JP5207054B2 - Variable stiffness stabilizer - Google Patents

Description

  The present invention relates to a variable stiffness stabilizer device.

A stabilizer bar may be provided in order to suppress rolling during cornering of the vehicle. In general, the stabilizer bar has a torsion bar extending in the left-right direction of the vehicle, and a pair of arms extending from each end of the torsion bar via bent portions.
In recent years, a variable-rigidity stabilizer device that dynamically controls the torsional rigidity of the stabilizer bar so that the stabilizer bar exerts a roll-suppressing moment that opposes the roll moment received by the vehicle body by an electric motor provided on the torsion bar has been studied. Has been.

  For example, a pair of torsion bar parts on both sides of the electric motor are rotated in opposite directions, that is, the phase angle opposite to the actual roll angle is created by controlling the position of the electric motor. The apparent torsional rigidity is changed by increasing the torsion angle. For this reason, when the roll is repeated little by little while traveling on an uneven road surface or the like, the rotation direction of the electric motor must be switched frequently and quickly in the forward and reverse directions. Therefore, a large torque type, that is, an electric motor with a reduction mechanism with a high reduction ratio is required as an electric motor, and an electric motor with good response is required.

However, when the torsional rigidity of the stabilizer bar is dynamically controlled, there are the following problems.
1) Since the above position control is passive control based on the detected actual roll angle, there is a response delay, and the driver feels uncomfortable with the behavior of the vehicle body.
2) Since the physique of the electric motor becomes considerably large, layout on the vehicle is difficult.
3) Electric current consumption of the electric motor is large, which is not preferable for energy saving.
4) Manufacturing cost increases.

On the other hand, a bending rigidity variable portion having a rectangular cross section for changing the bending rigidity of the pair of arms is provided so as to be rotatable around the respective axis lines of the pair of arms, and each pair of actuators corresponding to the pair of arms respectively There has been proposed a variable stiffness stabilizer device that changes the torsional stiffness of the stabilizer bar by rotating the bending stiffness variable portion about the axis of each arm and adjusting the rotational position of each bending stiffness variable portion. (For example, refer to Patent Document 1).
JP 2005-225300 A

In patent document 1, since it is necessary to use a pair of actuators corresponding to a pair of arms, a variable-rigidity stabilizer apparatus becomes large-sized and manufacturing cost becomes high. Moreover, since two actuators are driven, it is not preferable in terms of energy saving.
An object of the present invention is to provide a variable stiffness stabilizer device that is small, inexpensive, excellent in energy saving, and capable of achieving a comfortable ride.

  In order to achieve the above object, at least two high-rigidity parts (13, 14; 13, 14, 34) having relatively high torsional rigidity and adjacent high-rigidity parts are connected to provide relative torsional rigidity. And a stabilizer bar (6; 6A) including a torsion bar (8) having a low rigidity portion (15; 15A, 15B), and a sliding direction that is fitted to the torsion bar and extends along the longitudinal direction of the torsion bar ( Y1) and a slider (16) slidable along Y1), and an actuator (7) capable of driving the slider in the sliding direction, wherein the slider bypasses the low-rigidity portion and has at least two high-rigidities. It is possible to switch between a state where the parts are connected to transmit torque and a state where the connection between at least two high-rigidity parts is released according to the position in the sliding direction. The one in which the features.

  According to the present invention, the torsional rigidity of the torsion bar can be increased by sliding the slider in the sliding direction along the longitudinal direction of the torsion bar and connecting the adjacent highly rigid parts. Further, the torsional rigidity of the torsion bar can be lowered by releasing the connection between the high-rigidity parts by the slider. Since it is not necessary to provide a pair of actuators as in Patent Document 1, it is possible to achieve downsizing, to reduce the manufacturing cost, and to save energy.

In some cases, at least two low-rigidity portions (15A, 15B) are provided, and the corresponding high-rigidity portions (13, 34; 34, 14) are connected to each other (Claim 2). In this case, the torsional rigidity of the stabilizer bar can be adjusted in multiple stages by changing the number of low-rigidity parts bypassed by the slider.
The slider includes a sleeve (16) having first and second end portions (161, 162), and the first and second end portions are relatively non-rotatable with the corresponding high-rigidity portions. There is a case where a transmission mechanism (17) for transmitting the power of the actuator to the sleeve is provided, and a driven member (20) of the transmission mechanism is provided on the outer periphery of the sleeve. Item 3). In this case, the structure can be simplified by providing the driven member of the transmission mechanism on the outer periphery of the sleeve. Therefore, it is possible to contribute to the miniaturization of the variable stiffness stabilizer device, and it becomes easier to lay out the variable stiffness stabilizer device on the vehicle body.

The transmission mechanism may include a pinion (19) driven by the actuator and a rack (20) as the driven member (claim 4). In this case, the sleeve can be reliably slid by using a so-called rack and pinion mechanism to convert the rotational movement of the actuator into movement of the sleeve in the sliding direction.
Further, a control unit (22) for controlling the operation of the actuator, a stop state detecting means (23) for detecting a stop state of the vehicle, and an operation switch (for changing the torsional rigidity of the stabilizer bar) 24), and the slider and the high-rigidity portion are provided with relative rotation restricting portions (33, 40) that are slidably fitted so as to be able to restrict relative rotation of the slider and the high-rigidity portion. The actuator may be driven so as to displace the slider based on a signal from the operation switch on the condition that the stop state of the vehicle is detected by.

  In this case, since the torsion bar is hardly twisted while the vehicle is stopped, when the slider is slid and fitted to the high rigidity portion to be fitted, the phase of the relative rotation restricting portion of the slider and the high rigidity portion is set. In a state where the values coincide with each other, the slider can be satisfactorily fitted to the high rigidity portion to which the slider is to be fitted. Specifically, the torsional rigidity of the stabilizer bar may be changed as desired in advance by operating the operation switch while the vehicle is stopped. Thereby, for example, riding comfort can be improved and stable turning can be ensured. For example, when trying to travel under conditions where high-speed straight traveling continues for a long time, the torsional rigidity of the stabilizer bar is set to a low rigidity by an operation switch before the traveling. As a result, in long-time high-speed straight traveling, road surface input acting on the left and right wheels in an unbalanced manner can be absorbed by appropriately stroking the suspension, thereby improving riding comfort. On the other hand, it is not a condition that the straight traveling at high speed continues for a long time as described above. For example, when traveling on a winding road at medium speed, the torsional rigidity of the stabilizer bar is increased by an operation switch before traveling. Set it. As a result, in the medium speed traveling of the winding road, the roll angle of the vehicle body can be limited to ensure a stable turn. The present invention is not a method shown in the background art for dynamically controlling the torsional rigidity of the stabilizer bar with respect to a change in roll rigidity, but a method for statically switching the torsional rigidity of the stabilizer bar. The problems 1) to 4) described in the background art can be solved. The stop state detecting means may be a side brake sensor or a vehicle speed sensor.

  The actuator further includes a control unit for controlling the operation of the actuator, a straight traveling state detecting unit (36) for detecting a straight traveling state of the vehicle, and a vehicle speed detecting unit (37) for detecting a vehicle speed. A control unit for controlling the driving of the vehicle, a straight traveling state detecting unit for detecting a straight traveling state of the vehicle, and a vehicle speed detecting unit for detecting a vehicle speed, and the slider and the high-rigidity unit are disposed relative to each other. A relative rotation restricting portion that slide-fits to restrict the rotation is provided, and the control portion determines whether the vehicle is traveling straight ahead at a predetermined vehicle speed or higher based on the detection results of the straight traveling state detecting means and the vehicle speed detecting means. When it is determined that the operation has continued for a predetermined time or more, the actuator may be driven so as to displace the slider toward the low rigidity side.

  In this case, since the torsion bar is hardly twisted while the vehicle is traveling straight, when the slider is slid and fitted to the high rigidity portion to be fitted, the relative rotation restricting portion of the slider and the high rigidity portion is not affected. In a state where the phases match, it is possible to satisfactorily slide-fit the high-rigidity part to which the slider is to be fitted. In addition, when the straight traveling at high speed continues for a long time, the torsional rigidity of the stabilizer is made low. As a result, in long-time straight traveling, the road surface input acting on the left and right wheels in an unbalanced manner can be absorbed by appropriately stroking the suspension to improve the riding comfort. On the other hand, when the condition that the high-speed straight traveling continues for a long time is not satisfied, the torsional rigidity of the stabilizer bar is high. For example, during medium speed running of the winding road, the torsional rigidity of the stabilizer bar becomes high, so that the roll angle of the vehicle body can be limited to ensure stable turning. The present invention is not a method shown in the background art for dynamically controlling the torsional rigidity of the stabilizer bar with respect to a change in roll rigidity, but a method for statically switching the torsional rigidity of the stabilizer bar. The problems 1) to 4) described in the background art can be solved.

  In the above description, the alphanumeric characters in parentheses represent reference numerals of corresponding components in the embodiments described later, but the scope of the claims is not limited by these reference numerals.

A preferred embodiment of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic diagram showing a schematic configuration of a variable stiffness stabilizer device according to an embodiment of the present invention. Referring to FIG. 1, a variable stiffness stabilizer device 1 includes a stabilizer bar 6 that connects between wheel support members 4 and 5 that support left and right wheels 2 and 3, respectively, and a torsional stiffness of the stabilizer bar 6. And an electric motor 7 as an actuator. The wheel support members 4 and 5 are suspension arms, for example.

The stabilizer bar 6 extends orthogonally from the torsion bar 8 disposed with its longitudinal direction along the left-right direction of the vehicle, and the corresponding bent portions 9 from the respective end portions 8a and 8b of the torsion bar 8. And a pair of arms 10 provided. The pair of arms 10 extends in the vehicle front-rear direction X1, for example.
The torsion bar 8 is supported by the vehicle body 12 via the bush 11 at a position near the ends 8 a and 8 b of the torsion bar 8. The torsion bar 8 is supported by the bush 11 so as to be rotatable around the axis of the torsion bar 8.

  The torsion bar 8 connects the first and second high-rigidity parts 13 and 14 having relatively high torsional rigidity and the first and second high-rigidity parts 13 and 14 to relatively twist them. And a low-rigidity portion 15 having low torsional rigidity. The torsion bar 8 has a sleeve 16 as a slider that can bypass the low-rigidity part 15 and connect the high-rigidity parts 13 and 14 so as to transmit torque, and a sliding direction Y1 along the longitudinal direction of the torsion bar 8. It is fitted to be movable.

That is, the feature of the present embodiment is that the electric motor 7 slides and displaces the sleeve 16 as a slider via the transmission mechanism 17 in the sliding direction Y1 which is the longitudinal direction of the torsion bar 8. The torsional rigidity of the bar 8 is changed.
The transmission mechanism 17 is configured by a rack-and-pinion mechanism including a pinion 19 that is connected to the rotary shaft 18 of the electric motor 7 so as to be able to rotate along with the rack 20 that is formed on the outer periphery of the sleeve 16 and meshes with the pinion 19. . The electric motor 7 is supported by a housing 21 that surrounds a portion of the torsion bar 8 and through which the sleeve 16 is inserted.

One end of the housing 21 is fixed to one of the first and second high-rigidity parts 13, 14, for example, the first high-rigidity part 13. That is, the housing 21 can rotate with the first high-rigidity portion 13 and cannot move in the longitudinal direction of the torsion bar 8.
An ECU (Electronic Control Unit) 22 is provided as a control unit that controls the operation of the electric motor 7. The ECU 22 includes a side brake sensor 23 as stop state detection means for detecting the stop state of the vehicle, and an operation for switching operation to change the torsional rigidity of the stabilizer bar 6 while the vehicle is stopped. A switch 24 is connected.

For example, the operation switch 24 is alternatively selected from a low rigidity mode in which the torsional rigidity of the stabilizer bar 6 is set to be relatively low and a high rigidity mode in which the torsional rigidity of the stabilizer bar 6 is set to be relatively high. This is a switch for switching, and is operated by the driver.
In the ECU 22, a signal from the side brake sensor 23 and a signal from the operation switch 24 are input, and based on this, the electric motor 7 is driven and controlled so as to change the torsional rigidity of the stabilizer bar 6.

As shown in FIG. 2, the motor housing 25 of the electric motor 7 is fixed to the housing 21 fixed to the first high-rigidity portion 13 of the torsion bar 8.
A sleeve insertion hole 26 is formed in the housing 21 as a slider insertion hole through which the sleeve 16 is inserted. A gap is provided between the inner periphery of the sleeve insertion hole 26 and the outer periphery of the sleeve 16, and the sleeve 16 smoothly slides in the direction Y1 (not shown in FIG. 2, but corresponds to a direction orthogonal to the paper surface). ) Can be moved to.

The outer periphery of the first high-rigidity portion 13 of the torsion bar 8 and the inner periphery of the sleeve 16 are fitted using, for example, a ball slider structure and are capable of relative sliding in the axial direction. On the outer periphery of the sleeve 16, the rack 20 is formed at a position facing the pinion 19.
The housing 21 is formed with a pinion accommodation hole 27 that extends in a direction intersecting the sleeve insertion hole 26 and serves as a drive member accommodation hole that accommodates the pinion 19. The shaft portions at both ends of the pinion 19 connected to the rotating shaft 18 of the electric motor 7 so as to be able to rotate together are rotatably supported by a pair of bearings 28 and 29 held in the pinion receiving hole 27.

The opening of the pinion accommodation hole 27 located on the side opposite to the electric motor 7 is sealed by a sealing member 30, and entry of muddy water or the like into the housing 21 is prevented.
3 (a) and 3 (b), the low-rigidity portion 15 has a smaller cross-sectional diameter than the first and second high-rigidity portions 13 and 14, and thus the low-rigidity portion 15 The torsional rigidity is relatively low.

Further, on the outer circumferences of the first and second high-rigidity portions 13 and 14, raceway grooves 31 and 32 extending along the sliding direction Y1 that is the longitudinal direction of the torsion bar 8 are formed. In the sleeve 16, balls 40 held in the raceway grooves 31 and 32 are provided as relative rotation restricting portions of the sleeve 16.
On the other hand, on the inner periphery of the sleeve 16 as a slider, a raceway groove 33 is formed as a relative rotation restricting portion that can be opposed to the raceway grooves 31 and 32 and extends along the slide direction Y1. In the first state shown in FIG. 3A, the raceway groove 33 as a relative rotation restricting portion is fitted to the ball 40 as the relative rotation restricting portion held in each of the raceway grooves 31 and 32. The ball 40 can roll on the raceway grooves 31, 32 and 33. As shown in FIG. 2, the ball 40 is held in the raceway grooves 31 and 32 (only the raceway groove 31 is shown in FIG. 2) by an annular cage 41.

When the pinion 19 is rotationally driven by the electric motor 7, the sleeve 16 having the rack 20 meshing with the pinion 19 is displaced along the sliding direction Y1, and the first corresponding to the high rigidity mode shown in FIG. And the second state corresponding to the low rigidity mode shown in FIG.
In the first state shown in FIG. 3A, the raceway groove 33 as the relative rotation restricting portion is provided with the first and second high rigidity at the first end portion 161 and the second end portion 162 of the sleeve 16. It is fitted to a ball 40 as a relative rotation restricting portion held in the raceway grooves 31 and 32 of the portions 13 and 14, whereby the first and second end portions 161 and 162 of the sleeve 16 correspond to each other. The first and second high-rigidity portions 13 and 14 are connected so as not to rotate relative to each other.

In the first state, the sleeve 16 bypasses the low-rigidity portion 15 and connects the first and second high-rigidity portions 13 and 14 so that torque can be transmitted. Thereby, the torsion bar 8 is set to high rigidity.
On the other hand, in the second state shown in FIG. 3B, the sleeve 16 is slid to the left from the first state shown in FIG. 3A. As a result, the sleeve 16 and the second high-rigidity portion 14 The first and second high-rigidity portions 13 and 14 are connected via only the low-rigidity portion 15. For this reason, the torsion bar 8 is set to low rigidity.

  Next, the operation of the ECU 22 will be described based on the flowchart of FIG. When the driver operates the operation switch 24 to switch the traveling mode, a signal from the operation switch 24 is input (step S1). Next, a signal from the side brake sensor 23 is input (step S2), and after confirming that the vehicle is stopped based on the signal (YES in step S3), twisting according to the operation of the operation switch 24 is performed. The electric motor 7 is drive-controlled so as to switch to the rigid (step S4).

  According to the present embodiment, the sleeve 16 as the slider is slid in the sliding direction Y1 along the longitudinal direction of the torsion bar 8, and the low rigidity portion 15 is bypassed by the sleeve 16 as shown in FIG. In the first state in which the adjacent high-rigidity parts 13 and 14 are connected, the torsional rigidity of the torsion bar 8 and the torsional rigidity of the stabilizer bar 6 can be increased.

Further, as shown in FIG. 3B, the torsional rigidity of the torsion bar 8 and the stabilizer bar 6 can be reduced by setting the second state in which the connection between the high rigidity parts 13 and 14 by the sleeve 16 is released. Torsional rigidity can be reduced.
And since it is not necessary to provide a pair of actuator like patent document 1 and the single electric motor 7 should be used, size reduction can be achieved, manufacturing cost can be reduced, and energy saving is also preferable.

Usually, the torsion bar 8 has a relatively long linear portion extending in the left-right direction of the vehicle body, and the sleeve 16 as a slider that slides in the longitudinal direction of the torsion bar 8 is used. Easy to layout.
Further, since the rack 20 is provided on the outer periphery of the sleeve 16 as a driven member of the transmission mechanism 17 for transmitting the power of the electric motor 7 to the sleeve 16, the structure can be simplified. Therefore, it is possible to contribute to the miniaturization of the variable stiffness stabilizer device 1, and the variable stiffness stabilizer device 1 can be more easily laid out on the vehicle body.

Further, by using a rack and pinion mechanism as the transmission mechanism 17, the output rotation of the electric motor 7 is converted into movement in the sliding direction of the sleeve 16, so that the sleeve 16 can be reliably slid.
Further, when the operation switch 24 for changing the stiffness mode is operated, the sleeve 16 is displaced based on the operation of the operation switch 24 and the stiffness mode is switched on condition that the vehicle is stopped. Yes. Since the torsion bar 8 is hardly twisted when the vehicle is stopped, the phase of the raceway groove 32 as the relative rotation restricting portion of the second high-rigidity portion 14 and the relative rotation restricting portion of the sleeve 16 are set. Therefore, the raceway groove 33 of the sleeve 16 can be reliably slidably fitted to the ball 40 held in the raceway groove 32.

Particularly, since a so-called ball slider structure is used, the raceway groove 33 of the sleeve 16 can be smoothly fitted to the ball 40 held in the raceway groove 32. Further, with the ball slider structure, the torsional rigidity can be set high by setting the load capacity of the ball 40.
Specifically, the torsional rigidity of the stabilizer bar 6 may be changed as desired in advance by operating the operation switch 24 while the vehicle is stopped. Thereby, for example, riding comfort can be improved and stable turning can be ensured. For example, when attempting to travel under conditions where high-speed straight traveling continues for a long time, the torsional rigidity of the stabilizer bar 6 is set to a low rigidity by operating the operation switch 24 before the traveling. As a result, in long-time straight traveling, the road surface input acting on the left and right wheels in an unbalanced manner can be absorbed by appropriately stroking the suspension to improve the riding comfort.

  On the other hand, it is not a condition that the straight traveling at a high speed continues for a long time as described above. For example, when traveling on a winding road at a medium speed, the torsional rigidity of the stabilizer bar 6 is controlled by operating the operation switch 24 before the traveling. Is set to high rigidity. As a result, in the medium speed traveling of the winding road, the roll angle of the vehicle body can be limited to ensure a stable turn.

In addition, the present variable stiffness stabilizer device 1 is not the method shown in the background art that dynamically controls the torsional stiffness of the stabilizer bar with respect to the change in roll stiffness, but instead reduces the torsional stiffness of the stabilizer bar 6. Therefore, the problems 1) to 4) described in the background art can be solved.
Note that a vehicle speed sensor that detects the vehicle speed may be used as the stop state detection means instead of the side brake sensor 23.

Next, FIG. 5 shows another embodiment of the present invention. 3 is different from the embodiment of FIG. 3 in that the torsion bar 8 of the stabilizer bar 6 of the embodiment of FIG. In the torsion bar 8A of the stabilizer bar 6A of the embodiment, three high-rigidity portions 13, 14, and 34 are provided.
Specifically, a third high-rigidity portion 34 is provided at an intermediate position between the first high-rigidity portion 13 and the second high-rigidity portion 14. A raceway groove 35 is formed as a relative rotation restricting portion on the outer periphery of the third high-rigidity portion 34. The first high-rigidity portion 13 and the third high-rigidity portion 34 are connected by the first low-rigidity portion 15A, and the third high-rigidity portion 34 and the second high-rigidity portion 14 are connected to each other by the first low-rigidity portion 15A. The two low-rigidity portions 15B are connected.

According to the present embodiment, as the sleeve 16 slides, the first state shown in FIG. 5A, the second state shown in FIG. 5B, and the state shown in FIG. Switching to the third state is possible.
In the first state shown in FIG. 5A, the first rigid portion 13, the third rigid portion 34, and the second rigid portion 14 are connected by the sleeve 16 so that torque can be transmitted. The sleeve 16 bypasses the two low-rigidity parts (the first and second low-rigidity parts 15A and 15B) to connect the high-rigidity parts 13 and 14, and serves as the torsion bar 8A and eventually the stabilizer bar 6A. The highest torsional rigidity can be realized.

  In the second state shown in FIG. 5B, the first rigid portion 13 and the third rigid portion 34 are connected by the sleeve 16 so that torque can be transmitted. The sleeve 16 bypasses one low-rigidity portion (the first low-rigidity portion 15A) and connects the high-rigidity portions 13 and 34, and as a torsion bar 8A, and as a stabilizer bar 6A, an intermediate height is obtained. Torsional rigidity can be realized.

In the third state shown in FIG. 5 (c), the connection between the high-rigidity portions 13, 34, and 14 by the sleeve 16 is released, and the lowest torsional rigidity is realized as the torsion bar 8A and eventually as the stabilizer bar 6A. can do.
According to the present embodiment, the torsional rigidity of the stabilizer bar 6A can be adjusted in multiple stages by changing the number of the low-rigidity parts 15A and 15B that the sleeve 16 bypasses. Four or more high-rigidity parts and three or more low-rigidity parts may be provided.

  Next, FIG. 6 shows still another embodiment of the present invention. Referring to FIG. 6, the present embodiment is different from the embodiment of FIG. 1 in that the side brake sensor 23 and the operation switch 24 are provided in the embodiment of FIG. The torsional rigidity of the stabilizer bar 6 has been changed. In this embodiment, however, the steering angle sensor 36 serving as a straight traveling state detecting means for detecting the straight traveling state of the vehicle, and the vehicle speed sensor 37 for detecting the vehicle speed. The torsional rigidity of the stabilizer bar 6 is automatically changed to the low rigidity side when the straight traveling state at a predetermined vehicle speed or higher continues for a predetermined time or longer.

  As shown in FIG. 7, the sleeve 16 is in the home position where the sleeve 16 is displaced to the high rigidity side (the position where the sleeve 16 connects between the first and second high rigidity portions 13 and 14) with the start of the system. Is confirmed (step S1), and if not in the home position, the electric motor 7 is driven to displace the sleeve 16 to the home position on the high rigidity side (step S2).

  Next, in step S3, the vehicle speed V detected by the vehicle speed sensor and the detected steering angle θ are input, and in step S4, the straight traveling state at a high speed where the vehicle speed V is equal to or higher than the threshold value V1 continues for a predetermined time or more. It is monitored whether or not the condition of being is satisfied. If it is determined in step S4 that the above condition is satisfied (YES in step S4), in step S5, the sleeve 16 is moved to the low rigidity side (the sleeve 16 is the first and second high rigidity portions). The electric motor 7 is driven so as to be displaced to a position where the connection between the 13 and 14 is released.

When the steering angle θ is within a predetermined error range including the neutral position (−e ≦ θ ≦ e: e is 5 °, for example), it is determined that the vehicle is traveling straight.
When the vehicle is traveling straight ahead, the torsion bar 8 is hardly twisted. Therefore, the phase of the raceway groove 32 of the second high-rigidity portion 14 and the raceway groove 33 as the relative rotation restricting portion of the sleeve 16 are eliminated. Since the phases substantially coincide with each other, the raceway groove 33 as the relative rotation restricting portion can be securely slid and fitted to the ball 40 as the relative rotation restricting portion held by the raceway groove 32.

In the present embodiment, when high-speed straight traveling continues for a long time, the torsional rigidity of the stabilizer 6 is changed to low rigidity. As a result, in long-time straight traveling, the road surface input acting on the left and right wheels in an unbalanced manner can be absorbed by appropriately stroking the suspension to improve the riding comfort.
On the other hand, when the condition that the high-speed straight traveling is continued for a long time as described above is not satisfied, the torsional rigidity of the stabilizer bar 6 is high. For example, in the middle speed running of the winding road, the torsional rigidity of the stabilizer bar 6 is high, so that the roll angle of the vehicle body can be limited to ensure stable turning.

Further, the present embodiment is not the method shown in the background art that dynamically controls the torsional rigidity of the stabilizer bar with respect to the change in roll rigidity, but the torsional rigidity of the stabilizer bar 6 is statically changed. Because of the switching method, the problems 1) to 4) described in the background art can be solved.
The present invention is not limited to the above embodiments, and various modifications can be made within the scope of the claims of the present invention.

It is a schematic diagram which shows schematic structure of the variable rigidity stabilizer apparatus of one embodiment of this invention. It is sectional drawing of the principal part of a variable rigidity stabilizer apparatus. It is sectional drawing of the principal part of a variable rigidity stabilizer apparatus for demonstrating operation | movement of a variable rigidity stabilizer apparatus, (a) shows the state by which the stabilizer bar was switched to high rigidity, (b) is a stabilizer bar low The state switched to rigidity is shown. It is a flowchart which shows the flow of control of ECU as a control part. It is sectional drawing of the principal part of the variable-stiffness stabilizer apparatus of another embodiment of this invention, (a) shows the state by which the stabilizer bar was switched to the highest rigidity, (b) is a high height with a stabilizer bar in the middle. (C) shows the state in which the stabilizer bar is switched to the lowest rigidity. It is a schematic diagram which shows schematic structure of the variable-rigidity stabilizer apparatus of another embodiment of this invention. 7 is a flowchart showing a control flow of an ECU as a control unit in the embodiment of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Variable rigidity stabilizer apparatus, 6 ... Stabilizer bar, 7 ... Electric motor (actuator), 8 ... Torsion bar, 13 ... 1st high rigidity part, 14 ... 2nd high rigidity part, 15 ... Low rigidity part, 15A ... 1st low rigidity part, 15B ... 2nd low rigidity part, 16 ... Sleeve (slider), 161 ... 1st edge part, 162 ... 2nd edge part, Y1 ... Sliding direction, 17 ... Transmission mechanism, DESCRIPTION OF SYMBOLS 19 ... Pinion (drive member), 20 ... Rack (driven member), 21 ... Housing, 22 ... ECU (control part), 23 ... Side brake sensor (stop state detection means), 24 ... Operation switch, 25 ... Motor housing, 31, 32, 35 ... raceway groove, 33 ... raceway groove (relative rotation restricting part), 34 ... third high rigidity part, 36 ... steering angle sensor (straight running state detection means), 37 ... vehicle speed sensor, 40 ... ball (relative Rolling regulating portion), 41 ... retainer

Claims (6)

A stabilizer bar including a torsion bar having at least two high-rigidity parts having relatively high torsional rigidity and a low-rigidity part having a relatively low torsional rigidity connected between adjacent high-rigidity parts;
A slider fitted to the torsion bar and slidable along a sliding direction along the longitudinal direction of the torsion bar;
An actuator capable of driving the slider in the sliding direction,
The slider bypasses the low-rigidity part and connects at least two high-rigidity parts so that torque can be transmitted, and releases the connection between at least two high-rigidity parts at the position in the sliding direction. A variable-stiffness stabilizer device that can be switched in response to the change.   2. The variable rigidity stabilizer device according to claim 1, wherein at least two of the low-rigidity parts are provided, and the corresponding high-rigidity parts are connected to each other. 3. The slider according to claim 1, wherein the slider includes a sleeve having a first end and a second end, and the first end and the second end can be coupled to a corresponding high-rigidity portion in a relatively non-rotatable manner. Yes,
A transmission mechanism for transmitting the power of the actuator to the sleeve;
A variable rigidity stabilizer device, wherein a driven member of the transmission mechanism is provided on an outer periphery of the sleeve.   4. The variable stiffness stabilizer device according to claim 3, wherein the transmission mechanism includes a pinion driven by the actuator and a rack as the driven member. The control unit for controlling the driving of the actuator according to any one of claims 1 to 4,
Stop state detecting means for detecting the stop state of the vehicle;
An operation switch for changing the torsional rigidity of the stabilizer bar,
The slider and the high-rigidity part are provided with a relative rotation restricting part that slide-fits so as to restrict relative rotation of both,
The control unit drives the actuator so as to displace the slider based on a signal from the operation switch on condition that the stop state of the vehicle is detected by the stop state detecting means. Stabilizer device. The control unit for controlling the driving of the actuator according to any one of claims 1 to 4,
Straight running state detection means for detecting the straight running state of the vehicle;
Vehicle speed detecting means for detecting a vehicle speed, and a relative rotation restricting portion that slide-fits the slider and the high-rigidity portion so as to restrict relative rotation of both of them is provided,
The control unit moves the slider to the low-rigidity side when determining that the state in which the vehicle is traveling straight ahead at a predetermined vehicle speed or higher continues for a predetermined time or longer based on the detection results of the straight traveling state detection unit and the vehicle speed detection unit. A variable rigidity stabilizer device, wherein the actuator is driven so as to be displaced.

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