .

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