JPH01101215A - Stabilizer controller - Google Patents

Abstract

PURPOSE:To enhance controlability by outputting defined control instructions with high precedence based on a vehicle condition detected result to correspond ing means in the following order, basic performance compensation instructions, control instructions at the time of abnormal traveling and stabilizer characteris tic optimization instructions. CONSTITUTION:The target torsion quantity of a stabilizer is decided by vehicle condition detected by a vehicle condition detecting means M2, and a torsion quantity change is outputted to an adjusting means M1 so as to change torsion quantity. On the other hand, a precedence means M7 judges whether the vehicle condition comes under a basic performance compensation condition, a control condition at the time of abnormal traveling and a stabilizer characteristic optimization condition, and when it comes under some of them, instructions with high precedence are outputted to respective means M4-M6 in order of precedence decide previously, basic performance compensation instructions, control instruction at the time of abnormal traveling and stabilizer characteristic optimization instructions. Respective means M4-M6 correct the target torsion quantity through the adjusting means M1. With this arrangement, controlability can be enhanced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention provides a stabilizer system that provides a priority order for various stabilizer controls that are executed when, for example, active control of the stabilizer is not necessarily effective. Regarding the vs device.

[Prior Art] When a vehicle shifts to a turning state, rolling occurs due to the action of centrifugal force. In this case, as the roll angle increases, the camber angle also changes, resulting in an increase in canvas thrust and a decrease in maneuverability and stability. Therefore, in order to maintain the turning running state, it is necessary to frequently perform (1) normal steering.

In order to suppress such rolling and improve maneuverability and stability, it is conceivable to set the spring constant of the suspension high, for example. However, in this case, impactful vibrations, such as when driving on rough roads, are not absorbed, and ride comfort deteriorates. Therefore, a vehicle is provided with a stabilizer that acts as a spring and generates a restoring force only when the suspension positions of the left and right wheels are different, in order to suppress rolling.

However, even if the vehicle is not rolling, for example, if one of the left and right wheels runs over a bump on the road surface, there will be a difference in the suspension position of the left and right wheels, so the stabilizer will generate torsional elastic force and spring It acts as. For this reason, the ride comfort deteriorates in the same way as when the spring constant of the suspension is set high. For example, the following techniques have been proposed as countermeasures against such inconveniences. That is, (1) The stabilizer and the wheel side member are connected by a cylinder unit in which two cylinder chambers are formed by a piston and a cylinder body, and both cylinder chambers are connected to a pressure fluid source via a switching valve. A "stabilizer device" that adjusts the fluid pressure inside the cylinder unit to expand and contract the cylinder unit, actively utilizes the action of the stabilizer, and controls the vehicle's attitude to prevent rolling when turning. 61-64514).

(2) A ``vehicle attitude control device'' that calculates a control amount corresponding to the amount of vehicle roll based on the vehicle's running speed and steering angle, and changes the torsional elastic characteristics of the stabilizer according to the control amount. Publication number 61-146612).

[Problems to be Solved by the Invention] In the above-mentioned conventional technology, pressure fluid is supplied from a pressure fluid source to the cylinder unit to control the vehicle attitude to stabilize it. However, when performing such control, if pressure fluid is supplied to the cylinder unit discontinuously or in stages, impact vibrations that make passengers feel uncomfortable, and noise accompanying the vibrations may occur in the vehicle. This caused a deterioration in ride comfort. Therefore, when actively controlling the stabilizer, the applicant has developed an improved technology called "Hydraulic Hydraulic System" which continuously controls the flow rate of pressure fluid from the fluid pressure source to the cylinder unit using a flow control valve to eliminate the discomfort felt by the occupants. Stabilizer control device” (Patent application 1986-
148610) was proposed.

However, the improved technology described above determines the target stroke amount of the cylinder unit, which is a control amount when the vehicle is turning, based on the vehicle speed detected by the vehicle speed sensor and the current steering sensor while the basic performance of the vehicle is compensated. Calculations were made according to a map based on the detected steering angle. but,
For example, if an excessive load is applied to the internal combustion engine of the vehicle mentioned above, such as when driving the power steering pump,
If there is an abnormality in the hydraulic circuit including the cylinder unit, the turning radius of the vehicle will be drastically reduced, resulting in a so-called spin condition.
In this case, when the so-called counter steering is executed 1, when driving on a road with a low friction coefficient, which causes the drive wheels to spin and the vehicle turning radius to increase when driving on a slope or snowy road with a low coefficient of friction, or when the drive wheels are running on a road with a low friction coefficient as described above, If the vehicle gets stuck on a rough road and spins without being able to transmit sufficient drive torque, it becomes difficult to get out of the rough road, which is a so-called stuck condition.
When driving on rough roads or driving straight ahead at high speeds, if the above-mentioned improved technology control, so-called active control of the stabilizer, is executed, the basic performance of the vehicle will be affected by the overload of the internal combustion engine caused by the supply of force that twists the stabilizer. rolling due to overcontrol of the stabilizer, or
Reverse rolling may occur, and these factors may cause deterioration in the vehicle's maneuverability, stability, and ride comfort. Therefore,
In each of the above-mentioned cases, an improvement technique has also been considered in which the stabilizer roll control is stopped and various controls suitable for suppressing rolling are executed in each case.

However, there are various conditions for determining whether each of the above cases applies; for example, the conditions are the same;
When the ratio of the idle wheel rotation speed to the driving wheel rotation speed becomes less than a predetermined value, both fall under control start conditions such as when driving on a low friction coefficient road surface or when transitioning to a so-called stuck state. If the difference in the amount of expansion and contraction (stroke amount) of the unit over a predetermined period of time is greater than or equal to a predetermined value, both fall under control start conditions such as fail-safe control and rough road driving control,
There may be cases where multiple controls are started at the same time. In this way, when multiple control start conditions apply, the control contents, such as stopping stabilizer control and reducing the control amount, differ depending on each condition, and it is difficult to determine which control condition should be prioritized. It was found that the above-mentioned improvement technique was still insufficient.

This means that depending on the road surface condition or the vehicle condition, inappropriate execution of the stabilizer control may give a sense of discomfort to the occupants, leading to deterioration in maneuverability, stability, and ride comfort.

Also, if multiple controls are started at the same time as described above,
For example, if abnormal driving control or stabilizer characteristic optimization control is executed prior to vehicle basic performance compensation control, a new problem arises in that the basic driving performance of the vehicle may be degraded. were also considered, and there was still room for improvement.

In this way, for example, when active control of the stabilizer is not necessarily effective, such as when there is a risk of adversely affecting the basic performance of the vehicle, when the vehicle is running abnormally, or when stabilizer optimization control can be executed. If the priority order of various controls was not clearly determined, it was expected that various adverse effects would occur, and this was not a perfect improvement measure.

SUMMARY OF THE INVENTION An object of the present invention is to provide a stabilizer control device that can appropriately control a stabilizer for various vehicle conditions by giving priority to a plurality of controls to be executed when active control of the stabilizer is not necessarily effective.

1, 2, 1 [Means for solving the problems] The present invention, which was made to solve the above problems, as illustrated in FIG. a torsion amount adjusting means M1 for adjusting the amount of torsion of the stabilizer according to an external command; a vehicle state detecting means M2 for detecting a vehicle state including at least a running state of the vehicle; Vehicle state detection means M
A stabilizer control device comprising: a control means M3 that outputs a command to change the torsion amount to a target torsion amount determined according to the driving state obtained from the detection result of No. 2 to the torsion amount adjustment means M1, the stabilizer control device comprising: When it is determined that the condition of the vehicle corresponds to the basic performance compensation condition that requires changing the target torsion amount of the stabilizer in order to compensate for the basic performance of the vehicle, and when a basic performance compensation instruction is received from the outside, basic performance compensating means M4 outputting a command for changing the target torsion amount determined by the control means M3 to an amount that can compensate for the basic performance of the vehicle to the torsion amount adjusting means M1; When it is determined that the abnormal running control condition is met, in which it is necessary to change the target torsion amount of the stabilizer in order to cope with the abnormal running of the vehicle, and an abnormal running control instruction is received from the outside, the control means M3 abnormal running control means M5 for outputting a command for changing the determined target twist amount to an amount that can be handled when the vehicle is running abnormally to the twist amount adjusting means M1; It is determined that the stabilizer characteristics optimization condition is met, which requires changing the target twist amount of the stabilizer in order to adapt it to the driving condition,
When receiving an instruction to optimize stabilizer characteristics from an external source,
stabilizer characteristic optimizing means M6 for outputting a command for changing the target torsion amount determined by the control means M3 to an amount that can be applied during a predetermined running state of the vehicle to the torsion amount adjusting means M1; and the vehicle state detection means. When it is determined that the state of the vehicle falls under any of the basic performance compensation conditions, abnormal driving control conditions, and stabilizer characteristic optimization conditions based on the detection results of the means M2, the vehicle conditions are determined in a predetermined priority order. According to the order of basic performance compensation instruction, abnormal driving control instruction, and stabilizer characteristic optimization instruction, priority is given to the corresponding means among the basic performance compensation means M4, abnormal driving control means M5, and stabilizer characteristic optimization means M6. The gist of the present invention is a stabilizer control device characterized by comprising a priority means M7 for transmitting instructions with priority in order.

The twist amount adjusting means M1 is for adjusting the twist amount of the stabilizer according to an external command.

For example, a cylinder installed on one side of an unsprung member and a mounting portion of the stabilizer facing the unsprung member, and a cylinder installed on the other of the unsprung member and the mounting portion of the stabilizer facing the unsprung member. a piston that is slidably fitted into the cylinder; a hydraulic circuit that connects an upper chamber and a lower chamber of the cylinder divided by the piston with a hydraulic pressure source;
This can be realized by a directional control valve and a flow control valve inserted in the hydraulic circuit. In addition, for example, a cylinder and a piston having a structure similar to a well-known variable damping force shock absorber are installed between the unsprung member and the mounting part of the stabilizer facing the unsprung member, and the control signal is applied manually from the outside. Therefore, a connecting actuator that can slide and fix the piston may be provided. Furthermore, for example, the vertical position of the two left and right bearings that attach the stabilizer to the vehicle body may be changed by a hydraulic actuator installed on the vehicle body, or a hydraulic actuator installed on the vehicle body near the bearings may be used. Actively adjust the stabilizer (Ac
It is also possible to adopt a configuration using a hydraulic actuator that twists tively. In this way, when the hydraulic actuator is installed on the vehicle body side, that is, on the spring, the frequency of the sprung vibration is about one order of magnitude lower than the frequency of the unsprung vibration, which improves the durability and reliability of the hydraulic actuator. You can improve your sexuality.

The vehicle state detection means M2 detects the vehicle state including at least the running state of the vehicle.

For example, it can be configured to detect the steering angle of the vehicle, the rotational state of the drive wheels, the rotational state of the idler wheels, the amount of twist of the stabilizer, the lateral acceleration, the yaw angular velocity, and the rotational speed of the internal combustion engine.

For example, a potentiometer installed on the steering shaft that outputs the amount of steering as an analog signal, a steering sensor such as a rotary encoder that outputs a high-resolution digital signal, and an electromagnetic pickup type rotational speed sensor installed on the vehicle's drive shaft. Or, a wheel circumferential speed sensor that detects the rotational speed of the drive wheel, a well-known vehicle speed sensor, a rotation angle of the drive wheel, or various sensors that detect the rotational angular velocity, a wheel circumferential speed sensor that detects the rotational speed of the idler wheel. , various sensors that detect the rotational angle or rotational angular velocity of the idler wheel; a stroke sensor that detects the amount of expansion and contraction of a cylinder unit that is interposed between the unsprung member that supports the wheel and the stabilizer and twists the stabilizer; A rotation amount sensor that directly detects the amount of twist of the stabilizer as a rotation angle, a lateral acceleration sensor that is placed near the center of gravity of the vehicle to detect lateral acceleration, a lateral acceleration switch, and a yaw angular velocity sensor that is placed near the center of gravity of the vehicle. This can be realized by a combination of a yaw angular velocity sensor that detects the rotational speed of the vehicle's internal combustion engine, a crank angle sensor that detects the rotational speed of the vehicle's internal combustion engine, a cam position sensor, etc.

The control means M3 outputs to the twist amount adjusting means M1 a command to change the amount of twist of the stabilizer to a target twist amount determined according to the driving state obtained from the detection result of the vehicle state detecting means M2. - For example, calculate the target amount of twist based on a map that defines the relationship between the vehicle speed (calculated from the rotational speed of the driving wheels or the rotational speed of the idle wheels), the steering angle, and the target amount of twist, or based on an arithmetic formula, and It can be configured to output a command corresponding to the target amount of twist.

In addition, for example, the moving load between the inner and outer wheels in a turning driving state is determined based on the vehicle speed and steering angle, and the tilting of the vehicle body (so-called,
A target twist amount of the stabilizer that can suppress rolling) is calculated, and a command to actively twist the stabilizer by the target twist amount is output (so-called Active Control).
It may be configured to perform (l).

The basic performance compensating means M4 is a basic performance compensation means M4 that is determined to correspond to a basic performance compensation condition in which the target torsion amount of the stabilizer needs to be changed in order to compensate for the basic performance of the vehicle, and a basic performance compensation instruction is issued from the outside. When received, a command to change the target amount of twist determined by the control means M3 to an amount that can compensate for the basic performance of the vehicle is output to the amount of twist adjustment means M1. For example, in accordance with a basic performance compensation instruction transmitted from the outside, when the load on the vehicle's internal combustion engine suddenly increases due to active control of the stabilizer, a command to cancel active control of the stabilizer or reduce the control amount is issued. Furthermore, for example, when an abnormality occurs in the hydraulic circuit that generates the acting force that twists the stabilizer, a command for canceling the active control of the stabilizer can be output to the torsion amount adjusting means M1.

Abnormal driving control means M5 means that it is determined that the vehicle condition corresponds to an abnormal driving control condition that requires changing the target torsion amount of the stabilizer in order to cope with the abnormal driving of the vehicle, When receiving the time control instruction, the controller outputs a command to the twist amount adjusting means M1 to change the target twist amount determined by the control means M3 to an amount that can be dealt with when the vehicle runs abnormally. For example, when transitioning to a so-called spin state or executing so-called counter steering in accordance with an abnormal driving control instruction transmitted from the outside,
A command to fix the stabilizer in a predetermined state is given to stop the active control of the stabilizer when driving on a road with a low friction coefficient, or a command to reduce the control amount is given, and a command to stop the active control of the stabilizer when moving to a so-called stuck state. The commands may be configured to be output to the twist amount adjusting means M1.

The stabilizer characteristic optimizing means M6 means that the state of the vehicle is
When it is determined that the stabilizer characteristics optimization condition is met, in which it is necessary to change the target torsion amount of the stabilizer in order to adapt it to the predetermined driving condition of the vehicle, and when an instruction to optimize the stabilizer characteristics is received from the outside, the control means M3 A command for changing the determined target twist amount to an amount that can be applied when the vehicle is in a predetermined running state is output to the twist amount adjusting means M1. For example, in accordance with an external stabilizer characteristic optimization instruction, when driving on a rough road, a command is issued to stop active control of the stabilizer, and when driving straight at high speed, a command is issued to gradually increase the restoring force of the stabilizer as the vehicle speed increases. Each can be configured to be output to the twist amount adjusting means M1.

The priority means M7 means that when it is determined that the state of the vehicle falls under any of the basic performance compensation conditions, abnormal driving control conditions, and stabilizer characteristic optimization conditions based on the detection results of the vehicle state detection means M2, The basic performance compensating means M4, the abnormal driving control means M5, and the stabilizer characteristics optimizing means M6 are executed in accordance with the predetermined priority order of the basic performance compensation instruction, the abnormal driving control instruction, and the stabilizer characteristic optimization instruction. Among them, instructions with higher priority are transmitted to the corresponding means with priority.

For example, when the rotational speed of the internal combustion engine falls below a predetermined rotational speed during active control of the stabilizer, or when the measured amount of torsion of the stabilizer does not follow the target amount of torsion, the vehicle condition may be affected by basic performance compensation. It is determined that the conditions are met, and the basic performance compensation instruction with the highest priority is transmitted to the basic performance compensation means M4, and when the ratio of the measured yaw rate and the calculated yaw rate is equal to or higher than a predetermined ratio, the system is in a so-called spin state, and the measured lateral acceleration is When the direction of the calculated lateral acceleration and the calculated lateral acceleration are opposite, it is during so-called counter steering.
When the ratio between the measured lateral acceleration and the calculated lateral acceleration is above a predetermined ratio, and when the ratio between the idle wheel rotation speed and the drive wheel rotation speed is below the predetermined ratio, the vehicle is running on a road with a low friction coefficient, and the vehicle speed (drive wheel rotation speed , or determined from the idle wheel rotational speed) is greater than a predetermined value, and when the difference between the measured lateral acceleration and the calculated lateral acceleration is greater than the predetermined difference, the state is transitioning to a so-called stuck state, and each is during abnormal driving. It is determined that the control conditions are met, the abnormal driving control instruction with the second highest priority is transmitted to the abnormal driving control means M5, and when the change in the amount of twist of the stabilizer is greater than a predetermined value, high-speed straight driving is performed. When the stabilizer characteristic optimization condition is met, it is determined that the stabilizer characteristic optimization condition is satisfied, and the stabilizer characteristic optimization instruction having the lowest priority can be transmitted to the stabilizer characteristic optimization means M6.

The control means M3, the basic performance compensation means M4, the abnormal running control means M5, the stabilizer characteristic optimization means M6, and the priority means M7 can be realized, for example, by independent discrete logic circuits. Also, for example, the well-known C
It may be configured as a logic operation circuit together with the PU, ROM, RAM, and other peripheral circuit elements, and implement the above-mentioned means according to a predetermined processing procedure.

[Function] As illustrated in FIG. 1, the stabilizer control device of the present invention allows the control means M3 to set the amount of torsion of the stabilizer at a target determined according to the driving state obtained from the detection result of the vehicle state detection means M2. When outputting a command to change the amount of twist to the amount of twist adjustment means M1, the vehicle state detection means M2
Based on the detection results of According to the order of the performance compensation instruction, the abnormal driving control instruction, and the stabilizer characteristic optimization instruction, the priority means M7 gives the corresponding means among the basic performance compensation means M4, the abnormal driving control means M5, and the stabilizer characteristic optimization means M6, Works to give priority to instructions with higher priority.

That is, when it is determined that the vehicle condition falls under any of the basic performance compensation instructions, abnormal driving control conditions, and stabilizer characteristic optimization conditions in which active control of the stabilizer is not necessarily effective, the predetermined priority order is determined. According to the order of basic performance compensation instruction, abnormal driving control instruction, and stabilizer characteristic optimization instruction, instructions with a higher priority are transmitted preferentially, and stabilizer control is performed in accordance with the instruction with a higher priority.

Therefore, the stabilizer control device of the present invention provides a priority order in advance to a plurality of instructions to be transmitted when it is determined that active control of the stabilizer is not necessarily effective.
The target torsion amount of the stabilizer is always changed in response to an instruction with a high priority order, and the stabilizer control is performed in a manner that satisfies the driving condition of the vehicle and the road surface condition.

As described above, each component of the present invention functions to solve the technical problems of the present invention.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows a system configuration of a stabilizer control device that is an embodiment of the present invention.

As shown in the figure, the stabilizer control device 1 includes a front stabilizer device 2 and an electronic control unit (hereinafter simply referred to as ECU) 3 that controls the front stabilizer device 2.

The front stabilizer device 2 includes the left attachment part of the front stabilizer bar 4 and the lower arm 1\6 of the left front wheel 5.
a connecting unit 10 comprising a connecting actuator 7 interposed between the connecting actuator 7 and a valve actuator 9 that supplies pressurized oil pressurized by a hydraulic source 8 to the connecting actuator 7;
A stabilizer link 13 is provided that connects the right attachment part of the front stabilizer bar 4 and the lower arm 12 of the right front wheel 11.

On the other hand, a stabilizer link 17 is provided between the left attachment part of the rear stabilizer bar 14 and the lower arm 16 of the left rear wheel 15, and a link is provided between the right attachment part of the rear stabilizer bar 14 and the lower arm 19 of the right rear wheel 15. are connected to each other by stabilizer links 20.

The stabilizer control device 1 includes, as detectors, a steering sensor 21 that detects the steering angle, a left idle wheel speed sensor 22 that detects the rotation speed of the left front wheel 5 which is an idle wheel, and a rotation of the right front wheel 11 which is also an idle wheel. The right idle wheel speed sensor 23 detects the speed, the left drive wheel speed sensor 24 detects the rotation speed of the left rear wheel 15, which is a drive wheel, and the right drive wheel speed sensor 24 detects the rotation speed of the right rear wheel, which is also a drive wheel, for one day. A wheel speed sensor 25, a stroke sensor 26 that detects the stroke amount of the connecting actuator tough, which is the distance between the left attachment part of the front stabilizer bar 4 and the lower arm 6 of the left front wheel 5, are arranged near the center of gravity of the vehicle. A lateral acceleration sensor 27 that detects lateral acceleration, and a yaw rate sensor 2 that is also arranged near the center of gravity of the vehicle and detects yaw rate.
30 of the engine crankshaft (not shown)
[Equipped with a cam position sensor 29 that also serves as an engine rotation speed sensor that detects the crank angle in degrees.

Next, the configurations of the connection unit 10 and ECU 3 will be explained based on FIG. 3. As shown in FIG. 3, the connection unit 10 includes a connection actuator 7 that adjusts the distance between the left mounting portion of the front stabilizer bar 4 and the lower arm 6 according to the hydraulic pressure supplied from the valve actuator 9, amount) is detected and ECU3
The valve actuator 9 is configured to supply pressurized oil pressurized by a hydraulic pressure source 8 to the connected actuator 7 under control of the ECU 3.

In the connecting actuator 7, a piston 32 having a piston rod 33 connected thereto is slidably fitted into a cylinder 31, and the piston 32 moves inside the cylinder 31 (bow).
Upper chamber 35 with 35a and lower chamber 3 with bow) 36a
The piston rod 33 is attached to the left attachment part of the front stabilizer bar 4, and the cylinder 31 is attached to the lower arm 6. Therefore, the stabilizer device 2 is configured to change the torsional rigidity of the front stabilizer bar 4 by moving the piston 32 of the connecting actuator tough over a predetermined stroke amount.

The hydraulic power source 8 also includes a constant flow hydraulic pump 53 driven by the output shaft 52 of the engine 51 and a reservoir 54 that stores hydraulic oil.

Further, the valve actuator 9 is connected to a directional control valve 41 (a 4-bot, 3-position solenoid valve) that switches between a fixed position 41a, a retracted position 41b, and an extended position 41c in response to a control signal output from the ECU 3. It includes a flow rate control valve 42 (linear solenoid valve) that continuously changes the degree of opening according to the output duty ratio control signal. Here, the flow rate control valve 42 is the direction switching valve 41.
It is interposed in a conduit 61 that connects the reservoir 54 and the reservoir 54 . Further, a pipe line 62 bypassing the flow rate side fl valve 42 and connecting the directional switching valve 41 and the upper chamber 35 having the bow 35a of the connecting actuator 7; A conduit 63 is provided to connect the lower chamber 36 with the lower chamber 36a. The flow rate control valve 42 is switched at high speed between the communication position 42a and the cutoff position 42b in response to the duty ratio control signal output from the EC valve 3, and its opening area is switched to the fully open state (communication position 42a). ) to fully open state (blocking position 42
b) is continuously adjustable.

In this embodiment, the flow rate control valve 42 is fully opened when the duty ratio control signal is 100%, and the flow rate control valve 42 is fully opened when the duty ratio control signal is 0%. Established.

As shown in the figure, the above-mentioned ECU 3 has C, PU 3a
, ROM 3b, and RAM 3c as a logic operation circuit, and is connected to an input section 3e and an output section 3f via a common bus 3d to perform human output with the outside. The detection signals of the above-mentioned sensors are inputted to the CPU 3a via the input g3e, and the CPU 3a outputs control signals to the directional control valve 41 and the flow rate control valve 42 via the output section 3f.

The connection unit 10 configured as described above operates as follows when the ECU 3 outputs a control fl signal to the directional switching valve 41 and the flow rate control valve 42.

That is, when the directional switching valve 41 is switched to the fixed position 41a and the flow rate control valve 42 is in the fully open state (blocking position 42b) by a control signal with a duty ratio of 0 [%], the hydraulic fluid is supplied to the hydraulic pump 53, Pipe line 64, directional control valve 4
1. Return to reservoir 54 via conduit 61. Further, the pipe lines 62 and 63 connecting the upper chamber 35 and the lower chamber 36 of the cylinder 31 of the connecting actuator Unitough are shut off by the flow rate control valve 42. Therefore, the piston 32 is fixed at the current position, and the distance (stroke amount) between the front stabilizer bar 4 and the lower arm 6 is maintained at a constant distance.
It enters a so-called hold state.

On the other hand, when the directional control valve 41 is switched to the fixed position 41a and the flow control valve 42 is in the fully open state (communicating position 42a) by a control signal with a duty ratio of 100 [%], the flow rate is supplied from the hydraulic pump 53. Hydraulic oil is supplied through pipe "PJ"
64, directional control valve 41, reservoir 54 via pipe 61
Return to In addition, cylinder 3 of the above-mentioned connected actuator Unitough
The upper chamber 35 and lower chamber 36 of No. 1 communicate with each other via pipes 62, 63 and a flow rate control valve 42. Therefore, the piston 32 moves slidably, and the distance (stroke amount) between the front stabilizer bar 4 and the lower arm 6 constantly changes, which is a so-called free state.

Furthermore, when the directional control valve 41 is switched to the retracted position 41b or the extended position 41c, and the duty ratio of the flow control valve 42 is controlled to gradually decrease the opening degree from the communicating position 42a to the blocking position 42b, The hydraulic oil is provided by a hydraulic pump 53, a pipe line 64, a directional control valve 41, a pipe line 62,
Upper chamber 35 of Akuko Unitough connected via boat 35a
, or flowed into any of the lower chambers 36 of the connected actuator unitar through the pipe line 63, bow) 36a, while the upper chamber 3
5, or the hydraulic oil inside the lower chamber 36 is connected to each boat 35.
a, the water flows out into the reservoir 54 via the pipe 62, or the boat 36a, the pipe 63, the directional control valve 41, the flow rate control valve 42 which is gradually closed, and the pipe 64. therefore,
The piston 32 of the connecting actuator Unitough moves by the target stroke determined by the ECU 3, and the stroke sensor 2
When the detected distance (stroke amount) between the left attachment part of the front stabilizer bar 4 and the lower arm 6 becomes equal to the target stroke amount, the duty ratio control signal that keeps the opening degree of the flow control valve 42 constant is activated. Output.

As a result, the connecting actuator 7 is in an extended state or a contracted state, in which the overall length changes by the target stroke amount, which is caused by the ripple effect when the hydraulic oil supplied from the hydraulic pump 53 passes through the flow rate control valve 42. The hydraulic pressure applied to the actuator is maintained in balance with the acting force applied to the connecting actuator Unitough. As a result, the stabilizer bar 4 exerts a torsional force and can suppress rolling of the vehicle.

Next, the stabilizer control process executed by the ECU 3 is shown in the flowchart shown in FIG. 4, the basic performance compensation process is shown in the flowchart shown in FIG. 5, and the abnormal driving control process is shown in FIGS. The stabilizer characteristic optimization process is shown in the flowcharts shown in (3) and (4) in Figure 7 (1).
) and (2), respectively.

First, the stabilizer control process will be explained based on the flowchart shown in FIG. This stabilizer control process is
It is executed when the ECU 3 is started. First, in step 100, it is determined whether or not the emergency flag FEMG is set to the value 1. If the determination is affirmative, it is assumed that the stabilizer control cannot be executed due to an abnormality in the hydraulic circuit, and -1.
This stabilizer control process is ended, and if the determination is negative, it is assumed that the hydraulic circuit is normal and the stabilizer control can be executed, and the process proceeds to step 110. The emergency flag FEMG is
As will be described later, this flag is set to 1 when fail-safe control is being executed due to an abnormality in the hydraulic circuit, and is initially set to the value 0 when the operation of the hydraulic circuit is normal. In step 110, which is executed when a negative judgment is made in , that is, when the hydraulic circuit is normal, the steering angle θ, the idle wheel rotation speed VF, and the drive wheel rotation speed are detected by the above-mentioned sensors. V
A process is performed to read R, stroke amount S, lateral acceleration G1, yaw ray) Yl, and engine rotational speed Ne.

In the subsequent step 120, a process of calculating the target stroke amount SG as shown in the following equation (1) is performed.

SG = f(VR, θ)... (1) However,
f is a predetermined function.

Note that the target stroke amount SG may be calculated, for example, by multiplying the lateral acceleration G1 of the vehicle by a constant, or may be calculated by calculating the rotational speed VR of the drive wheels and the steering angle θ in advance. It can also be calculated according to a map created from . In the reading step 130, a process is performed to calculate the duty ratio of the flow rate control valve 42 as shown in the following equation (2).

D = g(SG, S)... (2) However,
g is a function.

Next, the process proceeds to step 200, and basic performance compensation processing, which will be described later, is executed. In the following step 200a, the emergency flag FEMG that may be set in the above step 200 is
It is determined whether or not the value is set to 1, and if the determination is affirmative, it is assumed that the stabilizer control cannot be executed due to an abnormality in the hydraulic circuit, and the present stabilizer control processing is terminated,
On the other hand, if the determination is negative, it is assumed that the hydraulic circuit is normal and the stabilizer control can be executed, and the process proceeds to step 300.

In step 300, abnormal running control processing, which will be described later, is executed. In the following step 400, stabilizer characteristic optimization processing, which will be described later, is executed.

Next, the process advances to step 510, where a process of reading the current stroke amount S detected by the stroke sensor 26 is performed. In subsequent step 520, it is determined whether the stroke ts read in step 510 is within a predetermined range (SG±ΔSG) including the target stroke amount SG, and if an affirmative determination is made, it is necessary to adjust the stroke amount S. It is assumed that there is no such information, and the process proceeds to step 550. On the other hand, if the determination is negative, the process proceeds to step 530. In step 530, which is executed when it is determined that adjustment of the stroke amount S is still necessary, the current stroke amount S is changed to the target stroke amount SG.
A process of outputting a control signal for switching the directional switching valve 41 is performed as follows.

In the following step 540, a process is performed to output a duty ratio control signal corresponding to the duty ratio to the flow rate control valve 42, and then the process returns to step 510. On the other hand, step 55 is executed when it is determined in step 520 that it is no longer necessary to adjust the stroke amount S.
At 0, after performing a process of outputting a duty ratio control signal that maintains the opening degree of the flow rate control valve 42, the present stabilizer control process ends at -1. Thereafter, this stabilizer control process repeats steps 100 to 550 at predetermined time intervals.

Next, the basic performance compensation process executed during the stabilizer control process will be explained based on the flowchart shown in FIG. This basic performance compensation process is started when the control of the stabilizer control process proceeds to step 200 described above. First, in step 210, the currently measured stroke amount S and the engine rotational speed Ne are read, and the target stroke amount SG, which is data for determining control start/end, is read.
Processing is performed to calculate the stroke amount deviation ΔS between the measured stroke amount S and the time difference T between the time when the target stroke amount SG becomes the maximum and the time when the actually measured stroke amount S becomes the maximum. In the following step 215, it is determined whether or not the engine load increase control start condition is satisfied. If the judgment is affirmative, the process proceeds to step 220, and if the judgment is negative, the process proceeds to step 245. Here, the engine load increase control start condition is that the engine rotational speed Ne decreases below the engine load limit rotational speed N1 at which the vehicle can run normally. In step 220, which is executed when it is determined that the engine load increase control start condition is satisfied, processing is performed to set the engine load increase flag FEG to the value 1. In the following step 225,
Processing for starting engine load increase control is performed. That is, the stabilizer control that actively twists the stabilizer bar 4 by adjusting the stroke amount S of the connected actuator 7 to the target stroke amount SG calculated in step 120 of the stabilizer control process is stopped, or the target stroke amount SG is adjusted to the target stroke amount SG. Control is performed such as calculating and outputting a corrected target stroke amount SGE when the engine load increases by performing a reduction correction in response to a decrease in the engine rotational speed Ne. In the following step 230, it is determined whether the engine load increase control termination condition is satisfied, and if the determination is affirmative, the process proceeds to step 235, while if the determination is negative, the process returns to step 210. Here, engine load increase control I
The termination condition is that the engine rotational speed Ne increases to the normal engine load rotational speed N2, which is set higher than the engine load limit rotational speed N1. In step 235, which is executed when it is determined that the engine load increase control termination condition is satisfied, processing is performed to reset the engine load increase flag FEG to the value 0. In the following step 240, processing is performed to end the engine load increase control. That is, after adjusting the stroke amount S of the connected actuator tough to the target stroke amount SG calculated in step 120 of the stabilizer control unit processing and restarting the stabilizer control for actively twisting the stabilizer bar 4, the process proceeds to step 250.

On the other hand, in step 245, which is executed when a negative determination is made in step 215, that is, when it is determined that the engine load increase control start condition is not satisfied, the engine load increase flag FEG is set to the value 1. If a positive determination is made, it is assumed that the engine load increase control is still being continued and the process proceeds to step 230. On the other hand, if a negative determination is made, it is assumed that the engine load increase control is not being executed and the process proceeds to step 250. Each proceed.

In step 250, it is determined whether the fail-safe control start condition is satisfied, and if an affirmative determination is made, step 25
If the determination is negative, the basic performance compensation process is terminated and the control is shifted to the stabilizer control process described above. Here, the fail-safe control start condition is when the stroke amount deviation ΔS between the target stroke amount SG and the measured stroke amount S increases to a reference stroke amount deviation of 650 or more, or the time when the target stroke amount SG becomes the maximum. This is when the time difference T from the time when the actually measured stroke amount S becomes maximum exceeds the reference time difference TO.

In step 255, which is executed when it is determined that the fail-safe control start condition is satisfied, the emergency flag FEM is
A process of setting G to the value 1 is performed. Next step 2
At 60, processing for starting failsafe control is performed.

That is, the stroke amount S of the connected actuator 7 is
A process is performed to stop the stabilizer control in which the stabilizer bar 4 is actively twisted by adjusting it to the target stroke amount SG calculated in step 120 of the stabilizer control process, and furthermore, a warning light provided in the vehicle interior is turned on. After generating an alarm sound and storing the diagnosis data in the RAM 3c of the ECU 3, the basic performance compensation process ends and the control shifts to the stabilizer control process described above.

Next, the abnormal running control process executed during the stabilizer control process described above is shown in FIG. 6 (1), (2), and (3).
, (4). This abnormal driving control process is started when the above-described stabilizer control process proceeds to step 300 described above.

First, in step 310, steering angle θ, idle wheel rotation speed VF, drive wheel rotation speed VR5, lateral acceleration G1, yaw ray)
Yl is read, and the lateral acceleration ratio Go/Gl between the estimated lateral acceleration GO (calculated from the steering angle θ and the drive wheel rotation speed VR) and the measured lateral acceleration G1, which are data for determining control start/end, and the idle wheel rotation. Speed VF and drive wheel rotation speed VR
rotational speed ratio VF/VR5, vehicle speed change rate DV (time differential value of drive wheel rotational speed VR), lateral acceleration difference GM between estimated lateral acceleration GO and measured lateral acceleration G1, yaw rate Y1 and estimated yaw rate YP (lateral acceleration G1) Yaw rate ratio Y1/
Processing to calculate YP is performed. In the following step 312, it is determined whether or not the spin state control start condition is satisfied. If the determination is affirmative, the process proceeds to step 314, and if the determination is negative, the process proceeds to step 324. Here, the spin state control start condition is that the yaw rate ratio Yl/YP calculated in step 310 is equal to or higher than the reference yaw rate ratio YO. In step 314, which is executed when it is determined that the spin state control start condition is satisfied, processing is performed to set the spin state flag FSPt-fil. In the following step 316, processing for starting spin state control is performed.

That is, a control signal for setting the connecting actuator 7 to a so-called hold state is output to the direction switching valve 41 and the flow rate control valve 42. In the following step 318, it is determined whether or not the spin state control termination condition is met. If the determination is affirmative, the process proceeds to step 320, while if the determination is negative, the process returns to step 310. Here, the spin state control termination condition means that the lateral acceleration G1 is the spin determination reference lateral acceleration GS.
It is to decrease to below. Step 32 executed when it is determined that the spin state control termination condition is satisfied.
When the value is 0, processing is performed to reset the spin state flag FSP to the value 0. In the following step 322, processing for terminating the spin state control is performed. That is, the stroke amount S of the connected actuator tough is the target stroke amount S calculated in step 120 of the stabilizer control process.
After adjusting to G and restarting the stabilizer control of actively twisting the stabilizer bar 4, the process proceeds to step 326.

- On the other hand, in step 324, which is executed when a negative determination is made in step 312, that is, when it is determined that the spin state control start condition is not satisfied, the spin state flag FSP is set to the value 1. If a positive determination is made, it is assumed that the spin state control is still being continued and the process proceeds to step 318. On the other hand, if a negative determination is made, it is assumed that the spin state control is not being executed and the process proceeds to step 326. .

In step 326, it is determined whether or not the countersteering execution control start condition is satisfied. If the determination is affirmative, the process proceeds to step 328, and if the determination is negative, the process proceeds to step 338. Here, the condition for starting the countersteering execution control is that the sign of the lateral acceleration ratio Go/G1 calculated in step 310 becomes negative. In step 328, which is executed when it is determined that the countersteering execution time control start condition is satisfied, processing is performed to set the countersteering execution time flag FC9 to the value 1. In the following step 330, processing for starting countersteering execution control is performed. That is, a control signal for setting the connecting actuator 7 to a so-called hold state is output to the direction switching valve 41 and the flow rate control valve 42. In step 332, it is determined whether the countersteering execution control termination condition is satisfied, and if an affirmative determination is made, the process proceeds to step 334, whereas if a negative determination is made, the process returns to step 310. Here, the countersteering execution control # termination condition is that the steering angle θ is reduced to the countersteering determination reference steering angle θC. In step 334, which is executed when it is determined that the countersteering execution control termination condition is satisfied, a process is performed to reset the countersteering execution flag FC9 to ([0. In other words, the stroke amount S of the connected actuator 7 is adjusted to the target stroke amount SG calculated in step 120 of the stabilizer control process, and the stabilizer
After restarting stabilizer control to actively twist bar 4,
Proceed to step 340.

On the other hand, in step 338, which is executed when a negative determination is made in step 326, that is, when it is determined that the countersteering execution control start condition is not satisfied, the countersteering execution flag FC5 is set to the value 1. If a positive determination is made, it is assumed that the countersteering execution control is still being continued and the process proceeds to step 332. On the other hand, if a negative determination is made, it is assumed that the countersteering execution control is not being performed and the process proceeds to step 340. Each proceed.

In step 340, it is determined whether or not the low friction coefficient road running control start condition is satisfied. If the determination is affirmative, the process proceeds to step 342, and if the determination is negative, the process proceeds to step 352. Here, the low friction coefficient road running control start condition is the lateral acceleration ratio Go calculated in step 310 above.
/Gl is equal to or greater than the low friction coefficient road running determination lateral acceleration ratio Gμ, or the rotational speed ratio VF/VR is equal to or less than the low friction coefficient road running determination rotational speed ratio Vu.

In step 342, which is executed when it is determined that the low friction coefficient road running control start condition is satisfied, processing is performed to set the low friction coefficient road running flag FMYt2-value 1. In the following step 344, processing is performed to start low friction coefficient road running control. That is, the target stroke amount SG calculated in step 120 of the stabilizer control process is calculated from the lateral acceleration ratio GO/Gl, the rotational speed ratio VF/VR, or a map predetermined according to the road surface condition. Calculate the corrected target stroke amount SGO when traveling on a low friction coefficient road surface, which has been reduced by multiplying by a predetermined coefficient, and set the stroke amount S of the connected actuator tough to the corrected target stroke amount SGO when traveling on a low friction coefficient road surface calculated as described above. A stabilizer control is carried out which adjusts and actively twists the stabilizer bar 4. In the following step 346, it is determined whether or not the low friction coefficient road running control termination condition is met. If the determination is affirmative, the process proceeds to step 348, while if the determination is negative, the process returns to step 310. Here, the low friction coefficient road running control termination condition means that the lateral acceleration G1 decreases below the low friction coefficient road running determination standard lateral acceleration GY, or that the vehicle body speed VB calculated from the idle wheel rotation speed VF This means that the vehicle body speed is lower than the low friction coefficient road running determination reference vehicle speed VY. In step 348, which is executed when it is determined that the low friction coefficient road running control termination condition is satisfied, processing is performed to reset the low friction coefficient road running flag FMYfe to 0. In the following step 350, processing is performed to end the low friction coefficient road running control. That is, after adjusting the stroke amount S of the connected actuator tough to the target stroke amount SG calculated in step 120 of the stabilizer control process and restarting the stabilizer control for actively twisting the stabilizer bar 4, the process proceeds to step 354.

On the other hand, in step 352, which is executed when a negative determination is made in step 340, that is, when it is determined that the low friction coefficient road running control start condition is not satisfied, the low friction coefficient road running flag FMY is set to 1. If the judgment is affirmative, it is assumed that the low-friction coefficient road running control is still being continued, and the process proceeds to step 346. On the other hand, if a negative judgment is made, the low-friction coefficient road running control is performed. Each of them proceeds to step 354 assuming that the information has not been written.

In step 354, it is determined whether or not the condition for starting control in the stuck state is satisfied, and if an affirmative determination is made, step 35
On the other hand, if a negative determination is made in step 6, the process advances to step 366. Here, the condition for starting the control in the stuck state means that the vehicle speed change rate DV calculated in step 310 is equal to or higher than the determined change rate DVO in the stuck state, or that the rotation speed ratio VF/VR is the constant rotation speed at the time of the stuck state. Ratio VR
0 or less, or the lateral acceleration difference GM is equal to or more than the stuck state determination lateral acceleration difference GMO.

In step 356, which is executed when it is determined that the stuck state control start condition is satisfied, processing is performed to set the stuck state flag FSTfi:f[1. In the following step 358, processing for starting control during a stuck state is performed. That is, when the steering angle θ is small, the connecting actuator 7 is set to a so-called free state, and when the steering angle θ is large, the connecting actuator 7 is set to a so-called hold state.
Output to the flow rate control valve 42. In the following step 360,
It is determined whether or not the condition for terminating the control in the stuck state is satisfied, and if the determination is affirmative, the process proceeds to step 362, while if the determination is negative, the process returns to step 310. Here, the stuck state control termination condition means that the vehicle speed VB is less than or equal to the stuck state end speed VE, and the steering angle θ is less than the stuck state determination steering angle θS, or that the vehicle speed change rate VD is less than or equal to the stuck state end speed VE. This means that the rate of change at the end of the state in the state VDE decreases to zero, or the lateral acceleration difference GM decreases to less than the end lateral acceleration difference GME in the stuck state. In step 362, which is executed when it is determined that the stuck state control end condition is satisfied, the stuck state flag F is set.
A process of resetting ST to the value 0 is performed. In the following step 364, processing for terminating the stuck state control is performed. That is, the stroke amount S of the connected actuator Unitough is adjusted to the target stroke amount SG calculated in step 120 of the stabilizer control process, and the stabilizer
After restarting stabilizer control to actively twist bar 4,
-, the abnormal driving control process ends, and the control shifts to the stabilizer control process described above.

On the other hand, in step 366, which is executed when a negative determination is made in step 3δ4, that is, when it is determined that the stuck state control start condition is not satisfied, it is determined whether the stuck state flag FST is set to the value 1 or not. If a positive determination is made, it is assumed that the stuck state control is being continued, and the process proceeds to step 360. On the other hand, if a negative determination is made, it is assumed that the stuck state control is not being performed.
-, the abnormal driving control process ends, and the control shifts to the stabilizer control process described above.

Next, the stabilizer characteristic i optimization process executed during the stabilizer control process described above will be explained based on the flowcharts shown in FIGS. 7(1) and (2). This stabilizer characteristic optimization process is started when the control of the stabilizer control process described above proceeds to step 400 described above. First, in step 410, the steering angle θ, the idle wheel rotation speed VF
, drive wheel rotation speed VR, and stroke amount S, and further read the stroke amount fluctuation value SD within a predetermined time, which is data for determining control start/end, and vehicle speed (drive wheel rotation speed V
R1 or calculated from the idle wheel rotational speed VF) is performed. In the following step 415, it is determined whether or not the rough road driving control start condition is satisfied. If the judgment is affirmative, the process proceeds to step 420, and if the judgment is negative, the process proceeds to step 445. Here, the condition for starting the control when driving on a rough road is that the stroke amount fluctuation value SD within the predetermined time calculated in step 410 exceeds the rough road judgment stroke amount fluctuation value SDA by a predetermined number of times or more when driving straight at low speed. be. In step 420, which is executed when it is determined that the rough road driving control start condition is satisfied, processing is performed to set the rough road driving flag FOLti-value to 1. In the following step 425, a process for starting rough road driving control is performed.

That is, a control signal for setting the connecting actuator 7 to a so-called free state is output to the direction switching valve 41 and the flow rate control valve 42. In the following step 430, it is determined whether or not the condition for terminating the control when driving on a rough road is satisfied. If the judgment is affirmative, the process proceeds to step 435, and if the judgment is negative, the process returns to step 410.

Here, the condition for terminating the control when driving on a rough road is the condition for terminating the control when driving on a rough road.
Stroke amount fluctuation value SD within a predetermined time calculated in 10
However, the rough road judgment stroke amount variation value SDA must not exceed a predetermined number of times during straight traveling. In step 435, which is executed when it is determined that the condition for terminating the rough road driving control is satisfied, a process of resetting the rough road driving flag FOLfe to the value O is performed. In the following step 440,
Processing for terminating the rough road driving control is performed. That is,
After adjusting the stroke amount S of the connected actuator 7 to the target stroke amount SG calculated in step 120 of the stabilizer control process and restarting the stabilizer control for actively twisting the stabilizer bar 4, the process proceeds to step 450.

On the other hand, in step 445, which is executed when a negative determination is made in step 415, that is, when it is determined that the rough road driving control start condition is not satisfied, the rough road driving flag FOL is set to the value 1. If a positive determination is made, it is assumed that the rough road driving control is still being continued and the process proceeds to step 430. On the other hand, if a negative determination is made, it is assumed that the rough road driving control is not being executed and the process proceeds to step 430. 450
Proceed to each.

In step 450, it is determined whether or not the high-speed straight running control start condition is satisfied, and if an affirmative determination is made, step 45
On the other hand, if a negative determination is made in step 5, the process proceeds to step 480. Here, the high-speed straight traveling control start condition means that the vehicle speed V calculated in step 410 above is the high-speed traveling vehicle speed VH.
In addition, the steering angle θ becomes extremely small. In step 455, which is executed when it is determined that the high-speed straight running control start condition is satisfied, processing is performed to set the high-speed straight running flag FH5 to the value 1. In the following step 460, a process for starting high-speed straight running control is performed. That is, a control signal is output to the direction switching valve 41 and the flow rate control valve 42 to change the connecting actuator 7 continuously from the so-called free state to the so-called hold state as the vehicle speed V increases, and as the vehicle speed V increases, Activate the stabilizer. In the following step 465, it is determined whether or not the condition for ending the control during high-speed straight running is satisfied. If the determination is affirmative, the process proceeds to step 470, while if the determination is negative, the process returns to step 410. Here, the condition for terminating the control during high-speed straight running is that the vehicle speed V decreases from the low-speed running vehicle speed VL, and the steering angle θ becomes very small. In step 470, which is executed when it is determined that the condition for terminating the high-speed straight running control is satisfied, a process is performed in which the high-speed straight running flag FH9 is reset to the value 0. In the following step 475, a process is performed to end the high-speed straight running control. That is, after adjusting the stroke amount S of the connected actuator 7 to the target stroke amount SG calculated in step 120 of the stabilizer control process and restarting the stabilizer control in which the stabilizer bar 4 is actively twisted, the present stabilizer characteristics are optimized. The stabilizing process is completed, and the control shifts to the stabilizer control process described above.

On the other hand, in step 480, which is executed when a negative determination is made in step 450, that is, when it is determined that the high-speed straight traveling control start condition is not satisfied, the high-speed straight traveling flag FH5 is set to the value 1. If a positive determination is made, it is assumed that the high-speed straight running control is still being continued, and the process proceeds to step 465. On the other hand, if a negative determination is made, it is assumed that the high-speed straight running control is not being performed, and - , this stabilizer characteristic optimization process is completed, and control shifts to the stabilizer control process described above.

In this embodiment, the stabilizer bar 4, the hydraulic power source 8, and the connection unit 10 are included in the torsion amount adjusting means M1, the steering sensor 21, the left idle wheel speed sensor 22, the right idle wheel speed sensor 23, and the left drive wheel speed sensor 24. The right drive wheel speed sensor 25, the stroke sensor 26, the lateral acceleration sensor 27, the yaw rate sensor 2, and the cam position sensor 29 correspond to the vehicle state detection means M2, respectively.

Further, among the ECU 3 and the processes executed by the ECU 3, steps (120, 130, 510 to 550) are used as the control means M3, step (225° 260) is used as the basic performance compensation means M4, and steps (316, 330, 34) are used as the basic performance compensation means M4.
4,358) is the abnormal running control means M5, and step (425,460) is the stabilizer characteristic optimization means M.
6, step (210, 215, 310, 312
, 326, 340, 354, 410, 415, 450)
function as priority means M7.

As explained above, according to this embodiment, when the active control of the stabilizer is no longer necessarily effective, the basic performance compensation process first performs the engine load increase control, -
Fail-safe control, then abnormal driving control processing,
Control during spin state, control during countersteering execution,
Low friction coefficient road running control, stuck state control, and finally, in the stabilizer characteristic optimization process, rough road running control and high-speed straight running control are sequentially executed in accordance with the above priority order. Even if the vehicle condition falls under multiple control start conditions, a predetermined control with a higher priority is executed first, so there is no misjudgment of the start order of various controls, and there is no possibility of misjudgment caused by such misjudgment. This eliminates control malfunctions and enables stabilizer control that maintains a high level of reliability and control accuracy at all times.

In addition, even when active control of the stabilizer is not necessarily effective, it is possible to perform optimal stabilizer control that takes into account the road surface conditions on which the vehicle is traveling, the vehicle attitude, the on-board engine, and the conditions of the stabilizer device. , maintains the vehicle's maneuverability and stability at a high level without causing any discomfort to the occupants, and improves ride comfort.Furthermore, when the active control of the stabilizer does not achieve the desired effect, basic performance compensation is provided. Each process is executed sequentially according to the priority order of processing, abnormal driving control processing, and stabilizer characteristic optimization processing, so that the stabilizer performance can be improved without adversely affecting the basic driving performance of the vehicle, such as engine stoppage due to overload. good control can be achieved.

In addition, when the active control of the stabilizer is not necessarily effective, for example, when there is a risk of adversely affecting the basic performance of the vehicle, such as when the engine stops due to overload, the basic performance compensation process is performed when the vehicle is in a spin state or when countersteering is performed. , when the vehicle is running on a road with a low friction coefficient or in an abnormal state such as a so-called stuck state, abnormal running control processing is performed, and when the vehicle is driving on a rough road or traveling straight at high speed, stabilizer optimization processing is performed. Each is executed in a predetermined priority order, and on the other hand, in vehicle conditions where the active control of the stabilizer exerts the desired effect, the active control is continued, so it is adaptable to a wide variety of vehicle conditions and is general-purpose. This enables highly accurate stabilizer control.

Furthermore, engine load increase control, fail-safe control, which is executed in the basic performance compensation process, spin state control, countersteering execution control, low friction coefficient road running control, which is executed in the abnormal driving control process, The stuck state control, the rough road driving control, and the high-speed straight driving control, which are executed in the stabilizer characteristic optimization process, each have a predetermined control end condition, and the predetermined control is started once. Then, the predetermined control is continued until the end condition of the predetermined control is satisfied, unless the vehicle state falls under the start condition of a control with a higher priority than the control.
It is possible to prevent the influence on the vehicle posture and riding comfort caused by a sudden change in the control amount of the stabilizer due to a sudden transition from one control to another.

In addition, once the fail-safe control is executed in the basic performance compensation process when the hydraulic circuit of the stabilizer device 3 is abnormal, the emergency flag FEMG is set to the value 1, and the stabilizer control process will not be executed substantially thereafter. By continuing the stabilizer control process when a circuit abnormality occurs, it is no longer possible to perform unreasonable control and cause damage to the hydraulic circuit, thereby further improving the reliability and durability of the device.

In this embodiment, the connecting actuator 7 is arranged only on the left front wheel, but it can be arranged, for example, on the left and right front wheels, or on all four wheels, and each connecting actuator is controlled independently. You may. Even when such a configuration is adopted, the same effects as in the above embodiment can be achieved.

Furthermore, in this embodiment, within the abnormal driving control process,
Control during spin state, control during countersteering execution,
According to the priority order of low friction coefficient road driving control, and
Inside the stabilizer characteristic optimization process, each control is executed in accordance with the priority order of control when driving on rough roads and control when driving straight at high speed. However, the priority order of each of the above controls within the abnormal driving control process and the stabilizer characteristics optimization process may be changed as appropriate depending on the characteristics of the vehicle and the driving environment to achieve more optimal control. It's okay.

Although the embodiments of the present invention have been described above, the present invention is not equally limited to these embodiments, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention. .

As described in detail above, the stabilizer control device of the present invention has the following features:
When it is determined that the vehicle condition falls under any of the basic performance compensation conditions, abnormal driving control conditions, and stabilizer characteristic optimization conditions in which active control of the stabilizer is not necessarily effective, the control is performed in a predetermined priority order. The system is configured such that instructions with a higher priority are transmitted preferentially in the order of a basic performance compensation instruction, an abnormal driving control instruction, and a stabilizer characteristic optimization instruction, and stabilizer control is performed in accordance with the instruction with a higher priority. . For this reason,
Even when the active control of the stabilizer loses its effectiveness and the vehicle condition falls under multiple control start conditions, the control starts from the predetermined higher priority order, so even if multiple controls conflict, the control start order remains the same. It is possible to accurately and quickly determine the stability of the vehicle, and to control the stabilizer appropriately according to the road surface condition or vehicle condition, thereby optimizing the vehicle's maneuverability, stability, and ride comfort without causing any discomfort to the occupants. It has the excellent effect of being compatible with both.

In this way, there is no longer a malfunction in which stabilizer control inappropriate for the vehicle condition is started due to an erroneous judgment when the vehicle condition falls under a plurality of control start conditions.
Stabilizer control can be performed with high control accuracy and reliability.

In addition, as mentioned above, the order of priority for multiple controls is determined in advance, so the vehicle's basic performance compensation instruction, abnormal driving control instruction, and stabilizer characteristic optimization instruction are always executed in this order. The stabilizer can be optimally controlled at all times without adversely affecting driving performance.

Generally speaking, it is performed when active control of the stabilizer is not necessarily effective, such as when there is a risk of adversely affecting the basic performance of the vehicle, when the vehicle is driving abnormally, or when stabilizer optimization control can be executed. Since the priority order of various controls is clearly defined, in vehicle conditions where active control of the stabilizer is effective,
While the active control is continued, on the other hand, in vehicle conditions where the active control of the stabilizer cannot achieve the desired effect,
Since a plurality of controls whose priorities are determined in advance are sequentially executed in accordance with the priority order, effective stabilizer control can be realized at all times for a wide variety of vehicle conditions, and the versatility of the device is also increased.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram conceptually illustrating the content of the present invention, Fig. 2 is a system configuration diagram of an embodiment of the invention, and Fig. 3 is an explanation showing the configuration of the hydraulic circuit and electronic control device. Figure, Figure 4, Figure 5, Figure 6 (1), (2), (3)
, (4), and FIGS. 7(1) and (2) are flowcharts showing the same control. Ml... Torsion amount adjustment means M2... Vehicle condition detection means M3... Control means M4... Basic performance compensation means M5... Abnormal running control instruction M6... Stabilizer characteristic optimization means M7.・
- Priority means 1... Stabilizer control device 3... Electronic control unit (ECU) 3a... CPU 4... Stabilizer bar 8... Hydraulic power source 10... Connection unit 21... Steering sensor 22 ... Left idle wheel speed sensor 23 ... Right idle wheel speed sensor 24 ... Left drive wheel speed sensor 25 ... Right drive wheel speed sensor 26 ... Stroke sensor 27 ... Lateral acceleration sensor 2nd・・・Yawley doo sensor

Claims (1)

[Scope of Claims] 1. A vehicle including at least a running state of the vehicle, including a torsion amount adjusting means for adjusting the amount of torsion of a stabilizer that connects both unsprung members supporting left and right wheels of a vehicle in accordance with an external command; a vehicle state detection means for detecting the state; and a command for changing the amount of twist of the stabilizer to a target amount of twist determined in accordance with the driving state obtained from the detection result of the vehicle state detection means to the amount of twist adjustment means. A stabilizer control device comprising: a control means for outputting an output; and a basic performance compensation condition, wherein the vehicle condition requires changing a target torsion amount of the stabilizer in order to compensate for the basic performance of the vehicle. When it is determined that the above applies and a basic performance compensation instruction is received from the outside, a command to change the target torsion amount determined by the control means to an amount that can compensate for the basic performance of the vehicle is sent to the torsion amount adjustment means. The basic performance compensation means outputs, and when it is determined that the vehicle condition corresponds to the abnormal driving control condition that requires changing the target torsion amount of the stabilizer in order to cope with the abnormal driving of the vehicle, abnormal running control means for outputting a command for changing the target torsion amount determined by the control means to an amount that can be handled when the vehicle runs abnormally to the torsion amount adjusting means when receiving a running control instruction; and it is determined that the state of the vehicle falls under a stabilizer characteristic optimization condition that requires changing the target torsion amount of the stabilizer in order to adapt to the predetermined driving state of the vehicle,
When receiving an instruction to optimize stabilizer characteristics from an external source,
stabilizer characteristic optimization means for outputting to the torsion amount adjusting means a command for changing the target torsion amount determined by the control means to an amount that can be applied during a predetermined running state of the vehicle;
When it is determined that the vehicle condition falls under any of the basic performance compensation conditions, abnormal driving control conditions, and stabilizer characteristic optimization conditions based on the detection results of the vehicle condition detection means, a predetermined condition is determined. In accordance with the priority order of basic performance compensation instruction, abnormal driving control instruction, and stabilizer characteristic optimization instruction, the basic performance compensation means,
A stabilizer control device comprising: a priority means for transmitting an instruction having a higher priority to a corresponding one of the abnormal driving control means and the stabilizer characteristic optimization means.