JP4110909B2 - Vehicle stabilizer device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a stabilizer device provided in a vehicle in order to improve running stability of the vehicle, such as suppressing rolling that occurs when the vehicle turns.
[0002]
[Prior art]
In general, a stabilizer device can be rotated while extending in the width direction of the vehicle, and its position is fixed, and a torsion bar portion provided on the vehicle body and one end portion thereof are integrated with each of both end portions of the torsion bar portion. And a pair of arm portions whose other end portions are connected to each of the left and right wheel devices. The stabilizer device functions to suppress rolling of the vehicle body by the torsional rigidity of the torsion bar portion when a centrifugal force is generated in the vehicle body due to the turning of the vehicle.
[0003]
As one characteristic required for the stabilizer device, for example, it is possible to cope with various magnitudes of centrifugal force depending on the driving condition of the vehicle, and to effectively stabilize the posture of the vehicle body. As a technology developed to satisfy this requirement, for example, there is a technology described in JP-A-7-40731. This technique relates to a hydraulically variable stabilizer device in which a torsion bar portion is divided into two and the divided portions are connected by a rotary actuator. By controlling the rotary actuator, a rolling moment in the opposite direction that antagonizes the rolling moment acting on the vehicle body due to centrifugal force is applied to the vehicle body, thereby effectively suppressing the rolling generated in the vehicle body.
[0004]
A general stabilizer device does not function only when the vehicle turns. For example, it functions also at the time of a so-called one-side bump where a wheel on one side rides on a convex part on the road, and when the convex part is large, the wheel on the opposite side is lifted by the stabilizer bar. In such a case, in order to improve the controllability of the vehicle, it is also desired that the stabilizer device does not function. As a technology developed to satisfy such a requirement, for example, there is a technology described in JP-A-5-319063. This technology relates to a stabilizer device provided with a cylinder device. A piston is provided in each of two cylinder chambers, and one end of each of the torsion bar portions divided into two is attached to the piston. Threaded to each of the pistons, and if necessary, communication between two liquid chambers defined by one piston in one cylinder chamber and two liquid chambers defined by the other piston in the other cylinder chamber This is a technique of selectively switching whether torsional rigidity of the torsion bar portion is generated by changing the state.
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 7-40731
[Patent Document 2]
JP-A-5-319063
[0006]
[Problems to be solved by the invention, means for solving problems and effects]
In the stabilizer device described in JP-A-7-40731, a vane type is adopted as a rotary actuator. The vane-type rotary actuator itself has a relatively simple structure. However, since the sliding wall that slides while partitioning the liquid chamber has a complicated shape such as a rectangle, the component member has high processing accuracy. As required, there is a difficulty in the seal structure for maintaining liquid tightness, and it is difficult to completely eliminate liquid leakage. Therefore, it has a demerit that it is not reliable.
[0007]
The stabilizer device described in Japanese Patent Laid-Open No. 5-319063 has two cylinder chambers as cylinder devices, each having a piston, and has a complicated structure in that respect. Further, since the two cylinder chambers have two liquid chambers which are further divided and a piping path for communicating these liquid chambers in a complicated manner is required, the structure is also complicated in this respect.
[0008]
Accordingly, in view of the above problems, the present invention has been made with the object of obtaining a practical vehicle stabilizer device having a simple structure, and according to the present invention, the vehicle stabilizer device of each aspect described below is provided. can get. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating understanding of the present invention, and should not be construed as limiting the technical features described in the present specification and the combinations thereof to those described in the following sections. . In addition, when a plurality of items are described in one section, it is not always necessary to employ the plurality of items together. It is also possible to select and employ only some items.
[0009]
  In each of the following terms, (21) corresponds to claim 1, (24) corresponds to claim 2,Item (25)In claim 3,Combined items (22) and (23)Is the claim 4, the (31) is the claim 5, the (33) is the claim 6, the (34) is the claim 7, and the (37) and (40) are combined. Corresponds to claim 8 respectively..
[0010]
(1) (a) a pair of rotating bodies arranged with their positions fixed relative to the vehicle body in a state in which the rotation axes are parallel to each other, and (b) engaging the pair of rotating bodies, A movable body provided to be movable in an axial direction that is parallel to the rotation axis with respect to a vehicle body, and between each of the pair of rotary bodies according to displacement of the movable body in the axial direction. An actuating device capable of producing a rotational displacement relative to
A pair of stabilizer bars, one end of which is integrally connected to each of the pair of rotating bodies and the other end of which is connected to each of a pair of wheel devices located on the left and right of the vehicle body;
A vehicle stabilizer device including:
[0011]
The stabilizer device described in this section includes the operating device. This operating device can rotate a pair of rotating bodies in directions opposite to each other, for example, by positively moving the movable body in the axial direction by some driving force. It is possible to function as a rotary actuator. When functioning as an actuator, a stabilizer bar connected to each of the left and right wheel devices connected to each of a pair of rotating bodies can impart a moment against the rolling moment generated in the vehicle body to the vehicle body when the vehicle turns. This can effectively suppress the rolling of the vehicle body. The actuating device described in this section is an actuating device having a relatively simple structure because it can have a single movable body, and is an actuating device that can realize a practical stabilizer device. Furthermore, for example, when operating the operating device using hydraulic pressure, the seal problem of the vane-type rotary actuator using hydraulic pressure can be easily solved by optimizing the specific structure and reliability. High operating device.
[0012]
Specific modes and the like of the actuating device described in this section will be described in order in the following sections, but the driving force when the movable body of the actuating device is actively moved is not particularly limited. It is possible to move the movable body by various driving forces such as those by pressure, those in which the rotational force of the rotary motor is transmitted by a power transmission mechanism such as a gear, or those by a linear motor. Further, the stabilizer bar may be a separate body from the rotating body and may be fixedly connected to and integrated with the rotating body, or a part of the stabilizer bar may function as the rotating body. It may be. When the stabilizer bar is a separate body from the rotating body, a stabilizer bar having an aspect including a torsion bar portion and an arm portion extending in a direction intersecting with the extending direction is adopted, and connected to the rotating body at the end of the torsion bar portion. It is also possible to use a stabilizer bar that does not have a torsion bar part, connect the stabilizer bar to a rotating body that functions as a torsion bar part, and use the stabilizer bar as an arm only. It is good also as a stabilizer apparatus of the aspect made to function.
[0013]
(2) The vehicle stabilizer device according to (1), wherein the pair of rotating bodies are arranged in a state in which their rotation axes are substantially parallel to the width direction of the vehicle.
[0014]
In the stabilizer device of the present invention, the direction of the rotation axis with respect to the vehicle body is not limited. However, as in the aspect described in this section, if the axial direction is the vehicle width direction, the direction is the same as that of a general stabilizer device. It can be arranged in a vehicle and becomes a simple stabilizer device.
[0015]
(3) The vehicle stabilizer device according to (1) or (2), wherein the pair of rotating bodies are arranged coaxially.
[0016]
In the stabilizer device of the present invention, the two rotating bodies of the actuating device have their rotational axes parallel to each other, but they are arranged so that their rotational axes are on the same line as in the embodiment described in this section. In this way, an actuator having a simpler structure is realized.
[0017]
(4) The vehicle stabilizer device according to the item (3), wherein the movable body is provided to be allowed to rotate about a rotation axis of the pair of rotating bodies.
[0018]
In the stabilizer device of the present invention, when a pair of rotating bodies are coaxially arranged, the movable body can be allowed to rotate around its axis, and the movable body is prohibited from rotating. It can also be. Here, the rotation of the movable body is not relative to the rotating body, but the rotation based on the vehicle body (when the vehicle body is regarded as an absolute stationary object, it is viewed from the absolute stationary object. ). In the case where the rotation of the movable body is prohibited, for example, when the movable body is allowed to move in the axial direction while the movable body is allowed to rotate with respect to the movable body, The rotation of one of the rotating bodies can be transmitted as a rotation in the opposite direction of the other rotating body. Further, when the rotation of the movable body is prohibited, when the rotation of one of the pair of rotary bodies with respect to one of the movable bodies is prohibited or the movement of the movable body in the axial direction is prohibited, It is possible to have a characteristic of not transmitting the rotation of the rotating body to the other. In the aspect in which the rotation of the movable body is prohibited, it is possible to realize a stabilizer device that takes advantage of those characteristics that the actuator can have with respect to the input from the wheel device side via the stabilizer bar.
[0019]
On the other hand, when the movable body is allowed to rotate around the rotational axis as in the embodiment described in this section, for example, when the movement of the movable body in the axial direction is prohibited, two rotations are required. Since the body is prohibited from rotating with respect to the movable body, it is allowed to rotate integrally with the rotation of the movable body. At this time, the pair of stabilizer bars function as one body. That is, it functions in the same way as a normal stabilizer device that does not include an actuating device. In addition, when the movable body is allowed to move freely in the axial direction, each of the pair of rotating bodies is allowed to be positioned at an arbitrary rotational position, so that the stabilizer device is almost free from the wheel device. A state where no force is applied is realized. In the stabilizer device according to the aspect of this section, for example, by switching prohibition / permission of movement of the movable body in the axial direction, for example, the rolling suppression effect when turning the vehicle and the steering stability in the case of running on a rough road, etc. As an alternative, it is possible to obtain the effect of improving. In the meantime, when prohibiting the rotation of the movable body, the prohibiting means is required, whereas in the aspect described in this section, such a prohibiting means is not necessary, and in that respect, the actuator having a simple structure. It becomes.
[0020]
(5) The movable body and at least one of the pair of rotating bodies are engaged with each other by a screw mechanism having a spiral trajectory along the axial direction. Vehicle stabilizer device.
[0021]
The mode described in this section is a mode in which the engagement between the pair of rotating bodies and the movable body is limited. In the stabilizer device of the present invention, a pair of rotating bodies is configured so that a relative rotational displacement can be generated between each pair of rotating bodies according to the displacement of the movable body in the axial direction. Each of the rotating bodies is engaged with the movable body. Specifically, as in the aspect described in this section, the above structure can be easily realized by screwing at least one rotating body and the movable body. When the screw mechanism is employed, the type thereof is not limited. For example, a mechanism in which the rotating body side is a male screw and the movable body side is a female screw, or vice versa can be employed. By using a trapezoidal screw or the like, an inexpensive actuator can be obtained. In consideration of friction due to screwing, it is desirable to adopt a ball screw mechanism.
[0022]
(6) The vehicle stabilizer device according to (5), wherein the movable body and each of the pair of rotating bodies are engaged with each other by a pair of screw mechanisms having spiral tracks that are opposite to each other.
[0023]
When a screw mechanism is employed for the engagement between the rotating body and the movable body, one of the modes in which both of the pair of rotating bodies are engaged with the movable body by the screw mechanism is the mode described in this section. If each of the rotating bodies is engaged with the movable body by a pair of screw mechanisms having a reverse screw relationship with each other, there is an advantage that a large rotational displacement can be obtained between the rotating bodies as the movable body moves. In addition, as described above, for example, in a structure in which the rotation of the movable body is prohibited, if the movement of the movable body in the axial direction is allowed, the rotation of either one of the rotation bodies will be There is also an advantage that it can be transmitted as a rotation in the opposite direction. Note that when a screw mechanism is used for engaging the two rotating bodies with the movable body, a screw mechanism having spiral trajectories in the same direction instead of a screw mechanism having a reverse screw relationship may be used. If the pitches are different, relative rotational displacement can be caused in the two rotating bodies.
[0024]
(7) The movable body and one of the pair of rotating bodies are engaged with each other by the screw mechanism, and the movable body and the other of the pair of rotating bodies are parallel to the axial direction. The vehicle stabilizer device according to item (5), wherein the vehicle stabilizer devices are engaged with each other by a spline mechanism.
[0025]
Only one rotating body can be engaged by the screw mechanism. One aspect of that case is the aspect described in this section. According to the aspect described in this section, the other rotating body and the movable body are allowed to move relative to each other in the axial direction by the spline mechanism. The engagement by the spline mechanism does not allow relative rotation of each other, but is simpler than the screw mechanism, so that a relatively inexpensive actuator can be obtained. The spline mechanism can adopt a ball spline in order to reduce the influence of friction between the two in addition to a normal spline. The mode of this section is a mode that is particularly effective when the movable body is allowed to rotate around the rotation axis of the pair of rotating bodies, that is, when combined with the mode of the section (4).
[0026]
(8) The vehicle stabilizer device according to any one of (1) to (7), wherein the stabilizer device includes a movable body movement restriction device that restricts movement of the movable body in the axial direction as necessary.
[0027]
(9) The vehicle stabilizer device according to (8), wherein the movable body movement restricting device includes an axial direction movement prohibiting unit that prohibits movement of the movable body in the axial direction.
[0028]
(10) In the stabilizer device, the movable device is allowed to move freely in the axial direction of the movable body, and the movable body movement restricting device allows the movable body to move in the axial direction. The vehicle stabilizer device according to the item (8) or (9), including an operation state switching device that switches to a restricted state.
[0029]
As described above, the characteristics of the actuator differ between when the movable body is allowed to move in the axial direction and when it is prohibited. That is, it can be said that the aspect described in the above three terms is an aspect in which a limitation relating to the characteristics of the operating device, that is, the operating state of the stabilizer device is added. For example, as described above, when a pair of rotating bodies are arranged coaxially and the movable body is rotatable with respect to the vehicle body around the axis of rotation, the axis line as in the aspect described in the item (9) When the movement in the direction is prohibited, the pair of rotating bodies function as a unit. On the other hand, when the movable body is allowed to move freely in the axial direction, each of the pair of rotating bodies is allowed to rotate to an arbitrary rotational position. The aspect described in the item (8) includes an aspect in which the movement of the movable body in the axial direction is prohibited, and is not a free movement, for example, some resistance is applied to the movement in the axial direction. Including a mode in which movement is allowed. When movement with some resistance applied to the movable body is allowed, an intermediate characteristic between the characteristic obtained by the mode in which free movement is allowed and the characteristic obtained by the mode in which movement is prohibited It is possible to realize an actuating device having. It should be noted that the characteristics obtained can be changed or changed by changing or changing the magnitude of the resistance applied, that is, the degree of restriction of movement in the axial direction. Furthermore, as in the aspect described in (10), if it is possible to switch between free movement and restricted movement with respect to the movable body, it is possible to switch the operating state, that is, the characteristics of the stabilizer device. is there.
[0030]
(11) The vehicle stabilizer device according to any one of (1) to (10), wherein the stabilizer device includes a movable body urging device that urges the movable body in the axial direction as necessary.
[0031]
The aspect described in this section is an aspect in which, for example, the operating device can act as a rotary actuator. If the movable body is urged in the axial direction, a rotational torque can be generated between the pair of rotating bodies. The rotational torque by the rotating body acts on the stabilizer bar connected thereto, and acts on the wheel device as a force for lifting one of the left and right wheel devices with respect to the vehicle body and pushing down the other. Thereby, for example, it is possible to suppress rolling when the vehicle is turning.
[0032]
(12) The vehicle stabilizer device according to (11), wherein the stabilizer device includes an urging device control device that controls the movable body urging device.
[0033]
(13) The vehicle stabilizer device according to (12), wherein the biasing device control device includes a biasing direction control unit that controls a direction of a biasing force by the movable body biasing device.
[0034]
(14) The vehicle stabilizer device according to (12) or (13), wherein the biasing device control device includes a biasing force control unit that controls the magnitude of the biasing force by the movable body biasing device.
[0035]
The above three terms relate to the control of the aforementioned movable body urging device. If the urging device control device is provided as in the aspect described in the item (12), the rotational torque generated by the operating device, that is, the force acting on the wheel device can be controlled. The aspect described in the item (13) controls which direction of rotational torque is generated.For example, the force acting on the wheel device is controlled depending on whether the vehicle turns right or left. The direction can be different. In the aspect described in the item (14), the magnitude of the force acting on the wheel device can be controlled.
[0036]
(15) The urging device control device according to any one of (12) to (14), wherein the urging device control device includes a rolling correspondence control unit that controls the movable body urging device in accordance with a rolling moment acting on the vehicle body. The stabilizer device described.
[0037]
For example, when the vehicle turns, the centrifugal force received by the vehicle body varies depending on the traveling state of the vehicle. The rolling moment varies depending on the degree of centrifugal force. For example, a means for recognizing the rolling moment, such as a detector for detecting centrifugal force, a detector for detecting the steering angle of the steering wheel and the traveling speed of the vehicle, etc. is provided, and the rolling moment at that time is recognized, and depending on the value If the force acting on the wheel device of the actuator is controlled, the posture of the vehicle body becomes more stable.
[0038]
(21) (A) Cylinder housing that contains hydraulic fluid in a liquid-tight state, and (B) The inside of the cylinder housing is partitioned into two hydraulic fluid chambers that are mutually liquid-tight, and the housing is the axis of the cylinder housing A piston disposed so as to be movable in an axial direction that is parallel to the axis, and (C) the housing axis and the rotation axis of the piston are positioned on the same line so as to be rotatable with respect to the cylinder housing, and A pair of rotating shafts that are disposed so as to be immovable in the axial direction and that each end of the piston engages with the piston while allowing the piston to move in the axial direction and rotating relative to each other according to the movement. And (D) a pair of hydraulic fluid inlet / outlet passages for allowing hydraulic fluid to flow into and out of each of the two hydraulic fluid chambers, wherein the housing axis is the width of the vehicle direction An actuating device for each position of the rotation axis of the pair with respect to the state a and the vehicle body substantially parallel are arranged in a fixed state,
A pair of stabilizer bars whose one end is integrally connected to each of the other ends of the pair of rotating shafts and whose other end is connected to each of a pair of wheel devices located on the left and right of the vehicle body When
A vehicle stabilizer device including:
[0039]
The embodiment described in this section is a more specific embodiment of the stabilizer device of the above-described embodiment. Specifically, it is an aspect of a stabilizer device having the characteristics of the above items (1) to (4), and is an aspect in which the operation of the operating device is realized by a hydraulic system such as a hydraulic system. In the aspect described in this section, the pair of rotating shafts corresponds to the pair of rotating bodies in the above-described aspect, and the piston corresponds to the movable body.
[0040]
The actuating device described in this section operates using the hydraulic pressure of hydraulic fluid such as hydraulic pressure, but the seal structure at the boundary between the two hydraulic fluid chambers, for example, the inner cylindrical surface of the cylinder housing The seal structure at the sliding portion between the piston and the outer peripheral surface of the piston is simpler than that of the vane type rotary actuator described above. Therefore, this actuator has a low probability of leakage of hydraulic fluid, and has high reliability. In addition, the present operating device can be configured to include only one piston, and in that respect, the structure is simplified.
[0041]
(22) The vehicle stabilizer device according to (21), wherein the piston is disposed to be allowed to rotate about the housing axis.
[0042]
In the stabilizer device according to item (21), as a mode in which the piston is rotatably provided, a mode in which relative rotation between the cylinder housing and the piston is prohibited and rotation of the cylinder housing is allowed can be employed. The aspect described in this section allows rotation of the piston relative to the vehicle body by allowing relative rotation between the cylinder housing and the piston. In the aspect described in this section, since a means for prohibiting relative rotation between the cylinder housing and the piston is not required, an actuator having a simple structure is realized.
[0043]
(23) The vehicle stabilizer device according to (22), wherein the operating device is arranged in a state where the cylinder housing is fixed to a vehicle body.
[0044]
When the relative rotation between the cylinder housing and the piston is allowed, the piston itself is allowed to rotate even if the cylinder housing is fixed to the vehicle body. The aspect of this section includes an aspect in which the cylinder housing is fixedly held by some holding means in addition to an aspect in which the cylinder housing is directly attached to the vehicle body. Since the cylinder housing is fixed with respect to the vehicle body, the connection pipe as the hydraulic fluid inlet / outlet path can be fixed, and the hydraulic response is less deteriorated. can get.
[0045]
(24) The piston according to any one of (21) to (23), wherein the piston and at least one of the pair of rotating shafts are engaged with each other by a screw mechanism having a spiral orbit along the axial direction. Vehicle stabilizer device.
[0046]
(25) The vehicle stabilizer device according to item (24), wherein the piston and each of the pair of rotating shafts are engaged with each other by a screw mechanism having spiral tracks opposite to each other.
[0047]
(26) The piston and one of the pair of rotating shafts are engaged with each other by the screw mechanism, and the piston and the other of the pair of rotating shafts have a linear track parallel to the axial direction. The vehicle stabilizer device according to item (24), which is engaged with each other by a spline mechanism.
[0048]
The aspects described in the items (24), (25), and (26) correspond to the aspects described in the items (5), (6), and (7), respectively. Since the operation and effect are the same as those described above, description thereof is omitted here.
[0049]
(27) (a) A cylinder housing that contains hydraulic fluid in a liquid-tight state, and (b) a housing axis that is the axis of the cylinder housing and its own rotation axis are positioned on the same line, A rotating shaft that is rotatable and non-movable in an axial direction that is parallel to the housing axis, and (c) the inside of the cylinder housing is partitioned into two fluid-tight hydraulic fluid chambers. A piston that is disposed so as to be movable in the axial direction, and that engages with the cylinder housing and one end of the rotary shaft in a state in which the cylinder housing and the rotary shaft rotate relative to each other in accordance with the movement; (D) a pair of hydraulic fluid inlet / outlet passages for allowing hydraulic fluid to flow into and out of each of the two hydraulic fluid chambers, the housing axis being a vehicle An actuating device for the cylinder housing and the position of the rotation axis with respect to the state a and the vehicle body substantially parallel to the width direction of are arranged in a fixed state,
A pair of stabilizers having one end connected integrally to each of the cylinder housing and the other end of the rotating shaft, and the other end connected to each of a pair of wheel devices located on the left and right of the vehicle body With a bar
A vehicle stabilizer device including:
[0050]
The aspect described in this section is a more specific aspect of the stabilizer device having the characteristics of the above-mentioned items (1) to (4), as in the case of (21). Although the operation of the actuator is realized by a hydraulic system such as a hydraulic system, it has a configuration different from the above (21). In the aspect described in this section, one rotating shaft and the cylinder housing correspond to each of the pair of rotating bodies in the above-described aspect, and the piston corresponds to a movable body. The merit that the structure is simple and the probability of leakage of hydraulic fluid is low is the same as the aspect described in the above item (21). In the aspect described in this section, it is desirable that both the cylinder housing and the rotating shaft are disposed so as to be rotatable around the housing axis.
[0051]
(28) At least one of the engagement between the piston and the cylinder housing and the engagement between the piston and one end portion of the rotating shaft is performed by a screw mechanism having a spiral track along the axial direction ( The vehicle stabilizer device according to item 27).
[0052]
(29) The vehicle according to (28), wherein either the engagement between the piston and the cylinder housing or the engagement between the piston and one end of the rotating shaft is performed by the screw mechanism. Stabilizer device.
[0053]
(30) Of the engagement between the piston and the cylinder housing and the engagement between the piston and one end portion of the rotating shaft, the engagement not performed by the screw mechanism is parallel to the axial direction. The vehicle stabilizer device according to the item (29), which is made by a spline mechanism having a straight track.
[0054]
The embodiments described in the above items (28), (29), and (30) are the embodiments described in the above item (5), the embodiments included in the item (5), and the items (7). This corresponds to the aspect described in. Since the operation and effect are the same as those described above, description thereof is omitted here.
[0055]
(31) The stabilizer for a vehicle according to any one of (21) to (30), wherein the stabilizer device includes a mutual communication path that allows the pair of hydraulic fluid input / output paths to communicate with each other.
[0056]
As in the aspect described in this section, when a pair of hydraulic fluid inlet / outlet passages communicate with each other by the mutual communication passage, the hydraulic fluid enters and exits between the two hydraulic fluid chambers defined by the piston in the cylinder housing. Is possible. For example, if the hydraulic fluid is configured to freely enter and exit, the piston can be freely moved in the axial direction. In that case, the free movement of each of the pair of stabilizer bars is ensured, and the present stabilizer device does not exhibit a force acting on the wheel device.
[0057]
(32) The vehicle stabilizer device according to (31), wherein a communication path flow rate regulator for regulating the flow rate of the hydraulic fluid is provided in the mutual communication path.
[0058]
(33) The stabilizer device for a vehicle according to (31) or (32), wherein the stabilizer device includes a communication path breaker that blocks the flow of the hydraulic fluid in the mutual communication path.
[0059]
The aspects described in the above items (32) and (33) are the aspects corresponding to the aspects described in the above items (8) and (9), respectively. For example, if a flow control valve such as a throttle valve is installed in the middle of a piping path that is a mutual communication path, the flow control valve becomes the communication path flow regulator described in (32), and in the middle of the piping path. If an open / close valve is provided on the open / close valve, the open / close valve serves as the communication path breaker referred to in the paragraph (33). The communication passage flow restrictor is an aspect of the aforementioned movable body movement restriction device, and the communication path breaker is an aspect of the axial movement prohibition portion in the movable body movement restriction device, and the item (10). It is one aspect | mode of the operation state switching apparatus as described in. If the flow rate of hydraulic fluid in the mutual communication passage is restricted by the communication passage flow regulator, the movement of the piston in the free axial direction is restricted, and if the flow of hydraulic fluid in the mutual communication passage is blocked by the communication passage breaker, The movement of the piston in the axial direction is prohibited. As a result, the characteristics of the stabilizer device can be changed as described above.
[0060]
(34) The vehicle stabilizer device according to any one of (21) to (33), wherein the stabilizer device includes a hydraulic pressure difference generating device that generates a hydraulic pressure difference between the hydraulic fluid pressures of the two hydraulic fluid chambers.
[0061]
The embodiment described in this section corresponds to the embodiment described in (11) above. If a hydraulic pressure difference is generated in the two hydraulic fluid chambers, the piston is urged in the direction from the higher pressure side to the lower side. That is, the hydraulic pressure difference generating device is an aspect of the above-described movable body urging device. By generating a hydraulic pressure difference between the two hydraulic fluid chambers, rotational torque is generated between the pair of rotating shafts in the aspect related to the item (21) and between the rotating shaft and the cylinder housing in the aspect related to the item (27). Can be generated, and a force can be applied to the wheel device via the stabilizer bar.
[0062]
(35) The hydraulic pressure difference generating device is connected to one of the pair of hydraulic fluid inlet / outlet passages, and supplies one hydraulic fluid in the two hydraulic fluid chambers connected to the connected hydraulic fluid inlet / outlet passage. The vehicle stabilizer device according to item (34), further comprising a hydraulic fluid pressurizing device for pressurizing.
[0063]
(36) The vehicle stabilizer device according to (35), wherein the hydraulic fluid pressurizing device includes a hydraulic pump.
[0064]
If a hydraulic fluid pressurizing device is used as one aspect of the hydraulic pressure difference generating device, the piston can be easily biased. In this case, if a pump device using a hydraulic pump such as a hydraulic pump is employed, a simple hydraulic fluid pressurizing device can be configured.
[0065]
(37) The vehicle stabilizer device according to any one of (34) to (36), wherein the stabilizer device includes a hydraulic pressure difference generator control device that controls the hydraulic pressure difference generator.
[0066]
(38) The vehicle stabilizer device according to (37), wherein the hydraulic pressure difference generator control device includes a high-pressure chamber selection unit that selects a hydraulic fluid chamber that has a high pressure among the two hydraulic fluid chambers.
[0067]
(39) The vehicle stabilizer device according to (37) or (38), wherein the hydraulic pressure difference generator control device includes a hydraulic pressure difference control unit that controls the magnitude of the hydraulic pressure difference.
[0068]
The above three terms are terms to which limitations relating to the control of the hydraulic pressure difference generator are added. The mode described in each section corresponds to the mode described in each of the above section (12), (13), and (14). The hydraulic pressure difference generator control device is an aspect of the previous urging device control device, the high pressure chamber selection unit is an urging direction control unit, and the hydraulic pressure control unit is an urging force control unit. When a pump device is used for the hydraulic pressure difference generating device, if the discharge side of the pump device is communicated with one hydraulic fluid inlet / outlet passage, the pressure of the hydraulic fluid chamber on the communicated side is increased. In this case, if a switching valve for switching the hydraulic fluid inlet / outlet passage communicating with the discharge side of the pump device is provided, the switching valve functions as a part of the high-pressure chamber selection unit. Further, if a discharge pressure control device for controlling the discharge pressure of the pump device is provided, the discharge pressure control device functions as a hydraulic pressure difference control device. Specifically, for example, when the pump device includes a motor as a drive source, the hydraulic pressure difference can be controlled by controlling the rotation of the motor. Further, for example, when the pump device includes an accumulator, a hydraulic pressure control valve such as an electromagnetic linear valve is disposed on the discharge port side of the pump device, and instead of controlling the motor, the control valve can be controlled. The hydraulic pressure difference between the two hydraulic fluid chambers can be controlled.
[0069]
(40) The fluid pressure difference generator control device includes a rolling support control unit that controls the fluid pressure difference generator according to a rolling moment acting on the vehicle body. The vehicle stabilizer device as described.
[0070]
The aspect described in this section corresponds to the aspect described in the above section (15), and the hydraulic pressure difference generator control device, for example, detects the rolling moment recognized by the recognition means as described above. If the hydraulic pressure difference between the two hydraulic fluid chambers is controlled based on this, appropriate rolling control corresponding to the traveling state is realized.
[0071]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention and modifications thereof will be described with reference to the drawings. Note that the present invention is not limited to the following embodiment and the like, and includes, in addition to the following embodiment, the aspects described in the above [Problems to be Solved by the Invention, Problem Solving Means and Effects]. The present invention can be implemented in various modifications and improvements based on the knowledge of those skilled in the art.
[0072]
<First Embodiment>
(A) Overall configuration of the stabilizer device
FIG. 1 shows a view in which a stabilizer device according to an embodiment of the present invention is provided in a vehicle. This stabilizer device includes an actuating device 10 that also functions as a rotary actuator, and a pair of stabilizer bars 12 (one side of the stabilizer bar is omitted) connected to the actuating device. The actuating device 10 is a cylinder device, and a pair of rotating shafts 16 and 18 extend from both ends of a generally cylindrical cylinder housing 14. Each of the rotation axes of the pair of rotation shafts 16 and 18 is located on the same line as the housing axis of the cylinder housing 14. The actuating device 10 is arranged in a state in which the housing axis is parallel to the vehicle width direction, and the cylinder housing 14 is fixed to a portion located substantially in the center in the width direction which is a part of the vehicle body 20. Yes.
[0073]
Each of the pair of stabilizer bars 12 generally includes a torsion bar portion 30 extending linearly in the vehicle width direction and an arm extending in a direction intersecting the torsion bar portion 30 integrally with the torsion bar portion 30. Part 32. If only one of the pair of stabilizer bars 12 is described, the rotary shaft connecting portion 34 that is the end of the torsion bar portion 30 opposite to the arm portion 32 is integrated with one of the pair of rotary shafts 16 and 18. Connected. Specifically, it is connected to one of the rotary shafts 16 and 18 so as not to move in the axial direction and to be non-rotatable (the connection method will be described later). Further, the torsion bar portion 30 is rotatably supported by a bar support member 36 fixedly provided on the vehicle body 20 at a portion close to the arm portion 32. The arm portion 32 has a wheel device side connection portion 38 at one end opposite to the torsion bar portion 30, and is connected to one of the left and right wheel devices 40 at the connection portion 38. The wheel device 40 mainly includes a wheel 42 and a suspension device 44 that supports the wheel 42. Specifically, the arm portion 32 is allowed to be slightly inclined by an arm mounting member 46 provided in the suspension device 44. It is rotatably mounted around the mounting shaft. The other of the pair of stabilizer bars 12 is similarly configured.
[0074]
From the above configuration, when the operating device 10 functions as a rotary actuator, the rotational torque generated in the rotating shafts 16 and 18 acts as a force for lifting or pushing down the left and right wheel devices 40 with respect to the vehicle body 20. In addition, as will be described later, when the rotary actuator does not function, rotational displacement and rotational torque in the torsion bar portion 30 generated by the vertical movement of the wheel device 40 are input to the actuator 10. The operating device 10 uses hydraulic fluid as hydraulic fluid and operates using its hydraulic pressure. Although omitted in FIG. 1, the hydraulic device that is a hydraulic device for operating the operating device 10 is a vehicle body. 20 and is connected to the hydraulic apparatus by pipe lines 50 and 52 which are fixed pipes. Although not shown in FIG. 1, a control device that controls the stabilizer device by controlling the hydraulic device is also provided at a predetermined position of the vehicle body as a part of the stabilizer device. The hydraulic circuit and the control device will be described later.
[0075]
(B) Configuration of actuator
In FIG. 2, sectional drawing of the actuator 10 which comprises the stabilizer apparatus of this embodiment is shown. The actuating device 10 mainly includes a cylinder housing 14, a piston 60 disposed inside the cylinder housing 14, one end of each engaging the piston 60, and the other end extending outside the cylinder housing 14. A pair of rotating shafts 16 and 18 are included. The rotation axis of each of the pair of rotation shafts 16 and 18 and the axis of the piston 60 are located on the same line as the housing axis that is the axis of the cylinder housing 14.
[0076]
The cylinder housing 14 includes a housing body 62 having a generally cylindrical shape, and a pair of rotating shaft support portions 64 provided on both ends of the housing body 62. Each of the rotating shaft support portions 64 has a substantially flanged cylindrical shape, and a support body 66 that is positioned in contact with a stepped portion provided inside the housing main body 62 with a flange outer peripheral portion, and a cylindrical portion of the support body 66. A pair of angular radial bearings 68, 70 provided, an annular spacer 72 defining the interval between the bearings 68, 70, and a generally disc shape, are screwed onto both ends of the housing body 62. A bearing body 68 and 70 and a lid body 74 that holds the spacer 72 between the support body 66 are included. Each of the rotating shafts 16 and 18 includes a shaft portion 80 and a sandwiched portion 82 having a larger diameter than the shaft portion 80. The support body 66 and the lid body 74 are provided with insertion holes having an inner diameter slightly larger than the outer diameter of the shaft portion 80, and each of the rotating shafts 16 and 18 allows the shaft portion 80 to be inserted into the insertion hole. In this state, the sandwiched portion 82 is held while being held by the pair of bearings 68 and 70. Each of the pair of rotating shafts 16 and 18 is rotatably held with respect to the cylinder housing 14 in a state where the position is fixed, that is, in a state in which the rotating shafts 16 and 18 cannot move in the axial direction and the direction crossing the axial direction. .
[0077]
The piston 60 has a sliding contact portion 90 having an outer diameter slightly smaller than the inner diameter of the housing main body 62 and an outer diameter smaller than the sliding contact portion 90. , 18 are engaged with engaging portions 92, 94. The piston 60 is in sliding contact with the housing main body 62 at the sliding contact portion 90, is movable in the axial direction relative to the cylinder housing 14, and is rotatable around the housing axis. Each of the engaging portions 92 and 94 is provided with a bottomed hole that is formed in the axial direction and has an inner diameter slightly larger than the outer diameter of the shaft portion 80 of the rotary shafts 16 and 18. Each is engaged with each of the rotating shafts 16 and 18 by the respective screw mechanisms 96 and 98 in a state where the shaft portion 80 is inserted into the bottomed hole. Specifically, each of the engaging portions 92 and 94 is a nut having a bearing ball, and is engaged with each of the rotating shafts 16 and 18 by screwing with a ball screw screwed to the shaft portion 80. It is letting me. With this structure, the piston 60 moves in the axial direction along with the relative rotation of the pair of rotating shafts 16 and 18. In other words, the pair of rotating shafts 16 and 18 are rotated relative to each other in accordance with the movement of the piston 60 in the axial direction.
[0078]
The inside of the cylinder housing 14 contains hydraulic oil that is hydraulic fluid. In order to prevent oil leakage inside the housing, a portion where the outer peripheral surface of the flange portion of the support 66 of the rotary shaft support portion 64 fits with the inner peripheral surface of the cylinder body 62, and the shaft portions of the rotary shafts 16 and 18 O-rings 110 and 112 as packing materials are fitted into portions where the outer peripheral surface of 80 and the inner peripheral surface of the support 66 are fitted. Further, the inside of the cylinder housing 14 is divided into two hydraulic fluid chambers 114 and 116 by the piston 60. In order to prevent oil leakage between the hydraulic fluid chamber 114 and the hydraulic fluid chamber 116, an O as a packing material is also provided between the outer peripheral surface of the sliding contact portion 80 of the cylinder 60 and the inner peripheral surface of the housing body 62. A ring 118 is fitted. An extremely simple seal structure is realized. Furthermore, the hydraulic fluid ports 120 and 122 are provided in the housing main body 62, and the pipelines 50 and 52 which are fixed piping are connected to each. The hydraulic fluid ports 120 and 122 and the pipelines 50 and 52 constitute a pair of hydraulic fluid inlet / outlet passages that allow the hydraulic fluid to flow into and out of the hydraulic fluid chambers 114 and 116, respectively. It is doing. The housing body 62 is provided with two holes 124 connected to the hydraulic fluid chambers 114 and 116 on the wall surface, and a plug 126 for venting air is attached to each hole 124.
[0079]
FIG. 3 shows a connection state between one of the rotating shafts 16 and 18 and the stabilizer bar 12. The rotary shafts 16 and 18 are connected to a rotary shaft connecting portion 34 which is one end portion of the torsion bar portion 30 of the stabilizer bar 12 at a bar connecting portion 140 which is one end portion extending from the cylinder housing 14. The bar connection portion 140 is provided with serrations, and the rotary shaft connection portion 34 is provided with serration grooves on the inner surface of the fitting hole formed in the axial direction. The rotating shaft connecting portion 34 and the bar connecting portion 140 are fitted so that the serrations and the serration grooves are engaged with each other. Further, the bar connection portion 34 is provided with a locking groove 142, and in a state where a bolt-shaped locking pin 146 is screwed into a locking pin hole 144 formed by forming a female screw, When the tip end portion of the locking pin 146 engages with the locking groove 142, the relative movement in the axial direction between the rotating shaft connecting portion 34 and the bar connecting portion 140 is prevented. With such a structure, each of the rotating shafts 16 and 18 and each of the pair of stabilizer bars 12 are integrally connected to each other.
[0080]
(C) Actuator operation and stabilizer device operation
The operation of the actuator and the operation of the stabilizer device will be described with reference to FIGS. 1 and 2. FIG. 1 is a view as seen from above the vehicle, and the wheel device shown in FIG. 1 is a right wheel device. First, consider the case where the actuator 10 is made to function as a rotary actuator. In this case, if a hydraulic pressure difference is generated between the hydraulic fluid chamber 114 and the hydraulic fluid chamber 116 in the cylinder housing 14, the piston 60 moves in the axial direction from the high pressure side to the low pressure side. Each of the pair of rotating shafts 16 and 18 rotates relative to each other, and the left and right stabilizer bars 12 are twisted. The force generated by this twisting acts as a force for pushing down or lifting the wheel device 44. The piston 60 moves in the axial direction until the force acting on each of the left and right wheel devices 40 balances with the gravity of the vehicle body 20, the spring force of the suspension device, and the like. In short, rotational torque is generated on the rotary shafts 16 and 18, and the vehicle body is tilted by the rotational torque.
[0081]
More specifically, when the hydraulic pressure is supplied to the hydraulic fluid chamber 116 to the high pressure side, the piston 60 moves to the right in FIG. Relative rotation in the left rotation direction seen from the right side (the piston 60 is allowed to rotate around the axis, so the rotation shaft 16 does not necessarily rotate to the left and the rotation shaft 18 does not necessarily rotate to the right). As a result, the right stabilizer bar 12 applies a force in the direction of lifting the vehicle body 20, and the left stabilizer bar 12 applies a force in the direction of pushing down the vehicle body 20. As a result, the vehicle body tilts to the left. On the contrary, if the hydraulic pressure is supplied to the hydraulic fluid chamber 114 so as to be on the high pressure side, the stabilizer device performs an operation opposite to the above operation. The operating device 10 generates a rotational torque corresponding to the hydraulic pressure difference between the two hydraulic fluid chambers 114 and 116, and if the hydraulic pressure difference is changed, the magnitude of the generated rotational torque also changes.
[0082]
Next, a case where the operating device functions as a passive device, not as a rotary actuator will be described. In short, it is an explanation of the operation of the stabilizer device by the input from the wheel device 40 side. First, consider a case where the pipe line 50 and the pipe line 52 communicate with each other without restricting the flow rate of the hydraulic oil. In this case, the piston 60 is allowed to freely move in the axial direction in addition to being allowed to rotate around the housing axis. Therefore, each of the pair of rotating shafts 16 and 18 can be freely located at an arbitrary rotational position. In this case, for example, even if one wheel 42 is displaced in the vertical direction due to road surface unevenness or the like, the stabilizer device does not exert any force on the wheel device. That is, the function as a stabilizer is hardly exhibited. When the stabilizer device is in this state, for example, even if it is in the state of a single wheel bump, a phenomenon such as a decrease in the ground contact area of the other wheel due to the function of the stabilizer device hardly occurs. That is, for example, it is possible to improve the steering stability on a rough road.
[0083]
Next, consider a case where the pipe 50 and the pipe 52 are blocked. In this case, the movement of the piston 60 in the axial direction is prohibited, and only rotation around the axial line is allowed. Therefore, relative rotation between the pair of rotating shafts 16 and 18 is prohibited, and only rotation in a state where the two rotating shafts 16 and 18 are integrated is allowed. This state functions in substantially the same manner as a general stabilizer device in which no actuating device is provided. That is, a force for suppressing the roll is generated by the torsional rigidity of the torsion bar portion 30 of the stabilizer bar 12. In the intermediate state between the state where the pipe line 50 and the pipe line 52 communicate with each other without restricting the flow rate of the hydraulic oil and the state where the pipe line 52 is blocked, that is, the state where the hydraulic oil is communicated with the flow rate regulated. Because the piston 60 is allowed to move in the axial direction while receiving some resistance, for example, the input to the wheel device 40 is relatively abrupt and functions like a normal stabilizer device, and is relatively slow. The input to the wheel device 40 is in a state of hardly exhibiting the function as a stabilizer device. Depending on the degree of flow restriction, it is possible to realize a stabilizer device having various characteristics.
[0084]
(D) Hydraulic circuit and control device
In the stabilizer device of the present embodiment, the operating device 10 is operated by a hydraulic device that is a hydraulic device. FIG. 4 shows a circuit diagram of the hydraulic system of the stabilizer device and an outline of the control device. What is shown in the figure includes an actuator 10 and a pair of stabilizer bars 12 on both the front wheel side (lower side in the figure) and the rear wheel side (upper side in the figure). The hydraulic device includes an electromagnetic on-off valve 160 and an electromagnetic switching valve 162 provided for each of the front wheel side actuator 10 and the rear wheel side actuator 10, and the front wheel side and rear wheel side actuator 10. And a pump device 164 as a hydraulic fluid pressurizing device (hydraulic pressure difference generating device) that pressurizes the hydraulic fluid chambers 114 and 116 of the respective operating devices 10. The pump device 164 includes an electric motor 166 as a drive source, a hydraulic pump 168 as a hydraulic pump that is operated by the electric motor 166, a reservoir 170 that stores hydraulic oil, and a pressure sensor 172 that measures discharge pressure. It consists of The hydraulic apparatus configured as described above is controlled by an electronic control unit (ECU) 174 provided in the vehicle. That is, a part of the ECU 174 functions as a control device for the hydraulic device, that is, a control device for the stabilizer device.
[0085]
Pipe lines 50 and 52 extending from the actuator 10 as a hydraulic fluid inlet / outlet are connected to each of the two actuator-side ports of the on-off valve 160. Each of the two ports on the opposite side of the on-off valve 160 and each of the two ports of the switching valve 162 are connected by pipe lines 180 and 182, and the two ports on the opposite side of the switching valve 162 are connected to the pump device 164. Return-side and discharge-side conduits 184 and 186 are connected to each other. When the on-off valve 160 is in the OFF state, the pipe line 50 and the pipe line 52 are blocked. That is, the on-off valve 160 functions as a communication path breaker. In the ON state in which the solenoid of the on-off valve 160 is excited, the actuator 10 communicates with the switching valve 162. In this state, when the switching valve 162 is in the OFF state, the pipe line 50 and the pipe line 52 communicate with each other. However, in this embodiment, the switching valve 162 has a throttle, and the conduit 50 and the conduit 52 communicate with each other in a state where the flow rate of the hydraulic oil is regulated. That is, the portion that exerts the throttling effect of the switching valve 160 functions as a communication passage flow rate regulator. In the first excitation state of the switching valve 162, if the discharge side of the pump device 164 communicates with the conduit 50 and the return side with the conduit 52, and the discharge pressure by the pump device 164 is supplied to the operating device 10, the vehicle body is on the right side. Can be tilted. In the second excitation state of the switching valve 162, if the discharge side of the pump device 164 communicates with the conduit 52 and the return side with the conduit 50, and the discharge pressure by the pump device 164 is supplied to the operating device 10, the vehicle body is left Can be tilted. Instead of the switching valve 162, a switching valve 188 that does not have a throttle and hardly restricts the flow rate of the communication path in the OFF state as shown in FIG. 5 may be employed.
[0086]
The hydraulic pump 168 included in the pump device 164 is a gear pump, and the electric motor 166 is a servo motor. The discharge pressure of the pump device 164 is controlled by controlling the rotation of the electric motor 166 under monitoring by the pressure sensor 172. By controlling the discharge pressure, it is possible to cause the actuator 10 to generate an appropriate rotational moment that cancels out any arbitrary, for example, rolling moment received by the vehicle body 20 when the vehicle turns. Instead of the servo motor, a direct current motor or the like may be used to perform open control.
[0087]
The ECU 174, which is a control device for the stabilizer device, has a computer 190 as a main component. In the figure, only the portion related to the control of the stabilizer device is shown. The computer 190 includes a CPU 192, a ROM 194, a RAM 196, an input / output interface 198, and a bus 200 that connects them. An electric motor 166, an on-off valve 160, a switching valve 162, and the like are connected to the input / output interface 198 via respective drive circuits 202 provided in the ECU 174, a vehicle speed sensor 204 that detects the speed of the vehicle, a steering steering angle. Are connected to the steering angle sensor 206 and the pressure sensor 172 described above.
[0088]
(E) Stabilizer control
The stabilizer device of the present embodiment is controlled based on a control program stored in the ROM 194 of the ECU 174 during traveling. Hereinafter, the operation of the stabilizer device controlled by the control program will be described with reference to a flowchart. In order to simplify the description, the description will be made on the assumption that the same control is performed on the front wheel side and rear wheel side actuators 10.
[0089]
FIG. 6 shows a flowchart regarding control. The control shown in the flowchart starts from the start of operation of the vehicle (for example, the ignition switch is turned on) and is ended by the operation stop (for example, the ignition switch is turned off). First, in step 1 (hereinafter abbreviated as “S1” after the start of operation; the same applies to the following steps), after a predetermined initial setting is performed, the on-off valve 160 is in an ON state, that is, the actuator 10 is switched. The valve 162 is in communication with the valve 162. Subsequently, in S2, it is determined whether or not the vehicle is in a turning state. Specifically, the determination is made based on the steering angle detected by the steering angle sensor 206. If not in the turning state, the driving of the pump device 164, specifically the driving of the electric motor 166, is stopped in S3. Subsequently, the switching valve 162 is turned off, and the hydraulic fluid chambers 114 and 116 of the actuator 10 are communicated with each other while the flow rate of the hydraulic oil is regulated. In this state, as described above, a relatively abrupt input to the wheel device 40 has a function similar to that of a normal stabilizer device that does not have an actuating device. The input is in a state of hardly exhibiting the function as a stabilizer device.
[0090]
If it is determined in S2 that the vehicle is turning, the pump device 164 is activated and the discharge pressure is controlled in S5. Specifically, based on the rudder angle detected by the rudder angle sensor 206 and the vehicle speed sensor 204 and the traveling speed of the vehicle, a rolling moment generated in the vehicle body by the turning of the vehicle in the traveling state is calculated. Subsequently, the theoretical discharge pressure of the pump device 164 for generating a moment that cancels the calculated moment is read from the data stored in the ROM 194 (or RAM 196) and detected by the pressure sensor 172. Thus, the rotation of the electric motor 166 is controlled so that the discharge pressure becomes the theoretical discharge pressure.
[0091]
In S6 following S5, whether the vehicle is turning right or left is determined based on the steering angle detected by the steering angle sensor 206. If it is determined that the vehicle is turning right, the switching valve 162 is set to the first excitation state in S7. As a result, an appropriate discharge pressure is supplied to the operating device 10, and a force for inclining the vehicle body to the right side is applied by the stabilizer device so as to cancel the vehicle body inclination caused by turning. If it is determined in S6 that the vehicle is turning left, the switching valve 162 is set to the second excitation state in S8. Thereby, contrary to the case in S7, a force for inclining the vehicle body to the left side is given by the stabilizer device. In this way, when the vehicle turns, the stabilizer device functions as a rotary actuator and appropriately controls the roll state of the vehicle body.
[0092]
In S9, it is determined whether or not the operation of the vehicle is stopped. If the vehicle is operating, the process returns to S2 and the above control is repeated. Although a detailed description is omitted, steps S2 to S9 are repeated at a very short time pitch (for example, several tens of milliseconds) so that the above control is always performed while the vehicle is operating. Has been. If it is determined in S9 that the operation of the vehicle has been stopped, in S10, the on-off valve 160 is turned off, and as described above, the left and right stabilizer bars 12 are integrated and equivalent to a normal stabilizer device. It is made to have the function of. S10 is finished and the control is finished.
[0093]
For example, even when an electrical system failure such as the ECU 174 occurs, the on-off valve 160 is maintained in the OFF state, so the stabilizer device of the present embodiment does not have an operating device. The function equivalent to that of a normal stabilizer device is exhibited, and the stability of the vehicle is maintained without causing any significant hindrance to vehicle travel.
[0094]
If the configuration of the present stabilizer device is supplementarily explained based on the above control form, the hydraulic pressure difference generator control device is configured including the ECU 174, the pressure sensor 172, the switching valve 162, and the like. A high-pressure chamber selection unit that selects the high-pressure chamber of the hydraulic fluid chamber of the operating device is configured including the portion that executes S6, S7, and S8, the switching valve 162, and the like, and includes the portion that executes S5 of the ECU 174, etc. Thus, a hydraulic pressure difference control unit that controls the hydraulic pressure difference in the hydraulic fluid chamber is configured. In addition, a rolling corresponding portion that controls the hydraulic device in accordance with the rolling moment acting on the vehicle body is configured including the portion of the ECU 174 that executes S5 to S8.
[0095]
In addition, although the said control demonstrated the comparatively simplified thing for ease of description, this stabilizer apparatus can also be operated under more advanced control. For example, at the initial stage of turning, the vehicle body inclination is in a transitional state, and it is conceivable that appropriate roll state control is insufficient only by estimation based only on the steering angle and the vehicle speed. In that case, it is also possible to perform control such as adding control corresponding to a transient state in the early stage of turning.
[0096]
(F) Deformation mode
In the stabilizer device of the above-described embodiment, the operating device 10 is disposed by fixing the cylinder housing 14 to the vehicle body 20, but this fixing is not essential in the first embodiment. For example, if the rotation shafts 16 and 18 cannot be moved in the axial direction by prohibiting the movement of the stabilizer bar 12 in the axial direction by the bar support member 36, it is not necessary to fix the actuator 10 in the cylinder housing 14. . In this case, since the cylinder housing 14 can rotate around the housing axis, the pipe lines 50 and 52 may be flexible pipes. The stabilizer device of the present invention can be implemented in such a modified mode.
[0097]
In the stabilizer device of the above embodiment, in the operating device, the rotating shaft and the piston are engaged by the ball screw mechanism. Instead of the ball screw mechanism, for example, as shown in FIG. 7, a screw mechanism that does not include a bearing ball may be employed. FIG. 7 shows a mechanism having two trapezoidal screws having a relatively large lead angle.
[0098]
Further, instead of the screw mechanism, a spline mechanism 218 can be employed for engagement between one of the rotating shafts and the piston, as shown in FIG. If the other rotation shaft and the piston are allowed to rotate relative to each other, in the engagement on one side, the relative movement in the axial direction of the rotation shaft and the piston is allowed, thereby responding to the movement of the piston in the axial direction. A relative rotation of the pair of rotating shafts occurs. Compared to the screw mechanism on both sides, the actuator can be manufactured at a lower cost. FIG. 8A shows a ball spline mechanism, and FIG. 8B shows a spline mechanism that does not use bearing balls.
[0099]
The operating device 10 in the above embodiment is an operating device of a type in which the piston 60 and the rotary shafts 16 and 18 are engaged inside the cylinder housing 14. Instead of this type, for example, as shown in FIG. 9, a type in which the rotary shafts 16 and 18 and the piston 60 engage with each other outside the cylinder housing 14 can be adopted. Although a detailed description is omitted, the one shown in FIG. 9 is a pair in which the piston 60 is provided in a state extending coaxially with the housing axis on each of the sliding contact portion 90 and both sides of the sliding contact portion 90 in the axial direction. The shaft portions 220 of the pair of shaft portions 220 are configured to extend out of the cylinder housing 14. Each of the rotary shafts 16 and 18 is provided with a fitting hole having an inner diameter slightly larger than the outer diameter of the shaft portion 220 at the end, and the shaft portion 220 is inserted into the fitting hole. Each of the rotary shafts 16 and 18 is engaged with the piston. Engagement is performed by a pair of ball screw mechanisms 96 and 98 which are in a reverse screw relationship with each other as in the case of the above embodiment. Although not shown in the drawing, the means for prohibiting the movement of the rotary shafts 16 and 18 in the axial direction may be provided, for example, when a support member for attaching the rotary shafts 16 and 18 to the vehicle body is provided. When providing the support member of the stabilizer bar 12 connected to 16 and 18, what is necessary is just to provide in it. This modification has the advantage that the cylinder housing 14 can be made smaller.
[0100]
In the said embodiment, the rotating shafts 16 and 18 and the stabilizer bar 12 comprise a different body, and they are connected and the stabilizer apparatus is comprised. Instead of this aspect, for example, a rotating shaft and a stabilizer bar may be formed integrally, a part of the integrally formed part may function as a rotating shaft, and another part may function as a stabilizer bar.
[0101]
Second Embodiment
In the stabilizer device of the first embodiment, each of the pair of rotating shafts functions as a pair of rotating bodies, and the piston 60 functions as a movable body. An operating device having a configuration different from this configuration, that is, an operating device in which a cylinder housing and one rotating shaft function as each of a pair of rotating bodies, and a piston engaged therewith functions as a movable body. An embodiment of a stabilizer device will be described.
[0102]
(A) Configuration of actuator
FIG. 10 shows a cross-sectional view of the actuating device 250 constituting the stabilizer device of the present embodiment. The actuating device 250 mainly includes a cylinder housing 252, a piston 254 disposed inside the cylinder housing 252, and a rotation in which one end engages with the piston 254 and the other end extends out of the cylinder housing 252. And a shaft 258. The rotation axis of the rotation shaft 258 and the axis of the piston 254 are located on the same line as the housing axis that is the axis of the cylinder housing 252.
[0103]
The cylinder housing 252 includes a housing main body 270 that is closed at one end and has a generally bottomed cylindrical shape, a rotary shaft support portion 272 provided at an end opposite to the closed end of the housing main body 270, and a housing body 270. And a fixed shaft portion 274 fixed to the outside on the closed end side. Since the rotating shaft support portion 272 is configured in substantially the same manner as that of the operating device 10 of the first embodiment, detailed description thereof is omitted. Since the rotation shaft 258 has the same configuration as that of the first embodiment, detailed description thereof is omitted. The rotating shaft support 272 holds the rotating shaft 258 rotatably with respect to the cylinder housing 252 in a state where the position is fixed, that is, in a state in which the rotating shaft 258 cannot move in the axial direction and the direction crossing the axial direction.
[0104]
The piston 254 has a sliding contact portion 282 having an outer diameter slightly smaller than the inner diameter of the housing large-diameter portion 280, which is a portion having a large inner diameter in the housing main body 270, and an inner diameter smaller than that of the large-diameter portion 280 in the housing main body 270. It can be roughly divided into an engaging portion 286 having an outer diameter slightly smaller than the inner diameter of the housing small-diameter portion 284 as a part. The piston 254 is in sliding contact with the housing body 270 at the sliding contact portion 282, and is engaged with the cylinder housing 252 and the rotating shaft 258 at the engaging portion 286. The engaging portion 286 is formed in a cylindrical shape, and an outer peripheral portion thereof and an inner peripheral portion of the housing small-diameter portion 284 have a spline mechanism 290, more specifically, a ball spline mechanism using a bearing ball (the ball return is shown in the figure). The inner peripheral portion and one end portion of the rotating shaft 258 are engaged by a screw mechanism 292, more specifically, a ball screw mechanism using a bearing ball (the ball return is not shown). is doing. With such a structure, the piston 254 is movable in the axial direction in accordance with relative rotation of the cylinder housing 252 and the rotating shaft 258 around the housing axis. In other words, the cylinder housing 252 and the rotary shaft 258 are rotatable relative to each other around the housing axis in accordance with the movement of the piston 254 in the axial direction.
[0105]
The fixed shaft portion 274 is fixed to the outside of the closed end portion of the housing body 270 in a state where the center axis line is collinear with the housing axis line, and is integrated with the housing body 270 to constitute a part of the cylinder housing 252. is doing. Therefore, the rotation of the cylinder housing 252 around the housing axis is the rotation of the fixed shaft portion 274. In this embodiment, the fixed shaft portion 274 and the housing main body 270 are fixed by welding. However, the fixing shaft portion 274 and the housing main body 270 may be fixed by various fixing means such as screwing and fitting.
[0106]
Inside the cylinder housing 252 is stored hydraulic oil that is hydraulic fluid. Since the seal structure and the structure for venting are the same as those of the first embodiment, description thereof is omitted. The interior of the housing is divided into two hydraulic fluid chambers 300 and 302 by a piston 254, specifically by a sliding contact portion 282. The housing main body 270 is provided with hydraulic fluid ports 304 and 306, and pipes 310 and 312 which are flexible pipes are connected to the housing main body 270, respectively. The hydraulic fluid ports 304 and 306 and the pipe lines 310 and 312 constitute a pair of hydraulic fluid inlet / outlet passages that allow the hydraulic fluid to flow into and out of the hydraulic fluid chambers 300 and 302, respectively. It is doing.
(B) Configuration of the stabilizer device
The stabilizer device includes an actuating device 250, a pair of stabilizer bars, a hydraulic device, and a control device. The actuator 250 is integrally connected to one of the stabilizer bars at the other end of the rotating shaft 258 extending from the cylinder housing 252 and is not fixed to the housing body 270 of the fixed shaft 274 of the cylinder housing 252. At the other end, it is integrally connected to the other of the stabilizer bars. The structure of the stabilizer bar and the connection with the stabilizer bar may be in accordance with the first embodiment, and the description thereof is omitted. However, in the case of the present embodiment, the cylinder housing 252 is not fixed to the vehicle body because the cylinder housing 252 is allowed to rotate around the housing axis. For example, by attaching the fixed shaft portion 274, the rotation shaft 258, or the stabilizer bar to the vehicle body in a state in which movement in the axial direction thereof is prohibited, movement in the axial direction is prohibited while allowing rotation of the cylinder housing 252. In the state, the actuating device 250 can be arranged.
[0107]
As the hydraulic device and the control device, those having the same configuration as in the first embodiment can be adopted. The description of those configurations is omitted. When the hydraulic device having the same configuration as that of the first embodiment is used, the pipelines 310 and 312 constituting the hydraulic fluid inlet / outlet passage of the operating device 250 may be connected to one of the ports of the on-off valve.
[0108]
(C) Actuator operation and stabilizer device operation
First, let us consider a case where the actuator 250 functions as a rotary actuator. In this case, if a hydraulic pressure difference is generated between the hydraulic fluid chamber 300 and the hydraulic fluid chamber 302 in the cylinder housing 252, the piston 254 moves in the axial direction from the high pressure side to the low pressure side, and rotates in accordance with this. The shaft 258 and the cylinder housing 252 rotate relative to each other around the housing axis, and the left and right stabilizer bars integrally connected thereto are twisted. The force generated by this twisting acts as a force for pushing down or lifting the wheel device. That is, the actuating device 250 generates rotational torque. The operation of the actuating device 250 is substantially the same as that of the first embodiment, and the operation of the stabilizer device corresponding to the operation is performed in the same manner. Depending on which hydraulic fluid chamber 300, 302 is on the high pressure side, the direction of the rotational torque can be changed, and the magnitude of the rotational torque can be changed by changing the hydraulic pressure difference. This is also the same as in the case of the first embodiment.
[0109]
Next, the case where the actuator 250 functions as a passive device instead of a rotary actuator will be described. When the pipe line 310 and the pipe line 312 communicate with each other without restricting the flow rate of the hydraulic oil, the piston 254 is allowed to freely move in the axial direction, and the rotary shaft 258 and the cylinder housing 252 are arbitrarily connected. It can be located at a relative rotational position. Therefore, in this case, the function as a stabilizer is hardly exhibited. On the other hand, when the pipe line 310 and the pipe line 312 are blocked, the piston 254 is prohibited from moving in the axial direction, and relative rotation between the rotating shaft 258 and the cylinder housing 252 is prohibited. This state functions in substantially the same manner as a general stabilizer device in which no actuating device is provided. That is, a force for suppressing the roll is generated by the torsional rigidity of the stabilizer bar. Since the above operation is the same as that in the first embodiment, further detailed description is omitted. Further, the case where the pipe line 310 and the pipe line 312 communicate with each other in a state where the flow rate of the hydraulic oil is regulated is the same as in the case of the first embodiment.
[0110]
Control of the stabilizer device of the present embodiment may follow the control in the case of the first embodiment described above. Therefore, the description about control is abbreviate | omitted.
[0111]
(D) Modification
In the operating device 250 shown in FIG. 10, the piston 254 and the cylinder housing 252 are engaged by the spline mechanism 290, and the piston 254 and the rotating shaft 258 are engaged by the screw mechanism 292. Instead, for example, as shown in FIG. 11, the piston 254 and the cylinder housing 252 are engaged by the screw mechanism 292, and the piston 254 and the rotating shaft 258 are engaged by the spline mechanism 290. You can also Compared with the one shown in FIG. 10, the operating device of this aspect can easily realize a large lead because the screw diameter in the screw mechanism can be increased.
[0112]
Moreover, the actuator of the aspect shown in FIG. 12 is also employable. The actuating device of this aspect is similar in shape to the actuating device shown in FIG. 2, but the cylinder housing 252 and the rotating shaft 258 are respectively engaged with the piston 254 as a movable body, and the piston 254 This is conceptually equivalent to the above embodiment in that it functions as a pair of rotating bodies that generate relative rotational displacement in accordance with the movement in the axial direction.
[0113]
Briefly describing the configuration, the operation device 250 includes a cylinder housing 252, a piston 254, and a rotating shaft 258. The cylinder housing 252 includes a housing main body 270, a rotary shaft support portion 272 that supports the rotary shaft 258 so that the rotary shaft 258 can rotate about the housing axis and cannot move in the axial direction, and is opposite to the rotary shaft support portion 272 of the housing main body 270. And a fixed shaft portion 274 provided so as to penetrate through the end wall located at the center. The fixed shaft portion 274 is fixed to the housing body 270 in a state where the center axis line is located on the same line as the housing axis line, and constitutes a part of the cylinder housing 252 in a state integrated with the housing body 270. is there. The piston 254 includes a sliding contact portion 282 that is in sliding contact with the inside of the housing body 270, and a pair of engaging portions 286 that engage with one end portion of the rotating shaft 258 and one end portion of the fixed shaft portion 274, respectively. Both the engagement with the rotary shaft 258 and the engagement with the fixed shaft portion 274 are performed by the screw mechanism 292, and the two screw mechanisms are in a reverse screw relationship. The connection with the pair of stabilizer bars is made at the other end of the rotating shaft 258 and the other end of the fixed shaft 274.
[0114]
The inside of the cylinder housing 252 is divided into two hydraulic fluid chambers 300 and 302 that are liquid-tight by a piston 254. The hydraulic fluid ports 304 and 306 and flexible piping are provided in the hydraulic fluid chambers 300 and 302, respectively. The hydraulic oil enters and exits through the pipe lines 310 and 312. When this actuator 250 functions as an actuator, the piston moves in the axial direction in accordance with the hydraulic pressure difference between the hydraulic fluid chambers 300 and 302, and accordingly, the rotary shaft 258 and the cylinder housing 252 move around the housing axis. Rotate relative to In the case of passive operation, when the pipe line 310 and the pipe line 312 are in communication with each other, the movement of the piston 254 in the axial direction is allowed, and the rotation shaft 258 and the cylinder housing 252 are in an arbitrary relative rotation position. It is possible to be located. On the other hand, when the pipe line 310 and the pipe line 312 are blocked, the movement of the piston 254 in the axial direction is prohibited, and thus the relative rotation between the rotating shaft 258 and the cylinder housing 252 is prohibited. Is allowed to rotate in an integrated state.
[0115]
As described above, the actuation device 250 of this variation is similar in shape to the actuation device 10 of the embodiment shown in FIG. However, in this operating device 250, the rotating shaft support portion provided in the cylinder housing is required only on one side. Therefore, the present actuator 250 has a simple structure as compared with that of FIG.
[0116]
In each of the above-described embodiments and the operation devices according to variations thereof, a ball screw mechanism or a ball spline mechanism is employed. Instead of these, as in the case of the first embodiment, it is also possible to employ a screw mechanism or a spline mechanism that does not use a bearing ball. The actuating device 250 in the above embodiment is a type of actuating device in which the piston 254 and the rotating shaft 258 are engaged inside the cylinder housing 252. Instead of this type, for example, a piston and a rotating shaft may be engaged outside the cylinder housing by a method similar to the method shown in FIG. Further, the rotating shaft 258 or the fixed shaft portion 274 and the stabilizer bar can be integrally formed as in the case of the first embodiment.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a state in which a stabilizer device according to a first embodiment of the present invention is provided in a vehicle.
FIG. 2 is a cross-sectional view showing an operating device constituting the stabilizer device of the first embodiment.
FIG. 3 is a partial cross-sectional view showing a connection state between a rotating shaft of the actuator and a stabilizer bar in the stabilizer device of the first embodiment.
FIG. 4 is a diagram showing an outline of a circuit and a control device of a hydraulic system provided in the stabilizer device of the first embodiment.
FIG. 5 is a diagram showing another switching valve that can be employed in the stabilizer device of the first embodiment;
FIG. 6 is a flowchart showing a control flow related to the stabilizer device of the first embodiment.
FIG. 7 is a cross-sectional view showing a modified aspect related to the engagement between the rotating shaft and the piston in the operating device.
FIG. 8 is a cross-sectional view showing another modified embodiment relating to the engagement between the rotating shaft and the piston in the actuator.
FIG. 9 is a cross-sectional view showing a modification of the operating device constituting the stabilizer device of the first embodiment.
FIG. 10 is a cross-sectional view showing an actuating device constituting the stabilizer device of the second embodiment of the present invention.
FIG. 11 is a cross-sectional view showing a modified embodiment of the operating device constituting the stabilizer device of the second embodiment.
FIG. 12 is a cross-sectional view showing another modification of the operating device constituting the stabilizer device of the second embodiment.
[Explanation of symbols]
10: Actuating device 12: Stabilizer bar 16, 18: Rotating shaft 20: Car body 40: Wheel device 50, 52: Pipe line 60: Piston 96, 98: Screw mechanism 114, 116: Working fluid chamber 120, 122: Working fluid port 160: On-off valve 162: Switching valve 164: Pump device 168: Hydraulic pump 172: Pressure sensor 188: Switching valve 204: Vehicle speed sensor 206: Rudder angle sensor 174: Electronic control unit 204: Vehicle speed sensor 206: Rudder angle sensor 218: Spline Mechanism 250: Actuator 252: Cylinder housing 254: Piston 258: Rotating shaft 290: Spline mechanism 292: Screw mechanism 300, 302: Hydraulic fluid chamber 304, 306: Hydraulic fluid port 310, 312: Pipe line

Claims (8)

(A) Cylinder housing that contains hydraulic fluid in a liquid-tight state, (B) The inside of the cylinder housing is partitioned into two fluid-tight hydraulic fluid chambers, and parallel to the housing axis that is the axis of the cylinder housing A piston disposed so as to be movable in the axial direction, which is an arbitrary direction, and (C) the housing axis and its own rotational axis are positioned on the same line so as to be rotatable with respect to the cylinder housing and in the axial direction. A pair of rotating shafts, each end of which is engaged with the piston in a state where the piston is allowed to move and rotates relative to each other in accordance with the movement while allowing the piston to move in the axial direction; D) a pair of hydraulic fluid inlet / outlet passages that allow the hydraulic fluid to flow into and out of each of the two hydraulic fluid chambers, and the housing axis is substantially in the width direction of the vehicle. parallel An actuating device status a and the position of each of the rotation axes of the pair relative to the vehicle body are disposed in a fixed state comprising,
A pair of stabilizer bars whose one end is integrally connected to each of the other ends of the pair of rotating shafts and whose other end is connected to each of a pair of wheel devices located on the left and right of the vehicle body And a vehicle stabilizer device.   2. The vehicle stabilizer device according to claim 1, wherein the piston and at least one of the pair of rotating shafts are engaged with each other by a screw mechanism having a spiral track along the axial direction. The vehicle stabilizer device according to claim 2, wherein the piston and each of the pair of rotating shafts are engaged with each other by a screw mechanism having spiral tracks that are opposite to each other. 4. The device according to claim 1, wherein the piston is disposed so as to be allowed to rotate around the housing axis, and the operating device is disposed in a state where the cylinder housing is fixed to a vehicle body. The vehicle stabilizer apparatus as described in any one of Claims 1-3.   The vehicle stabilizer device according to any one of claims 1 to 4, wherein the stabilizer device includes a mutual communication path that allows the pair of hydraulic fluid input / output paths to communicate with each other.   The vehicle stabilizer device according to claim 5, wherein the stabilizer device includes a communication path breaker that blocks the flow of the hydraulic fluid in the mutual communication path.   The vehicle stabilizer device according to any one of claims 1 to 6, wherein the stabilizer device includes a hydraulic pressure difference generating device that generates a hydraulic pressure difference between the hydraulic fluid pressures of the two hydraulic fluid chambers.   The vehicle stabilizer device according to claim 7, wherein the stabilizer device includes a hydraulic pressure difference generator control device that controls the hydraulic pressure difference generator according to a rolling moment acting on the vehicle body.

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