JPH0427615A - Variable stabilizer for vehicle - Google Patents

Abstract

PURPOSE:To provide active control by installing two sets of facing epicyclic gear mechanism at the division position of a stabilizer, and controlling the rotation of either of right wheel side or left wheel side according to a rolling condition to generate twisting rigidity when right and left wheels go upward with an opposite phase. CONSTITUTION:When a vehicle changes to a clockwise condition, for example, from a straight condition and sinking rolling in a vehicle body on a right wheel 2R side when viewed from the rear side of the vehicle occurs, a controller 18 rotates an electric motor 28 in a direction corresponding to an anti-rolling direction, by which a ring gear in an epicyclic gear mechanism 20R rotates by a prescribed amount in a clockwise direction, and a sun gear rotate in the right and left epicyclic gear mechanisms 20L, 20R rotates by an even amount each other through the revolution of respective pinions, and the difference in rotating phase (angular difference) of a prescribed amount, occurs between the respective sun gears. The difference in rotating difference is indicated as twisting in the opposite direction of a right bar 12R, generating twisting rigidity. It is thus possible to restrain rolling actively and control a rolling angle within a proper range.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a variable stabilizer for a vehicle, and particularly to an improvement of a stabilizer that can freely change roll stiffness.

[Prior Art] Conventionally, as this type of variable stabilizer for a vehicle, a device described in, for example, Japanese Patent Laid-Open No. 63-23105 is known.

In this conventional device, a stabilizer bar is divided into two in a part of its longitudinal direction, each divided end is rotatably supported opposite to the wall of a case, and a hevel gear of the same shape is attached to each divided end within the case. A pinion gear that meshes with both beher gears is fixed to a rotating shaft of a motor attached to the case. The motor is composed of a hydraulic motor or the like, and the rotation of this motor is controlled based on vehicle speed, steering angle, etc. This causes the pinion gear to rotate and both bevel gears to rotate in opposite directions, giving twist to the divided stabilizer bar and controlling roll rigidity.

[Problem to be solved by the invention]

However, in the above-mentioned conventional stabilizer device, the rotation of the pinion gear inside the case gives both bevel gears rotation in mutually opposite directions, so if the case is fixed to the vehicle body, the left and right wheels will not be in phase. When bouncing up and down, torsional stiffness occurs in each of the left and right stabilizer bars, which causes the entire suspension to exhibit unexpected hard spring characteristics, worsening ride comfort. Although the above problem would not be solved if the case was not fixed, it was necessary to ensure a space in which the case could move freely when bouncing, making the layout of the shafts extremely difficult.

The present invention was made in view of the unresolved problems of the conventional devices, and the problem to be solved is to avoid twisting when the left and right wheels move up and down in opposite phases without requiring a large space. To generate rigidity and to be able to actively control the torsional rigidity so that when the left and right wheels move up and down in the same phase, torsional rigidity is not generated and the suspension characteristics are not adversely affected. That's true.

[Means for Solving the Problems] In order to solve the above problems, the present invention includes a stabilizer bar connected to suspension links of left and right wheels and divided in the middle, and two sets of stabilizer bars facing each other at the dividing position of the stabilizer bar. a planetary gear mechanism, each split end of the stabilizer bar is connected to the shaft of an arbitrary member among the sun gear, pinion carrier, and ring gear between the two sets of planetary gear mechanisms, and among the remaining members, One member is interconnected via a rod between each planetary gear mechanism, and roll control means for controlling the rotation of the left wheel side and right wheel side of the other member (in both cases, the rotation of one member according to the roll state is provided). It is set up.

[Function] In the present invention, the roll control means controls one gear of the two sets of planetary gear mechanisms, for example, the right ring gear (
The ring gear on the left wheel side is fixed, the pinion carriers (that is, the opposing pinions are connected via a rod, and the sun gear is rigidly connected to the divided left and right stabilizer bars) are rotated according to the turning state. If you let
The sun gear on the right wheel side rotates based on the revolution of the nion.

At the same time, since the right wheel side binion revolves the left wheel side binion by the same amount in the same direction, the left wheel side sun gear rotates by the same amount in the opposite direction to the right wheel side. This creates a left-right rotation difference in the stabilizer bar, which increases torsional rigidity and suppresses roll.

In addition, if the entire stabilizer bar rotates in one direction with the above-mentioned left-right rotation difference occurring, the left-right rotation difference is maintained by the revolution of the left and right binions in the same direction as the rotation direction of the stabilizer bar. The stabilizer bar is allowed to rotate while the Therefore, even if bounce occurs in a turning state, the behavior of the left and right wheels accompanying the bounce is not affected by the stabilizer bar.

The above-mentioned effect is equivalent to the case where the sun gear shaft of the left and right planetary gear mechanisms is connected via a rod, and the pinion shaft, that is, the pinion carrier, is rigidly connected to the left and right stabilizer bars.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 7 of the accompanying drawings.
This will be explained based on the diagram.

Figure 1 shows a strut type independent suspension. In the same figure, 2L and 2R represent the left and right wheels, and 4
The suspension strut supported by Nocle 6 is
1 and 2 respectively show suspension arms as suspension links connected to the knuckle 6.

The suspension shown in this figure is a vehicle variable stabilizer 10.
have. This variable stabilizer IO for a vehicle includes a stabilizer bar 2 disposed between left and right suspension arms 66, a gear device 14 provided in the middle of this stabilizer bar 12, and an actuator 16 that operates this gear device 14. , and a control device 8 that commands the operation of the actuator 16. Here, the actuator 16 and the control device 18 constitute roll control means of the present invention.

The stabilizer bar 2 is made of a steel rod formed in a substantially U-shape when viewed from the front and rear directions of the vehicle body, and is divided at the center of a long piece inside the vehicle body, and is divided into a left wheel side bar 12L and a right wheel side bar 12R. is forming.

This stabilizer bar 12, that is, the left wheel side, right wheel side bar 1
The wheel side ends of the wheels 2L and 12R are connected to the left and right suspension arms 8, 8, respectively, and are rotatably supported by the vehicle body 13 at predetermined positions a and a on the longitudinal portions inside the vehicle body.

As shown in FIG. 2, the gear device 14 is on the left wheel side.

Two sets of planetary gear mechanisms 20L and 2OR on the right wheel side are provided, and these mechanisms 2OL and 2OR are provided facing each other. These planetary gear mechanisms 2OL and 2OR are the 2nd and 3rd gear mechanisms, respectively.
As shown in the figure, the sun gears 20L, (20R,) in the center and this sun gear 20L.

(2OR,) and coaxial ring gear 2OL, (20R,)
, a plurality of binions 20 that revolve between the sun gear 20L+ (20R,) and the ring gears 2OL and (2OR3).
L2...20Lz (20Rt...20R1). In addition, Binion 20L! . . 20L and 20R2 . Of the two sets of planetary gear mechanisms 2OL and 2OR, in this embodiment, the outer circumference of the ring gear 20L of the left-wheel side planetary gear mechanism 2OL is fixed to the vehicle body 13.

In these planetary gear mechanisms 2OL and 2OR, the binion 2OL of the left wheel side mechanism 2OL! ...20L: and the binions 20R2...20R2 of the right wheel side mechanism 2OR are connected to each rod 24. ..., 24, and each binion 2OL, 2OR.

A bearing 26 is inserted between each rod 24, and the rod 24 is a pinion 20L! , 20Rz. Furthermore, the sun gear 2 of the left wheel side mechanism 20L
The left wheel side bar 12L is rigidly connected to the shaft of 0L1, and the sun gear 2OR of the right wheel side mechanism 2OR.

A right wheel side bar 12R is rigidly connected to the shaft.

On the other hand, in the right-wheel side planetary gear mechanism 2OR, teeth are formed on the outer periphery of the ring gear 20Rs', a worm gear 27 meshes with the teeth, and the worm gear 27 is rotated by the electric motor 28. The worm gear 27 and the electric motor 28 constitute the actuator 16 that moves the stabilizer bar 12.

The electric motor 28 is rotated by a motor drive signal supplied from the control device 18. The control device 18 has a conventionally well-known configuration including a vehicle speed sensor, a steering angle sensor, and a signal processor that processes these sensor signals, and calculates a command value in a direction to suppress roll during turning. A motor drive signal corresponding to this command value is output.

Here, the left wheel side and right wheel side planetary gear mechanism 2OL of this embodiment
, 2OR will be explained based on FIGS. 4 to 7.

FIGS. 4(a) to 4(5) represent the rotation and revolution of each gear on the left wheel side, representing the left wheel side and right wheel side planetary gear mechanisms 2OL and 2OR. Figure (a) shows the reference state, in which arrows represent rotational phases, A and B are reference points, 0. is the center point of sun gear 20L, and 0□, ..., 0. is Binion 20L,..., 2OL.

The rotation angle of sun gear 20L/Y○
, A=θ1. Revolution angle Zyo, o, - of the binion 20L2
θ2. Assuming that the rotation angle /yo of the ring gear 20L3 and B=03, θ1=θ2=θ3=0 in the standard state. The same figure (b) shows the state when the revolution angle θ2=0, that is, the revolution of the binion 20L2 is stopped, and the ring gear 20L3 is rotated by 130'' (θ3 = -30'), which is θ=90. The figure (C) shows the rotation angle θ3=
0. That is, when ring gear 20L3 stops rotating, for example, sun gear 20L1 is rotated 120 degrees (θ-12
0°), θ2=30°. moreover,
In the same figure (d), the rotation angle θ1=0. That is, sun gear 20L1
For example, when the rotation of the binion 20L2.・・・
, 2OL, is shown as θ3=-120°, which is the state when it revolves by -90° (θg=90°).

The rotational situation in Fig. 4 described above can be graphed as shown in Fig. 5, and Fig. 4 (a) to (d) correspond to the characteristics A-D in Fig. 5, respectively, so using this Fig. 5, Once two of θ1°θo and θ are determined, the remaining angles can be found.

Furthermore, using the left wheel side and right wheel side planetary gear mechanisms 2OL and 20R analyzed as shown in FIG.
Let's analyze the state when L3.2OR3 is rotated.

Figure 6 (a) (b) shows left and right ring gear 2OL3.2.
The situation is shown when OR5 is rotated by ±Δθ in mutually opposite directions. For example, in the case of θ3=±Δθ,=±15″, the ring gears 20L3 and 20R3 are twisted by the same amount on the left and right sides, so there is no revolution of the binions 20L!20R2,
θ, 5a = Q, and θ, = ±45'' (The characteristics at this time are shown by characteristics E and F in Figure 7. Each phase in Figure 7 is in the X direction in Figure 2. )

Also, the left ring gear 20L is shown in Fig. 6 (C) @.

without rotating the right ring gear 20R1.
, what it looks like when rotated a lot. For example, θ on the right wheel side,
=Δθ, (=2・Δθ,)-30′, each binion 20R2 on the right wheel side is urged by the rotation of the ring gear 20R8 on the right wheel side, and the sun gear 20R3 is urged by this revolution. rotates. At this time, since the left and right binions 20R2 are connected via the rods 24, the revolution angles θ2 of the left and right binions 2OR2, 2OL are the same amount (
θ2 = 45°/4), and as a result, the absolute amount of rotation angle θ of sun gear 2OL on the left wheel side is the same as that of sun gear 20R1 on the right wheel side, and θI = = ±45 in the opposite direction.
(The characteristics at this time are shown by characteristics G and H in FIG. 7). Characteristics I and J in Fig. 7 are the rotation angle θ of the right ring gear 20R3, = Δθc (>Δθ,)
The case is shown below.

In this way, even when only one of the left and right ring gears 2OL, 2OR3 is rotated, the left and right sun gears 20L1, 2OR3, and 2OR3 are rotated.
While the direction of rotation of 2OR, is opposite, by adjusting the amount of rotation, both sun gears 2OL, 20
The amount of rotation of R, left and right ring gear 20L3.2OR3
It can be made the same as when both are rotated. In other words, the absolute value of the rotation amount of sun gears 2OL+ and 2OR is proportional to the rotation difference between ring gears 2OL3 and 2OR.

Next, the operation of this embodiment will be explained.

First, when the vehicle is traveling straight, the control device 18 does not supply a motor drive signal to the electric motor 28 and the worm gear 2
7 is in a state where rotation is stopped.

In this state, the sun gear 20R3 of the planetary gear mechanism 2OR on the right wheel side does not rotate, so the planetary gear mechanisms 2OL and 2OR on the left and right wheel sides are at the initial position corresponding to the straight-ahead condition (see Fig. 4 (a)). Take. For this reason, the stabilizer bar 12 is formed by dividing the left wheel side bar 12L, the right wheel side bar 12L,
12R is not twisted with a rotational phase difference, and the roll rigidity auxiliary generated by the variable stabilizer 10 is almost zero.

Assume that the vehicle passes a road surface bump or the like and bounces while in this straight-ahead state. In this bounce state, the left and right wheels 2L, 2R move up and down in the same phase, and the entire stabilizer bar 12 rotates due to this up and down movement. This rotation is caused by the sun gear 2O in both planetary gear mechanisms 20L and 2OR.
L+, 2OR.

Binion 2OL is energized by the rotation of! ,...,20L
2.2OR,,...,20R2 revolution (Fig. 4 (C
)), it is permitted without any restrictions. Therefore, during such bounce, the stabilizer bar 12 does not restrict the vertical movement of the wheels 2L, 2R,
Spring characteristics and damping characteristics that are preset in the suspension can be obtained. Therefore, unlike the conventional device, it is possible to reliably eliminate the adverse effect on the suspension characteristics during bounce.

Furthermore, the above-mentioned straight-ahead state shifts to, for example, a right turn,
Assume that a roll occurs in which the vehicle body on the right wheel 2R side sinks when viewed from the rear of the vehicle. When such a turning state is reached, the control device] 8 supplies a motor drive signal to the electric motor 28 to rotate the electric motor 28 in a direction corresponding to the anti-roll direction.

As a result, for example, as shown in FIG. 6(c) (dl), the right ring gear 20R1 rotates a predetermined amount clockwise in the figure, and the left and right sun gears 2OL+ and 20R3 rotate around the respective binions 20Lz and 2oR2. The sun gear 2OL1.2OR rotates by the same amount in opposite directions through the
, a predetermined amount of rotational phase difference (angular difference) is generated between the two. This rotational phase difference is between the left wheel side bar 12L and the right wheel side bar 12H.
This results in torsion in the opposite direction (see the arrow in Figure 1), resulting in torsional stiffness. As a result, the roll of the right wheel side being about to sink is actively suppressed, and the roll angle is controlled within an appropriate range.

On the other hand, when the vehicle body on the left wheel 2L side sinks, the rotation of the electric motor 28 is controlled in the opposite manner to that described above, and roll control is performed based on the torsional rigidity opposite to that described above.

On the other hand, if bounce occurs due to road surface irregularities while the above-described roll control is being performed, the gear device 1
4, while maintaining the rotation difference between the left wheel side bar 12L and the right wheel side <-12R, the left and right binions 20L rotate as the stabilizer bar 12 rotates! .

-20L! Rotation of the stabilizer 12 is allowed by 2OR, , -2OR, +71 revolutions. Therefore, while the roll is suppressed by the appropriate torsional rigidity of the stabilizer bar 12, even if bounce occurs during the roll, the movement of the left and right wheels 2L, 2R is not restricted, and the suspension characteristics are not adversely affected.

By the way, the vehicle variable stabilizer 10 of this embodiment is as follows:
Unlike the conventional device described above, the entire stabilizer bar 12 can be rotated while allowing the difference in left and right rotation of the stabilizer bar 12. Therefore, by fixing the ring gear 20L on the left wheel side to the vehicle body 13, the gear The device 14 can be supported on the vehicle body side. On the other hand, with the conventional device described above, when the case housing the gear mechanism is fixed to the car body, if the car body bounces, the torsion angle of the stabilizer bar with respect to the case changes. Similarly to the case described above, this restricts the movement of the left and right stabilizer bars, making it impossible to fix the case to the vehicle body. For this reason, with conventional equipment,
It was difficult in design and manufacturing to provide a case with piping to the stabilizer bar located below the vehicle body without support. However, in this embodiment, since the gear device 14 can be defined in the vehicle body, there is an advantage that such a disadvantage is eliminated.

It should be noted that the gear device including the left wheel side planetary gear mechanism 20L and the right wheel side planetary gear mechanism 2OR in the present invention is not necessarily limited to the configuration described above, and may be configured, for example, as shown in FIGS. 8 to 9. Good too. In the gear device 14 shown in these figures, the left-wheel side planetary gear mechanism 20L, the sun gear 2OL, 20R1O shafts of the right-wheel side planetary gear mechanism are rigidly connected via a rod 30, while the left-wheel side planetary gear mechanism 20L 'LZ,..., 20Lx to carrier 32L,
Binions 20R2, . . . , 20Rz on the right wheel side are connected to a carrier 32R, and these carriers 32L.

The left wheel side bar 12L and the right wheel side bar 12R may be individually rigidly connected to 32R. Even with this configuration,
Rod 30 between sun gears 2OL, 2OR. H1ll
Due to the rotation of sun gears 2OL, 2OR, the bar 12 is rotated while maintaining the left and right rotation phase difference of the stabilizer bar 12.
Rotation of the entire body is allowed, and the same effect as that of the embodiment described above is obtained.

Further, although the actuator 16 in the above embodiment uses an electric motor, it may also be configured to use a hydraulic motor. Furthermore, in the embodiment described above, the ring gear 20L3 of the planetary gear mechanism on the left wheel side is defined in the vehicle body.
The ring gear 2OL3 may also be configured to be actively rotated similarly to the right-wheel side ring gear 20R3.

[Effects of the Invention] As explained above, the present invention includes a stabilizer bar split in the middle and two sets of planetary gear mechanisms opposed to the split position of the stabilizer bar, and these two sets of planetary gear mechanisms. sun gear, pinion carrier,
and the stabilizer bar is connected to the shaft of any member of the ring gear, and one of the remaining members is connected to each other via a rod, and at least one of the other members on the left wheel side and the right wheel side Since a roll control means for controlling the rotation according to the roll state is provided, there is a medium of revolution or rotation of the members connected via the rod, so a rotation difference is created between the left and right stabilizer bars depending on the rotation given by the roll control means. occurs, and roll control based on this torsional rigidity can be actively performed.The entire stabilizer bar can be rotated while maintaining the left-right rotation difference of the stabilizer bar, so unlike conventional devices, the roll state can be controlled. Even when bounce occurs, the rigidity of the stabilizer bar does not affect the vertical movement of the left and right wheels, and the preset suspension characteristics can be maintained.

[Brief explanation of the drawing]

1 to 7 are views showing one embodiment of the present invention, in which FIG. 1 is a perspective view showing the outline of the overall configuration, and FIG. 2 is a portion of the gear device viewed from the radial direction of the bar. Cross section, 3rd
The figure is a gear arrangement diagram when Figure 2 is viewed from the right side, Figures 4 (a) to (d) are explanatory diagrams showing the rotational positional relationship of the gears in spots, and Figure 5 is the rotation of Figure 4. A rotational phase diagram showing the positional relationship, FIGS. 6(a) to 6(d) are explanatory diagrams spot-wise showing the gear rotational positional relationship when the ring gear rotates, and FIG. 7 is a rotational phase diagram showing the rotational positional relationship in FIG. 6. It is a phase diagram. 8 and 9 are views showing other embodiments of the present invention, in which FIG. 8 is a partial sectional view of the gear device viewed from the radial direction of the bar, and FIG. 9 is a view showing FIG. 8 on the right side. FIG. 3 is a gear arrangement diagram when viewed from the plane. In the figure, 8... Suspension arm, 10... Variable stabilizer for vehicle, 12... Stabilizer bar 14
...Gear device, 16...Actuator, 18...
・Control device, 2OL, 2OR...planetary gear mechanism, 20
L+, 2OR+...Sun gear, 20Lz, 20Rz・
...Binion, 2OL3.20R3...Ring gear,
24.30...rod, 32L, 32R...carrier.

Claims (1)

[Claims] (1) Equipped with a stabilizer bar connected to the suspension links of the left and right wheels and split in the middle, and two sets of planetary gear mechanisms opposed to the split position of the stabilizer bar,
Connecting the divided ends of the stabilizer bar to the shafts of arbitrary members among the sun gear, pinion carrier, and ring gear in each of the two sets of planetary gear mechanisms, and
Among the remaining members, one member is interconnected via a rod between each planetary gear mechanism, and the left wheel side of the other member,
A variable stabilizer for a vehicle, comprising a roll control means for controlling rotation of at least one member on the right wheel side according to a roll state.