JP2012116262A - Stabilizer control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent wasteful consumption of power by stopping an actuator when torque required for driving the actuator becomes excessive.SOLUTION: Torque required for the rotation of an electric motor 25 is calculated by a current control permit determination section 40 from the lateral acceleration of a vehicle body (roll amount), and a rotation position (motor actual position) of the electric motor 25 while it is determined whether or not the required torque exceeds the maximum torque of the motor. When it is determined that the electric motor 25 is rotatable by the current control permit determination section 40, an instruction current is output from a motor control section 37 to a current control section 38. When it is determined that the electric motor 25 is not rotated, an output of the instruction current is stopped, and rigidity is secured by a holding force of a stabilizer 1. Thereby, it is avoided that power is wastefully consumed, and energy efficiency is improved.

Description

  The present invention relates to a stabilizer control device that is mounted on a vehicle such as an automobile and is suitable for suppressing roll motion of a vehicle body.

  Some vehicles such as automobiles are provided with a stabilizer control device in order to stabilize the posture of the vehicle body during cornering or other cornering. In recent years, in addition to the hydraulic stabilizer control device that has been developed in the past, an electric stabilizer control device that is excellent in mountability has been developed (for example, see Patent Document 1).

JP 2008-120175 A

  If rolling (roll) is to occur during turning of the vehicle, the stabilizer control device performs control to increase the torsional rigidity between the first and second stabilizer bars by driving the actuator in order to suppress the roll on the vehicle body side. However, when the roll of the vehicle body becomes excessively large, excessive torque acts on an actuator composed of, for example, an electric motor as an overload. In such a case, even if electric power is supplied to the electric motor, the motor cannot be rotationally driven, resulting in a problem that power is wasted.

  An object of the present invention is to reduce wasteful consumption of power by stopping the actuator when the torque required to drive the actuator becomes excessive, thereby improving energy efficiency. An object of the present invention is to provide a stabilizer control device which can be used.

  In order to solve the above-mentioned problems, the invention according to claim 1 is a variable stiffness that connects the first stabilizer bar, the second stabilizer bar, and each stabilizer bar, and adjusts torsional stiffness between the stabilizer bars by an actuator. And a control means for controlling the actuator, wherein the variable rigid part is a spring means for outputting a spring force corresponding to a relative rotation between the first stabilizer bar and the second stabilizer bar, and the spring means. And a resistance control unit that applies resistance to the movement of the stabilizer. The control unit includes the spring force generated by relative rotation between the first stabilizer bar and the second stabilizer bar. The actuator is driven when the total value of the resistance force is smaller than a predetermined value. It is set to.

  Further, the invention of claim 2 comprises a first stabilizer bar, a second stabilizer bar, and a variable rigidity portion that adjusts torsional rigidity by connecting the stabilizer bars, and the variable rigidity portion includes: A linear motion mechanism that linearly moves in accordance with relative rotation between the first stabilizer bar and the second stabilizer bar; an urging mechanism that urges the linear motion mechanism in a direction that suppresses the linear motion; and the urging force A support means for supporting the mechanism; a holding means for holding the support means with a holding force at an arbitrary position; an actuator for applying a force for changing the position of the support means to the support means; and an output of the actuator Control means for controlling the biasing force applied by the biasing mechanism by relative rotation between the first stabilizer bar and the second stabilizer bar, and the control means. Total value of the lifting force, and configured to drive the actuator when less than a predetermined prescribed value.

  According to the present invention, the total value of the spring force and the resistance force (biasing force and holding force) generated by the relative rotation between the first stabilizer bar and the second stabilizer bar is greater than a predetermined value. As a result, the driving of the actuator can be stopped, the power consumption of the actuator can be reduced, and the actuator can be efficiently driven and controlled.

It is a whole lineblock diagram showing typically the vehicles to which the stabilizer control device by a 1st embodiment was applied. It is a longitudinal cross-sectional view which shows the specific structure of the stabilizer apparatus by 1st Embodiment. It is a control block diagram of the stabilizer control apparatus shown in FIG. FIG. 4 is a control block diagram illustrating a motor position control unit in FIG. 3 in detail. FIG. 4 is a control block diagram specifically illustrating a current control permission determination unit in FIG. 3. It is a flowchart which shows the control processing in a current control permission judgment part. FIG. 6 is a control block diagram specifically showing a motor required torque calculation unit in FIG. 5. FIG. 6 is a characteristic diagram showing a relationship among a steering angle, lateral jerk, required motor torque, current output stop flag, current value, and rigidity. It is a whole block diagram which shows typically the vehicle to which the stabilizer control apparatus by 2nd Embodiment was applied. FIG. 10 is a control block diagram of the stabilizer control device shown in FIG. 9. It is a control block diagram which shows concretely the motor required torque calculation part in a 2nd embodiment.

  Hereinafter, a stabilizer control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  1 to 8 show a first embodiment of the present invention. FIG. 1 shows the overall configuration when the stabilizer device 1 is used on the front wheel side and the rear wheel side of the vehicle. The stabilizer device 1 has the following configuration, thereby preventing the vehicle from overturning and improving steering stability. Furthermore, the ride comfort is improved. That is, in a state where the vehicle is turning around a corner portion of the road and the like, when the inertia force in the roll direction is applied to the vehicle, the stabilizer device 1 provided before and after the vehicle is supplied from the controller 29 described later. Based on the control signal, the vehicle operates to suppress the rolling motion (rolling) of the vehicle, thereby preventing the vehicle from rolling over and improving the steering stability and riding comfort of the vehicle.

  The stabilizer device 1 is rotatably attached to the vehicle body side constituting the vehicle via a bush at the center in the length direction, and both ends are connected (linked) to the left and right wheel sides as shown in FIG. Has been. 1 and 2, the stabilizer device 1 includes a first stabilizer bar 2 disposed on one side in the axial direction, and a second stabilizer bar 3 disposed on the other side in the axial direction. The first and second stabilizer bars 2 and 3 are connected to each other, and the variable rigidity portion 5 for adjusting the torsional rigidity between the stabilizer bars 2 and 3 is provided.

  Further, as shown in FIG. 2, the base end portion of the second stabilizer bar 3 becomes an extension portion 4 and is inserted into a casing 6 described later. The extension portion 4 of the second stabilizer bar 3 is formed as a hollow shaft extending in the axial direction at the center portion (axis OO) in the casing 6 and is located on the right side (one side in the axial direction). The shaft portion 4 </ b> A extends to an intermediate portion in the length direction of the casing 6. The other side shaft portion 4B of the extension portion 4 is rotatably supported by the casing 6 via an angular ball bearing 9 described later.

  Further, a rotation-side lamp plate 12 of a ball-and-lamp mechanism 11 described later is integrally provided on the outer periphery of the extension portion 4 between the one-side shaft portion 4A and the other-side shaft portion 4B. The ball and ramp mechanism 11 transmits relative rotation (torsional motion) between the stabilizer bars 2 and 3 with torsional rigidity.

  As shown in FIG. 2, the first and second stabilizer bars 2 and 3 are arranged on the axis OO and are rotatable in a direction twisted about the axis OO with respect to the vehicle body side. It is supported by. The variable rigid portion 5 that connects between the first and second stabilizer bars 2 and 3 includes a casing 6, a ball and ramp mechanism 11, an urging mechanism 17, an extension support member 18, an urging force adjusting mechanism 20, which will be described later. It is comprised by the electric motor 25 grade | etc.,.

  The casing 6 forming the outer shape of the variable rigid portion 5 is formed as a substantially cylindrical container extending in the axial direction between the first and second stabilizer bars 2 and 3. The casing 6 is formed of a highly rigid metal material or the like, and extends in the axial direction (left, right direction) along the axis OO. The lid body 8 is closed and the gear case 10 to be described later is included.

  Here, the cylindrical body 7 has a flange portion 7A in the left opening, and the right side is closed by the lid portion 7B. Moreover, the base end side of the 1st stabilizer bar 2 is integrally connected to the cover part 7B of the cylindrical body 7 using rotation stopping means, such as spline coupling. As a result, the casing 6 rotates integrally with the first stabilizer bar 2 and rotates relative to the second stabilizer bar 3.

  On the other hand, the lid body 8 located on the other axial side of the cylinder body 7 (left side in FIG. 2) is formed in a stepped cylindrical shape with a highly rigid metal material or the like, and closes the left end portion of the cylinder body 7. is doing. A pair of angular ball bearings 9 which will be described later is provided on the inner peripheral side of the lid 8, and each angular ball bearing 9 supports the second stabilizer bar 3 so as to be rotatable at the position of the extension 4. .

  A gear case 10 is provided on the outer peripheral side of the cylindrical body 7 so as to be closer to the right side in the axial direction. The gear case 10 is formed of a cylindrical body extending in a direction orthogonal to the axis OO, and a worm gear 24B of a reduction gear 24, which will be described later, is accommodated in the gear case 10. In addition, a motor mounting cylinder portion 10A that extends to the right side substantially parallel to the axis OO is provided at an intermediate portion in the length direction of the gear case 10. In this case, the casing 6 of the variable rigidity portion 5 not only houses the ball and ramp mechanism 11 and the urging mechanism 17 inside, but also the casing 6 itself can serve as a transmission member for transmitting torsional force, that is, torsional torque. Function.

  The ball-and-ramp mechanism 11 serving as the linear motion mechanism is accommodated in the casing 6 so as to be located on the left side on the other side in the axial direction of the cylindrical body 7. The ball-and-ramp mechanism 11 is provided in the cylinder 7 so as to be positioned on the other side in the axial direction and rotatable on the rotating side lamp plate 12 relative to the casing 6 and on one side in the axial direction of the rotating side lamp plate 12. And a ball as a rolling element comprising a linear lamp plate 13 fixed to the casing 6 in the rotational direction and a rigid body movably provided so as to relatively roll between the lamp plates 12 and 13. 14 in general. In addition, although the spherical thing is illustrated as the ball | bowl 14, if it rolls between each lamp plate 12 and 13, other rolling elements, such as a tapered roller, may be sufficient.

  Here, the ball and ramp mechanism 11 has an axial direction along the axis OO according to the relative rotational movement between the casing 6 to which the first stabilizer bar 2 is connected (coupled) and the second stabilizer bar 3 ( It moves linearly in the directions indicated by arrows A and B in FIG. The ball and ramp mechanism 11 has a torque transmission coefficient adjusted according to the shape of ramp grooves 12A and 13B, which will be described later, whereby the torsional rigidity of the stabilizer device 1 is adjusted.

  That is, the ball-and-ramp mechanism 11 can change the axial stroke of the linear lamp plate 13 according to the angle when the second stabilizer bar 3 and the casing 6 rotate relative to each other. At that time, the stroke amount with respect to the relative rotation angle can be adjusted by the shape of the ramp grooves 12A and 13B. Further, the reaction force of the urging mechanism 17 is determined by the stroke amount of the linear lamp plate 13, which becomes the torsional torque of the variable rigid portion 5. At that time, the torque can be adjusted by setting the lead angles of the ramp grooves 12A and 13B.

  Here, in the linear motion side lamp plate 13, the guide tube portion 13 </ b> A on the inner peripheral side is supported on the outer periphery of the extension portion 4 via the slide bearing 16. Further, the outer peripheral side of the linear motion side lamp plate 13 is restrained from displacement in the rotational direction by a linear motion guide 15 described later, but is not restrained from movement in the axial direction. Thereby, the linear motion side lamp plate 13 can be smoothly moved in the axial direction along the extension portion 4 by the sliding bearing 16 on the inner peripheral side.

  A thrust by an urging mechanism 17 described later acts on the rotation side lamp plate 12 and the linear motion side lamp plate 13, and the balls 14 are respectively applied to the rotation side lamp plate 12 and the linear motion side lamp plate 13 by this thrust. It is pressed against the formed lamp grooves 12A and 13B. The ball and ramp mechanism 11 transmits torque based on the thrust and the shape of the ramp grooves 12A and 13B.

  A plurality of (for example, three) lamp grooves 12A extend in the circumferential direction on the right end surface (front surface) of the rotation-side lamp plate 12 (only one is shown). Here, each lamp groove 12A is formed, for example, curved in an arc shape in the circumferential direction. Each ramp groove 12A is formed as an arcuate groove whose central portion in the length direction becomes the deepest portion and becomes shallow with a desired curvature from the deepest portion toward both ends.

  In addition, three lamp grooves 13 </ b> B are provided on the left end surface (front surface) of the linear motion side lamp plate 13 facing the rotation side lamp plate 12. The three lamp grooves 13B are formed in an arcuate shape that is substantially the same as the lamp groove 12A, with the central part in the length direction being the deepest part, and an arcuate shape that becomes shallower from the deepest part toward both ends. It is formed as a groove.

  Further, for example, three guide grooves 13C are formed on the outer peripheral side of the linear movement side lamp plate 13 so as to be positioned between the respective lamp grooves 13B so as to extend in the radial direction. A guide 15 is arranged. The three rolling linear motion guides 15 restrict the linear motion side lamp plate 13 from rotating relative to the casing 6 and permit relative displacement (linear motion) in the axial direction of the cylinder 7. is there.

  The rolling linear motion guide 15 is movable in the axial direction in the guide groove 13C so as to face the inner guide piece 15A inserted into the groove bottom side of the guide groove 13C and the inner guide piece 15A in the radial direction. The outer guide piece 15B arranged at the center and a spherical body 15C provided between the guide pieces 15A and 15B so as to be capable of rolling in the axial direction. Further, the outer guide piece 15B is fixed to the inner peripheral surface of the cylindrical body 7 using means such as bolting, press-fitting, and welding.

  Thereby, each rolling linear motion guide 15 rolls the sphere 15C between the inner guide piece 15A fixed to the linear motion side lamp plate 13 side and the outer guide piece 15B fixed to the casing 6 side. The linear movement side lamp plate 13 can be smoothly moved in the axial direction with respect to the casing 6 while restricting relative rotation between the casing 6 and the linear movement side lamp plate 13.

  Further, a sliding bearing 16 is provided on the extension portion 4 of the second stabilizer bar 3 so as to cover the outer periphery of the one-side shaft portion 4A. The slide bearing 16 smoothly moves the linear-side lamp plate 13 in the axial direction with respect to the casing 6, and has a sufficiently small gap so as not to rattle against the inner peripheral surface of the guide tube portion 13A. It comes in sliding contact.

  The ball-and-ramp mechanism 11 as the linear motion mechanism configured as described above pushes the rotation-side lamp plate 12 and the linear motion-side lamp plate 13 toward each other using a biasing force of a biasing mechanism 17 described later. By attaching, normally, the ball 14 is disposed at the deepest part of both the ramp grooves 12A and 13B. As a result, the first stabilizer bar 2 and the second stabilizer bar 3 are urged so that the urging force of the urging mechanism 17 is always the initial angle (the angle at which the vehicle is not inclined in the left and right directions). Is done.

  On the other hand, when the first stabilizer bar 2 (casing 6) and the second stabilizer bar 3 rotate relative to each other about the axis OO, the ramp groove 12A and the ramp groove 13B are relatively relative in the circumferential direction. Therefore, each ball 14 moves from the central portion of each ramp groove 12A, 13B to the end portion side. Thereby, each lamp plate 12 and 13 is displaced in the direction which mutually spaces apart in an axial direction according to the inclination of each lamp groove 12A and 13B. For this reason, the urging force of the urging mechanism 17 that presses the lamp groove 13B toward the lamp groove 12A is increased, and the torsional rigidity at this time can be increased.

  The urging mechanism 17 is provided in the cylindrical body 7 on the right side of the linear lamp plate 13. The urging mechanism 17 is provided on the outer periphery of the extension portion 4 so as to be positioned on one side (right side) in the axial direction of the ball and ramp mechanism 11. The urging mechanism 17 urges the linear movement side lamp plate 13 in a direction to suppress the linear movement of the linear movement side lamp plate 13, and pushes the linear movement side lamp plate 13 toward the rotation side lamp plate 12. It is comprised by the elastic member which generate | occur | produces the pressing force to attach.

  That is, as the elastic member constituting the urging mechanism 17, a member in which a plurality of (e.g., seven) disc springs are alternately stacked as shown in FIG. 2 is used. The urging mechanism 17 formed by connecting the disc springs is arranged so that one end side thereof is in contact with the linear motion side lamp plate 13 and the other end side thereof is in contact with a plunger 21 described later. The urging mechanism 17 applies an urging force (thrust) in the direction indicated by the arrow A to the linearly moving lamp plate 13 of the ball and ramp mechanism 11.

  An extension support member 18 is provided in the cylindrical body 7 so as to be located on the right side which is one end side of the urging mechanism 17. The extension portion support member 18 supports the extension portion 4 of the second stabilizer bar 3 on the center portion (axis OO) side of the cylindrical body 7 constituting the casing 6. The extension support member 18 includes a small-diameter bottomed cylindrical support cylinder 18A, fan-shaped protrusions 18B that are located at three locations in the circumferential direction of the support cylinder 18A, and protrude from the outer peripheral surface, and each fan-shaped protrusion 18B. And a leg portion 18C extending outward in the radial direction from the outer peripheral surface.

  In the support cylinder 18 </ b> A constituting the extension portion support member 18, one side shaft portion 4 </ b> A of the extension portion 4 is rotatably inserted via a slide bearing 16. On the other hand, the tips of the three leg portions 18C extending in the radial direction are fixed to the inner peripheral surface of the cylindrical body 7 by means of bolting, press-fitting, welding or the like. Thereby, the extension part support member 18 can support the one side shaft part 4A of the extension part 4 so as to be rotatable at the position of the axis OO, and the angular ball bearing 9 supporting the other side shaft part 4B. The extension part 4 can be supported in a state of being supported between the two. Further, a ball bearing 19 is provided in the support cylinder 18A, and the extension portion support member 18 supports a small diameter portion 22B of a screw member 22 described later via the ball bearing 19 so as to be rotatable on an axis OO. Yes.

  Further, the extension support member 18 becomes a notch (not shown) in which the space between the adjacent fan-shaped protrusion 18B and the leg 18C penetrates in the axial direction, and a push of a plunger 21 described later is placed in these notches. The claw 21B is inserted. Thereby, the extension part supporting member 18 fixed to the casing 6 functions as a detent member that restricts the rotation of the plunger 21 while allowing the fan-shaped protrusions 18 </ b> B to allow the plunger 21 to move in the axial direction.

  An urging force adjusting mechanism 20 is provided in the cylindrical body 7 on the right side which is one end side of the urging mechanism 17, and the urging force adjusting mechanism 20 moves in the axial direction (directions indicated by arrows A and B). Thus, the urging force of the urging mechanism 17 is adjusted. In the urging force adjusting mechanism 20, push claws 21 </ b> B of a plunger 21 described later are arranged on the outer periphery of the extension portion 4. Further, the urging force adjusting mechanism 20 applies a set load having an arbitrary size in the expansion / contraction direction of the urging mechanism 17, for example.

  The urging force adjusting mechanism 20 is configured by a plunger 21, a screw member 22, and the like that can move in the cylindrical body 7 in the axial direction. Here, the plunger 21 has a disk part 21A as a base, and the surface (left side surface) of the disk part 21A penetrates each notch part of the extension part support member 18 to bias the mechanism. Three push claws 21B extending to the 17 side are provided. The plunger 21 is axially disposed on the linear movement side lamp plate 13 such that each push claw 21B sandwiches the urging mechanism 17 in a preset state (a state where a set load is applied) between the plunger 21B and the linear movement side lamp plate 13. Are provided facing each other. The plunger 21 constitutes a support means that receives and supports the urging force of the urging mechanism 17 (disc spring).

  Furthermore, a screw hole 21C is provided at the center of the disc portion 21A, and the screw hole 21C is formed as a trapezoidal screw, for example. The screw hole 21C of the plunger 21 and the male screw 22C of the screw member 22 to be described later constitute a screw mechanism that converts the rotational motion by the electric motor 25 to be described later into the linear motion of the plunger 21, and the plunger 21 as support means. A holding means for applying a holding force by a frictional force to hold the plunger 21 at an arbitrary position is configured.

  Thus, since the plunger 21 is screwed into the screw member 22 via the holding means (that is, the screw hole 21C and the male screw 22C) made of a trapezoidal screw, the screw member 22 is attached using the electric motor 25 described later. Unless it is rotationally driven, it is not displaced in the directions indicated by arrows A and B in FIG. 2, and the plunger 21 does not move in the axial direction by the urging force of the urging mechanism 17.

  The screw member 22 extending in the axial direction from the inner peripheral side of the plunger 21 is formed as a hollow stepped shaft and rotates about the axis OO. That is, the screw member 22 includes a large-diameter portion 22A on one axial side (right side) and a small-diameter portion 22B on the other axial side (left side), and a worm wheel 24A described later is integrally formed therebetween. ing. The screw member 22 is rotatably supported at the tip of the large diameter portion 22 </ b> A by the lid portion 7 </ b> B of the cylindrical body 7 through the thrust ball bearing 23, and the tip of the small diameter portion 22 </ b> B provides the ball bearing 19 with respect to the extension support member 18. It is supported so that it can rotate through.

  On the outer peripheral side of the small diameter portion 22B of the screw member 22, a male screw 22C made of a trapezoidal screw that is screwed into the screw hole 21C of the plunger 21 is formed. The male screw 22C moves the plunger 21 in the axial direction together with the screw hole 21C. The holding mechanism is configured as well as the screw mechanism to be displaced. A worm wheel 24A of a reduction gear 24, which will be described later, is integrally provided on the outer peripheral side of the screw member 22 between the small diameter portion 22B and the large diameter portion 22A.

  Here, the large diameter portion 22 </ b> A of the screw member 22 is rotatably supported in the lid portion 7 </ b> B of the cylindrical body 7 via the thrust ball bearing 23. For this reason, the axial thrust load acting on the screw member 22 is received by the cylindrical portion 7 via the thrust ball bearing 23, and the thrust load acting on the electric motor 25 described later can be suppressed.

  The urging force adjusting mechanism 20 configured in this manner drives the screw member 22 to rotate in the forward and reverse directions by the electric motor 25 and causes the push claws 21B of the plunger 21 to approach the direct acting side lamp plate 13 in FIG. Is linearly displaced in the direction indicated by arrow A and in the direction indicated by arrow B spaced from the linear lamp plate 13. Thereby, each disc spring of the urging mechanism 17 is bent and deformed in the axial direction between the linear lamp plate 13 and each push claw 21B of the plunger 21, and ball-and-and-nose according to the distance (separation dimension) between them. The biasing force on the ramp mechanism 11, that is, the spring load is variably adjusted.

  Therefore, the urging force adjusting mechanism 20 adjusts the urging force of the urging mechanism 17 against the ball and ramp mechanism 11 by rotating the screw member 22 by the electric motor 25 to displace the plunger 21 in the axial direction. Thereby, the stabilizer device 1 variably adjusts the torsion torque as the torsional rigidity with respect to the torsion angle between the stabilizer bars 2 and 3 from soft to hard according to the traveling state such as when the vehicle is traveling straight or cornering. can do.

  The speed reducer 24 provided at the position of the gear case 10 includes a worm wheel 24A integrally provided on the outer peripheral side of the screw member 22, a worm gear 24B provided in the gear case 10 and meshed with the worm wheel 24A, and the worm gear. 24B and the rotating shaft 24C which rotates integrally are comprised. The speed reducer 24 decelerates the rotation of the worm gear 24 </ b> B with the worm wheel 24 </ b> A and generates a large rotational torque on the screw member 22.

  An electric motor 25 as an actuator that rotationally drives the speed reducer 24 is housed and provided in a motor mounting cylinder 10 </ b> A of a gear case 10 that is integrally formed with the casing 6. Since this electric motor 25 has its rotational output decelerated by the speed reducer 24 and transmitted to the screw member 22, a small motor having a relatively small output torque can be used. Since the electric motor 25 is disposed at a position away from a portion where a large torque is transmitted between the stabilizer bars 2 and 3 and a portion where a large axial force is applied by the urging mechanism 17, the interior of the electric motor 25 can be removed from rainwater, flying stones, etc. A lightweight case or the like can be used as long as it has sufficient strength to protect.

  The electric motor 25 is electrically connected to a controller 29 (described later) that constitutes a control unit, and the rotation of the electric motor 25 is controlled by the controller 29. On the input side of the controller 29, as shown in FIG. 1, a steering angle sensor 26 that detects the steering angle of the steering wheel, a vehicle speed sensor 27 that detects the traveling speed of the vehicle, and a lateral acceleration sensor 28 that detects lateral acceleration on the vehicle body side ( Hereinafter, the lateral G sensor 28) is connected, and an electric motor 25 that is an actuator of the stabilizer device 1 is connected to the output side.

  As shown in FIG. 3, the controller 29 includes a vehicle model unit 30, a differentiation unit 31, an FF calculation unit 32, a time holding unit 33, an FB calculation unit 34, an addition unit 35, a target position calculation unit 36, and a motor position control unit 37. The current control unit 38 includes a current driver, a current sensor unit 39, a current control permission determination unit 40, and the like. In the following description, the front wheel side stabilizer device 1 will be described as an example, but basically the same control is performed for the rear wheel side stabilizer device 1 as well. However, the control gain and the control map can be changed according to the respective installation conditions on the front wheel side and the rear wheel side.

  In this case, based on the steering angle signal detected by the steering angle sensor 26 and the vehicle speed signal detected by the vehicle speed sensor 27, the controller 29 performs an operation for estimating the lateral acceleration αy by the vehicle model unit 30 as described below. Do. By calculating the target stiffness by feedforward control (FF control) based on the estimated lateral acceleration αy, the control performance during rolling can be improved.

First, the vehicle model unit 30 estimates the lateral acceleration αy from the steering angle (front wheel rudder angle δf) and the vehicle speed V using the vehicle model of the following equation (1). Here, the lateral acceleration αy can be obtained by the equation (1) when a linear model of the vehicle is assumed and dynamic characteristics are ignored. Where V is the vehicle speed (m / s), A is the stability factor (S ² / m ² ), δf is the front wheel steering angle (rad), and L is the wheel base (m).

  In the next differentiating unit 31, the lateral jerk is calculated by differentiating the lateral acceleration (that is, the lateral acceleration αy according to the equation 1). The FF calculation unit 32, which is a feedforward calculation unit, refers to the calculation map shown in FIG. 3 and multiplies the lateral jerk by a gain to determine a target stiffness for performing roll suppression of the vehicle. Since the target rigidity by the FF calculation unit 32 is a control amount based on the lateral jerk estimated from the steering angle, the rigidity of the stabilizer device 1 can be increased before the vehicle starts turning. The time holding unit 33 holds the control amount of the target stiffness by the FF calculation unit 32 for a predetermined time, so that the control amount is not switched even when the steering operation is performed continuously in the left and right directions, for example. Can be maintained, and can contribute to reduction of power consumption.

  On the other hand, the FB calculation unit 34 obtains the target stiffness for the lateral acceleration on the vehicle body side detected by the lateral G sensor 28 by referring to the calculation map shown in FIG. 3 by calculation based on feedback control. The adding unit 35 adds the target stiffness by the FF computing unit 32 and the target stiffness by the FB computing unit 34 to calculate the final target stiffness. Here, the target stiffnesses of the FF calculation unit 32 and the FB calculation unit 34 are added together. However, a high-selection that selects a larger value may be used. The next target position calculation unit 36 calculates the target position of the electric motor 25 corresponding to the target rigidity at this time (for example, the rotational position that is the target of the motor output shaft).

  In the next motor position control unit 37, as shown in FIG. 4, the deviation calculation unit 41 obtains a deviation between the actual position (actual rotational position) of the electric motor 25 and the target position output from the target position calculation unit 36. The control calculation is performed so that the actual rotation position (actual position) of the electric motor 25 coincides with the target position by performing PI control on the deviation at this time as described later.

  That is, the gain multiplier 42 multiplies the deviation by a proportional element gain Kp. The integrator 43 integrates the deviation, and the other gain multiplier 44 multiplies the integral value by the gain Ks of the integral element. The adder 45 adds the output values from the gain multipliers 42 and 44, and calculates a control value corresponding to the added value with reference to the map shown in FIG. The control value calculated by the map calculation unit 46 is output as a command current necessary for rotating the electric motor 25 to the target position.

  The signal switching unit 47 determines whether the control permission flag output from the current control permission determination unit 40 is set to the value “0” or the value “1” by the control process shown in FIG. When the value is “1”, the control value calculated by the map calculation unit 46 is output to the current control unit 38 as a command current. However, when the control permission flag is switched to the value “0”, the signal switching unit 47 uses the control value “0” stored in advance in the storage unit 48 as a command current with a current value of zero as the current control unit 38. Output to. Thereby, useless current consumption by the electric motor 25 can be reduced.

  In the motor position control unit 37 described above, the case where PI control is performed with respect to the deviation between the actual position of the electric motor 25 and the target position has been described as an example, but other controls (for example, proportional elements are used). (P control used, PD control performed by adding a differential element to this, or PID control) may be employed. In short, the motor is such that the actual position of the electric motor 25 coincides with or approaches the target position in a short time. The rotational position control may be performed.

  Next, as shown in FIG. 5, the current control permission determination unit 40 includes a motor required torque calculation unit 49, a differentiator 50, a motor maximum torque storage unit 51, and a controllable determination unit 52. The necessary motor torque calculation unit 49 calculates the torque required to rotate the electric motor 25 from the actual motor position, the target position, and the lateral acceleration by the lateral G sensor 28 in accordance with a control block diagram shown in FIG. Calculated by

  The differentiator 50 differentiates the actual motor position to determine the rotational speed of the electric motor 25 and outputs this to the controllable determination unit 52. The storage unit 51 stores in advance the torque value that can be output from the electric motor 25 as the motor maximum torque, and outputs the torque value of the motor maximum torque to the controllable determination unit 52. Further, the current value applied to the electric motor 25 is detected by the current sensor unit 39 (see FIG. 3), and the current value at this time is output to the controllable determination unit 52. Then, the controllable determination unit 52 determines whether or not the rotation control of the electric motor 25 is possible by performing the control process shown in FIG.

  That is, when the processing operation shown in FIG. 6 starts, in Step 1, it is determined whether or not the motor speed is substantially zero (motor speed≈0) and the current value is maximum. When determining “NO” in step 1, the process proceeds to step 2 to determine whether or not the required motor torque output from the required motor torque calculation unit 49 exceeds the maximum torque stored in the storage unit 51. When it is determined as “NO” in step 2, since it is possible to control the rotation of the motor by supplying current to the electric motor 25, the process proceeds to step 3 where the current control permission flag is set to “1”. In the state, it moves to the next step 4 and returns.

  On the other hand, if “YES” is determined in step 1, the electric motor 25 is not substantially rotated even though the supply current is maximized. Set the flag to "0". Even when “YES” is determined in step 2, since the required motor torque exceeds the maximum torque, the process proceeds to step 5 and the current control permission flag is set to “0”.

  Accordingly, the signal switching unit 47 shown in FIG. 4 causes the current control unit 38 to output the control value “0” stored in advance in the storage unit 48 as a command current having a current value of zero, and supplies power to the electric motor 25. Stop. As a result, the electric motor 25 stops rotating and is held at this stop position. That is, since the plunger 21 of the stabilizer device 1 shown in FIG. 2 is screwed into the screw member 22 via the holding means (that is, the screw hole 21C and the male screw 22C) made of trapezoidal screws, the electric motor 25 stops. 2, the plunger 21 is not displaced in the directions indicated by arrows A and B in FIG. 2, and the plunger 21 does not move in the axial direction by the urging force of the urging mechanism 17.

  Next, as shown in FIG. 7, the required motor torque calculation unit 49 includes a displacement calculation unit 53, a roll angle estimation unit 54, a torsion angle calculation unit 55, a ramp displacement calculation unit 56, a first addition unit 57, an axial force calculation. Unit 58, absolute value calculation unit 59, frictional force calculation unit 60, torque calculation unit 61, deviation calculation unit 62, first multiplication unit 63, sign determination unit 64, second multiplication unit 65, and second addition unit 66. It is configured.

  The displacement calculation unit 53 calculates the displacement of the screw member 22 as the screw displacement according to the actual position of the electric motor 25. For example, the roll angle estimation unit 54 refers to a three-dimensional map (see FIG. 7) in which characteristics including a lateral acceleration in the X-axis direction, a roll angle in the Y-axis direction, and a screw displacement in the Z-axis direction are stored in advance. The roll angle on the vehicle body side is estimated by map calculation according to the lateral acceleration from the G sensor 28 and the screw displacement.

  The torsion angle calculation unit 55 calculates the torsion angle proportional to the roll angle by the roll angle estimation unit 54 because the torsion angle of the ball and ramp mechanism 11 and the estimated roll angle are in a proportional relationship. The ramp displacement calculation unit 56 calculates the ramp displacement with respect to the torsion angle obtained by the torsion angle calculation unit 55 by referring to a two-dimensional map in which the characteristics of the torsion angle and the ramp displacement of the ball and ramp mechanism 11 are stored in advance. .

  The first addition unit 57 adds the screw displacement and the ramp displacement calculated as described above, and thereby obtains the amount of deflection of the biasing mechanism 17 formed of a disc spring. The axial force calculation unit 58 calculates the axial force (thrust) generated in the urging mechanism 17 by multiplying the amount of deflection of the urging mechanism 17 by the spring constant of the disc spring. The absolute value calculation unit 59 takes the absolute value of the calculated axial force, and the friction force calculation unit 60 multiplies the absolute value by a friction coefficient to calculate a friction force, that is, a friction torque. The torque calculation unit 61 calculates torque for rotating the screw member from the absolute value of the axial force.

  On the other hand, the deviation calculator 62 calculates the deviation between the actual position of the electric motor 25 and the motor target position from the target position calculator 36, and the first multiplier 63 multiplies this deviation by the actual motor position. The sign determination unit 64 determines whether or not the input value from the first multiplication unit 63 is greater than zero, and when input> 0, sets the output to “+1”. When input ≦ 0, the output is set to “−1”.

  That is, the required torque when the screw member 22 is rotationally driven by the electric motor 25 is opposite to the forward rotational torque that rotates the screw member 22 against the axial force (thrust) by the biasing mechanism 17. The rotational torque in the reverse direction when rotating the screw member 22 in the direction is greatly different. Therefore, the sign determination unit 64 switches the sign of the output according to whether the input is positive or negative as described above, and when the axial force becomes resistance to the rotational torque of the electric motor 25, the output is set to “+1”. Set it and set the output to "-1" if it does not become a resistor.

  Thereby, when the axial force becomes resistance, the second multiplication unit 65 multiplies the torque value of the torque calculation unit 61 and “+1” of the output, and the second addition unit 66 calculates the torque value at this time. Is added to the friction torque of the frictional force calculation unit 60 to set the required torque of the electric motor 25 to a large value. On the other hand, when the axial force does not become resistance, the second multiplication unit 65 multiplies the torque value of the torque calculation unit 61 by “−1” of the output, and the second addition unit 66 performs negative torque. The required torque of the electric motor 25 is set to a small value by adding the value to the friction torque of the frictional force calculator 60.

  The stabilizer control device according to the present embodiment has the above-described configuration, and the operation thereof will be described next.

  First, when the vehicle is traveling straight, the vehicle body hardly rolls. For this reason, the torsional rigidity required for the stabilizer device 1 is small, and the stabilizer bars 2 and 3 can be independently rotated relatively easily. Thereby, for example, even when one of the wheels falls into the recess during straight traveling, only one of the wheels can be stroked, and a stable traveling posture can be obtained.

  That is, based on information such as the steering angle, the accelerator operation amount, the brake operation amount, and the lateral acceleration, the traveling state of the vehicle is determined. If it is determined that the vehicle is traveling straight, the screw member 22 of the stabilizer device 1 is The linear motor-side ramp plate 13 and the pushing claw 21B of the plunger 21 are separated from each other within a range where an axial force (thrust) is generated by the urging mechanism 17 by rotating the electric motor 25 to a predetermined position. As a result, the initial load applied to the urging mechanism 17 is reduced, and the torsional force (that is, the torsional torque) required to relatively rotate the first stabilizer bar 2 and the second stabilizer bar 3 is also reduced. . Therefore, since the torsional rigidity of the stabilizer device 1 can be reduced, the left and right wheels can stroke independently according to the unevenness of the road surface, and a good riding comfort can be obtained.

  Next, when steering a corner portion or the like of a road by operating the steering wheel, it is necessary to suppress outward rolls. Therefore, in such a case, the screw member 22 of the stabilizer device 1 is rotated in the direction opposite to the previous direction by the electric motor 25, and the separation dimension between the linear motion side lamp plate 13 and the pushing claw 21B of the plunger 21 is set at the time of straight traveling. Smaller than. As a result, the axial force (initial load) applied to the urging mechanism 17 is increased, so that the torsional force required to relatively rotate the first stabilizer bar 2 and the second stabilizer bar 3 is also increased. Therefore, the stabilizer device 1 can suppress the vehicle body from rolling outward by increasing the torsional rigidity between the stabilizer bars 2 and 3, and can stabilize the running posture during cornering.

  In this control during cornering, the initial load of the urging mechanism 17 is increased by the urging force adjusting mechanism 20 when traveling at the left corner or traveling at the right corner. Thus, when traveling on mountain roads, even when the left corner and the right corner continue alternately as in the case of slalom traveling, after the torsional rigidity between the stabilizer bars 2 and 3 is once increased, the speed and It is only necessary to make fine adjustments according to the size of the corner, and frequent driving of the electric motor 25 can be prevented.

  Here, the characteristic line shown in FIG. 8 is an operation example when it is assumed that the vehicle is changing to the adjacent lane in order to change the lane during the straight traveling. A characteristic line 67 is a characteristic of the steering angle detected by the steering angle sensor 26. For example, a steering operation (steering) is performed to change the lane before and after time T1. For example, the lane change is completed at the time T6, and the steering operation is also returned to the neutral position.

  A characteristic line 68 indicates a characteristic of the lateral jerk, and is a characteristic obtained by differentiating the lateral acceleration αy calculated by the equation 1 by the vehicle model unit 30 shown in FIG. The holding time in the characteristic line 68 indicates the holding time by the time holding unit 33 in FIG. A characteristic line 69 of the required motor torque is a characteristic calculated as described above by the required motor torque calculation unit 49 (see FIG. 7) of the current control permission determination unit 40.

  The characteristic line 70 of the current output stop flag indicates the characteristic of the control permission flag output from the controllability determining unit 52 (see FIG. 5) of the current control permission determining unit 40. "0" is set, and at the time of permission, the current control permission flag is set to "1". A current value characteristic line 71 indicated by a solid line in FIG. 8 is obtained by detecting the current value output to the electric motor 25 from the current control unit 38 shown in FIG. A characteristic line 72 indicated by a dotted line represents a characteristic of a current value according to a comparative example (for example, a stabilizer control device that does not include the current control permission determination unit 40). The stiffness characteristic line 73 indicates the stiffness of the torsion torque generated between the stabilizer bars 2 and 3 of the stabilizer device 1. The stiffness is variable so that the current is output to the electric motor 25 and the target stiffness is obtained. I have control.

  When the lateral jerk by the characteristic line 68 in FIG. 8 exceeds the control threshold value ± α, the target rigidity is increased, so that, for example, the required torque of the motor increases as shown by the characteristic line 69 after time T1, and the characteristic lines 71 and 72 As shown, the current value output to the electric motor 25 is also set high. Thereby, the rigidity of the stabilizer device 1 is increased after the time T 1 as indicated by the characteristic line 73.

  By the way, as indicated by the characteristic line 69 of the necessary motor torque, the torque required to rotate the electric motor 25 of the stabilizer device 1 exceeds the maximum torque during the time T2 to T3. For this reason, even if the current is continuously supplied over the time T1 to T4 as in the characteristic line 72 of the comparative example, the electric motor 25 cannot be rotated at the time T2 to T3, for example, and power is wasted during this time. Will be.

  Therefore, in the first embodiment, when the required motor torque exceeds the maximum torque during the time T2 to T3 as shown by the characteristic line 69, the current output stop flag (characteristic line 70) is stopped to allow current control. By setting the flag to “0”, the output of current is stopped between the times T2 and T3 as indicated by the characteristic line 71 indicated by a solid line.

  For this reason, it is possible to prevent power consumption from being wasted in the period of time T2 to T3, and to ensure the rigidity required for the stabilizer device 1. Then, when the required motor torque (characteristic line 69) becomes smaller than the maximum torque as in the time T3 to T4, the current is again output to the electric motor 25 to variably control the rigidity of the stabilizer device 1. The performance required for the stabilizer device 1 can be sufficiently secured.

  Note that the necessary motor torque (see the characteristic line 69) also exceeds the maximum torque during the time T4 to T5 in FIG. However, in this case, since the rigidity of the stabilizer device 1 is already increased to, for example, the maximum rigidity value by the control over the time T1 to T4, the frictional holding force by the trapezoidal screw (that is, screwing into the screw hole 21C). The rigidity of the stabilizer device 1 can be secured by using the friction torque of the male screw 22C), and power supply to the electric motor 25 can be stopped.

  As described above, in the first embodiment, whether or not the electric motor 25 is rotatable is estimated by the motor required torque calculating unit 49 of the current control permission determining unit 40 from various sensor information, and the controllable determining unit 52 is determined. Only when it is determined that rotation is possible, the command current can be output from the motor position control unit 37 to the current control unit 38, thereby reducing useless power consumption.

  That is, the required motor torque calculation unit 49 estimates the torque required to rotate the electric motor 25 from the lateral jerk (roll amount) of the vehicle body and the rotational position (motor actual position) of the electric motor 25, and calculates the value as the motor. Comparing the maximum torque with the controllable determination unit 52, only when the torque is equal to or less than the maximum torque, it is determined that the electric motor 25 can be driven to rotate, and logic for permitting output of current is added. Thereby, the case where the electric motor 25 cannot be rotated due to an overload and the power consumption is wasted can be greatly reduced, and the energy efficiency can be increased and the power consumption can be reduced.

  The required motor torque calculation unit 49 obtains the necessary torque from the rotation angle and roll angle (torsion angle between the stabilizer bars 2 and 3) of the electric motor 25 in order to estimate the torque necessary for the rotation of the electric motor 25. This torque is a torque due to the friction of the trapezoidal screw (for example, screw hole 21C and male screw 22C) and the axial force of the urging mechanism 17, and the torque due to the axial force always works in the direction of pushing back the electric motor 25. For this reason, the sign determination unit 64 is configured to determine whether or not the axial force by the urging mechanism 17 is a resistance to the rotational torque of the electric motor 25.

  As a result, the torque required to rotate the electric motor 25 can be estimated from the roll amount of the vehicle body (twist angle between the stabilizer bars 2 and 3), the motor rotation angle, and the target rotation angle. Only in such a case, a current can be output to the electric motor 25. As a result, it is possible to prevent wasteful consumption of electric power during large rolls in which the electric motor 25 cannot be rotationally driven, and to improve energy efficiency.

  Also, when the roll amount is small when switching back when changing lanes, etc., the torque required for rotation can be reduced and the conditions for enabling rotation can also be determined. In addition, the rigidity can be increased at the time of switching back.

  In the first embodiment, the case where it is determined whether or not the rotation control of the electric motor 25 is possible by performing the control process shown in FIG. . However, the present invention is not limited to this, and a determination process including an error may be performed as described below.

  That is, since the required motor torque performed by the required motor torque calculation unit 49 includes an error due to the estimation calculation, it is better to perform a determination process of “required torque + error <motor maximum torque”. However, it is difficult to determine whether the error in this case is a plus (+) side error or a minus (−) side error. For this reason, in order to maintain the control performance, if it is regarded as a minus-side error and the required motor torque is made smaller than the actual one, it is possible to prevent the case where the control is not performed by the error even in the rotatable range. Further, when the electric motor 25 cannot be rotated, the motor rotational position (actual position) does not change even if an electric current is output. Therefore, the power consumption can be suppressed by stopping the control based on this determination. Moreover, the power consumption reduction effect can be enhanced by avoiding the control within the controllable range by setting the value to the + side.

  Next, FIGS. 9 to 11 show a second embodiment of the present invention. The feature of this embodiment is that the left and right vehicles are detected by signals from vehicle height sensors provided on the left and right wheels. The difference is that the height difference is obtained and the roll amount of the vehicle body (the twist angle between the stabilizer bars 2 and 3) is calculated based on the vehicle height difference. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  In the figure, reference numerals 81 to 84 denote vehicle height sensors employed in the present embodiment. Of the vehicle height sensors 81 to 84, the vehicle height sensor 81 is provided on the right front wheel side as “vehicle height RH” shown in FIG. The vehicle height is detected at this position. A vehicle height sensor 82 as “vehicle height LH” is provided on the left front wheel side and detects the vehicle height at this position. A vehicle height sensor 83 is provided as “vehicle height RH” on the right rear wheel side, and a vehicle height sensor 84 is provided as “vehicle height LH” on the left rear wheel side.

  85 is a controller as a control means employed in the present embodiment. The controller 85 is similar to the controller 29 described in the first embodiment, and includes a vehicle model section 30, a differentiation section 31, an FF calculation section 32, A time holding unit 33, an FB calculation unit 34, an addition unit 35, a target position calculation unit 36, a motor position control unit 37, a current control unit 38 including a current driver, a current sensor unit 39, a current control permission determination unit 86 described later, and the like. It is configured to include.

  Reference numeral 86 denotes a current control permission determination unit employed in the present embodiment. The current control permission determination unit 86 is different from the current control permission determination unit 40 (see FIG. 5) described in the first embodiment. 50, a motor maximum torque storage unit 51, a controllable determination unit 52, and a motor required torque calculation unit 87 to be described later. However, the current control permission determination unit 86 in this case is different from the first embodiment in the configuration of the motor required torque calculation unit 87.

  The required motor torque calculation unit 87 is similar to the required motor torque calculation unit 49 described in the first embodiment. The displacement calculation unit 53, the ramp displacement calculation unit 56, the first addition unit 57, the axial force calculation unit 58, An absolute value calculation unit 59, a frictional force calculation unit 60, a torque calculation unit 61, a deviation calculation unit 62, a first multiplication unit 63, a sign determination unit 64, a second multiplication unit 65, and a second addition unit 66 are configured. Yes. However, the required motor torque calculation unit 87 in this case is different from the first embodiment in that it includes a vehicle height difference calculation unit 88 and a torsion angle calculation unit 89 as shown in FIG.

  Here, the vehicle height difference calculating unit 88 calculates a deviation between the vehicle height signals from the vehicle height sensor 81 on the right front wheel side and the vehicle height sensor 82 on the left front wheel side, for example. This deviation corresponds to the relative displacement between the left and right stabilizer bars 2 and 3. The torsion angle calculation unit 89 calculates the torsion angle between the stabilizer bars 2 and 3 (the torsion angle of the ball and ramp mechanism 11) from the deviation (relative displacement) calculated by the vehicle height difference calculation unit 88. That is, the twist angle = relative displacement × proportional coefficient is calculated. The proportionality coefficient is a constant determined in advance by the mounting positions of the stabilizer bars 2 and 3, the lever ratio, and the like.

  Next, in the ramp displacement calculation unit 56, as described in the first embodiment, a two-dimensional map in which the relationship between the torsion angle between the stabilizer bars 2 and 3 (ball and ramp mechanism 11) and the ramp displacement is stored in advance. Thus, the ramp displacement with respect to the twist angle of the ball and ramp mechanism 11 is calculated. Thereafter, as described in the first embodiment, the first addition unit 57, the axial force calculation unit 58, the absolute value calculation unit 59, the frictional force calculation unit 60, the torque calculation unit 61, the deviation calculation unit 62, Calculation and control are performed by the first multiplication unit 63, the sign determination unit 64, the second multiplication unit 65, and the second addition unit 66.

  Thus, even in the second embodiment configured as described above, whether the electric motor 25 can be rotated by the motor required torque calculation unit 87 of the current control permission determination unit 86 is estimated from various sensor information and can be rotated. Only when it is determined that the command current is output, wasteful power consumption can be reduced, and an effect substantially similar to that of the first embodiment can be obtained.

  In particular, in the second embodiment, the ball and lamp is detected by vehicle height signals output from the vehicle height sensors 81 and 82 on the left and right front wheels or the vehicle height sensors 83 and 84 on the left and right rear wheels. Since the configuration is such that the torsion angle and ramp displacement of the mechanism 11 are calculated, it is possible to detect the roll due to turning or road surface input regardless of the condition, so that it is possible to calculate an accurate motor required torque in any case, regardless of conditions. The power consumption can be reduced.

  For example, a system in which the torsion angle between the stabilizer bars 2 and 3 can be detected by the vehicle height sensors 81 and 82 (83 and 84) even when the stabilizer bars 2 and 3 are twisted by road surface input on the traveling road side. Since the configuration is adopted, it is possible to estimate the torque required to rotationally drive the electric motor 25 even in such a case, and to reduce power consumption.

  In the second embodiment, the case has been described in which the difference between the left and right vehicle heights is obtained by calculation using the vehicle height sensors 81-84. However, the present invention is not limited to this. For example, vehicle height is estimated by an observer using upper and lower acceleration sensors on the upper side of the spring, or left and right vehicle heights by an observer using other signals. It is good also as a structure which calculates a difference.

  Further, in each of the above embodiments, an example is given in which three lamp grooves 12A and 13B are provided in each lamp plate 12 and 13, and three balls 14 are accommodated in the respective lamp grooves 12A and 13B. explained. However, the present invention is not limited to this, and for example, two or four or more ramp grooves 12A and 13B and two or four or more balls 14 may be provided. Moreover, it is good also as a structure which replaces with the ball | bowl 14 and uses a tapered roller.

  Moreover, in each embodiment, the case where the urging | biasing mechanism 17 was comprised with the several disk spring was mentioned as an example, and was demonstrated. However, the present invention is not limited to this, and the urging mechanism may be configured by using another elastic body such as a coil spring instead of the disc spring. Further, the holding means is not limited to the trapezoidal screw, and for example, a ratchet, a torque diode, or the like may be used.

  On the other hand, in each embodiment, the case where the worm gear type reduction device 24 including the worm wheel 24A, the worm gear 24B, and the like is provided between the screw member 22 and the electric motor 25 has been described as an example. However, the present invention is not limited to this. For example, instead of the worm gear type reduction gear 24, a planetary gear type reduction gear or the like may be used.

  Moreover, in each embodiment, the case where the electric motor 25 was arrange | positioned so that it might become parallel with the casing 6 (axis line OO) was mentioned as an example, and was demonstrated. However, the present invention is not limited to this. For example, an electric motor may be arranged in a direction orthogonal to the axis OO, and the worm gear may be directly rotated by the electric motor.

  Moreover, in each embodiment, the case where the angular ball bearing 9, the slide bearing 16, the ball bearing 19, and the thrust ball bearing 23 were used was described as an example. However, the present invention is not limited to this, and instead of these bearings, other bearings having the same function may be used in combination.

DESCRIPTION OF SYMBOLS 1 Stabilizer apparatus 2 1st stabilizer bar 3 2nd stabilizer bar 4 Extension part 5 Variable rigidity part 6 Casing 7 Cylindrical body 8 Cover body 11 Ball-and-ramp mechanism (linear motion mechanism)
12 Rotating side lamp plate 13 Linear motion side lamp plate 14 Ball 16 Slide bearing 17 Energizing mechanism (spring means)
18 Extension member support member 20 Biasing force adjustment mechanism 21 Plunger (support means)
21B Push claw 21C Screw hole (holding means, resistance means)
22 Screw member 22C Male screw (holding means, resistance means)
25 Electric motor (actuator)
26 Steering angle sensor 27 Vehicle speed sensor 28 Lateral G sensor (lateral acceleration sensor)
29,85 Controller (control means)
81-84 Vehicle height sensor

Claims (2)

A first stabilizer bar, a second stabilizer bar, a variable rigidity part that connects the stabilizer bars and adjusts torsional rigidity between the stabilizer bars by an actuator, and a control means that controls the actuator,
The variable rigidity portion includes spring means for outputting a spring force corresponding to relative rotation between the first stabilizer bar and the second stabilizer bar, and resistance means for applying a resistance force to the movement of the spring means. In the stabilizer control apparatus which has,
The control means controls the actuator when a total value of the spring force and the resistance force generated by the relative rotation of the first stabilizer bar and the second stabilizer bar is smaller than a predetermined value. A stabilizer control device characterized by being configured to drive. Comprising a first stabilizer bar, a second stabilizer bar, and a variable rigidity portion for adjusting the torsional rigidity by connecting the respective stabilizer bars;
The variable rigidity portion includes a linear motion mechanism that linearly moves according to relative rotation between the first stabilizer bar and the second stabilizer bar, and an urging force that biases the linear motion mechanism in a direction that suppresses the linear motion. A biasing mechanism; a support means for supporting the biasing mechanism; a holding means for holding the support means with a holding force at an arbitrary position; and a force for changing the position of the support means is applied to the support means. An actuator and a control means for controlling the output of the actuator;
The control means is configured such that a total value of the urging force and the holding force applied by the urging mechanism due to relative rotation between the first stabilizer bar and the second stabilizer bar is smaller than a predetermined value. A stabilizer control device configured to drive the actuator sometimes.

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