JPH075011B2 - Stabilizer control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stabilizer control device that controls the torsional force of a stabilizer that connects between unsprung members of left and right front wheels of an automobile.

[Conventional technology]

Conventionally, for example, Japanese Patent Laid-Open No. 61-64514 has proposed a device for controlling the twisting force of a stabilizer when the vehicle is turning or when traveling straight ahead and for improving riding comfort. This conventional device is intended to achieve the above object by suppressing the rolling phenomenon at the time of turning by extending and contracting the stabilizer and the suspension arm by supplying pressure oil from a hydraulic source.

[Problems to be solved by the invention]

However, in the acceleration / deceleration running state, the vehicle body load moves in the front-rear direction according to the acceleration / deceleration. For example, in a vehicle having stabilizer devices for the front and rear wheels,
When the vehicle body load moves more than a predetermined amount during sudden acceleration / deceleration, the roll angle in the front-rear axis increases or decreases due to the movement of the load, and the roll angles differ between the front and rear wheels. At this time, if the stroke control amounts of the cylinders that control the stabilizers provided for the front and rear wheels are the same, the roll angles of the front and rear wheels cannot be compensated by the control of the stabilizers, and the roll suppression is performed at the front and rear wheels. Is not done accurately.

As described above, when the pressure oil is supplied from the pressure oil source even during the acceleration / deceleration traveling as in the constant speed traveling, there is a problem that an appropriate roll suppressing effect cannot be obtained during the acceleration / deceleration traveling. .

The present invention has been made in view of the above points, and provides a stabilizer control device capable of suppressing a rolling phenomenon of a vehicle body during turning traveling by appropriately limiting the acceleration or deceleration of the vehicle during traveling. The purpose is to do.

[Means for solving problems]

Therefore, in the stabilizer control device according to the present invention, in the stabilizer control device provided with the stabilizer whose torsional rigidity can be changed in accordance with the expansion / contraction position of the hydraulic cylinder, when the vehicle travels, the load movement in the longitudinal direction of the vehicle is generated. A traveling state detecting means for detecting a state, a turning state detected by the turning state detecting means, a determining means for determining whether the vehicle is in a gentle turning state or a rapid turning state, and when the determining means determines the rapid turning state, Regardless of whether or not the load movement occurs, the expansion / contraction position of the hydraulic cylinder is determined based on the sudden turning state, and when the determining means determines that the fluid cylinder is in the gentle turning state,
When the expansion / contraction position of the hydraulic cylinder determined based on the gently swirling state is moved in the direction in which the load increases, the expansion / contraction position is corrected so that the torsional rigidity also increases, and the hydraulic cylinder is moved in the direction in which the load decreases. In this case, an expansion / contraction position determining means for correcting the expansion / contraction position so that the torsional rigidity is also reduced, and a driving means for driving the hydraulic cylinder at the expansion / contraction position determined by the expansion / contraction position determining means are provided. Characterize.

The stabilizer control device according to claim 1, wherein the traveling state detecting means detects acceleration / deceleration in the front-rear direction of the vehicle and determines whether the vehicle is in an accelerating traveling state or a decelerating traveling state. You may do it.

The stabilizer control device according to claim 1 or 2, wherein the running state detection means determines an acceleration state based on a signal from a throttle sensor that detects a throttle opening. You may do it.

The stabilizer control according to claim 1, 2 or 3, characterized in that the traveling state detecting means determines the deceleration state based on a signal from a brake sensor that detects a brake operation. A device may be adopted.

Further, the determining means may determine whether the vehicle is in a slow turning state or a sharp turning state based on respective detection signals from the detecting means for detecting the running state of the vehicle and the detecting means for detecting the steering angular acceleration of the steering wheel. You may make it employ | adopt the stabilizer control apparatus as described in the 1st, 2nd, 3rd, or 4th characteristic claim.

〔The invention's effect〕

According to the present invention, the traveling state detecting means is
It is possible to detect either acceleration or deceleration running and control the pressure oil supplied to the front wheel side hydraulic cylinder based on this state. Therefore, it is possible to appropriately control the stabilizer according to the traveling state of the vehicle.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. First
The figure shows the overall configuration of a vehicle attitude control device to which the present invention is applied. Here, an embodiment applied to a vehicle in which stabilizers are mounted on both sides of front and rear wheels is shown.

In FIG. 1, reference numerals 20 and 21 denote steered wheels of the front wheels, and each wheel 2
0 and 21 are respectively supported by unsprung members 22 and 23, and unsprung members 22 and
23 is supported by the vehicle body via shock absorbers 24, 25. A front wheel side torsion bar 27 having torsional elasticity of the stabilizer 26 is rotatably supported by rubber bearings 28 and 29.

One end 26a of the stabilizer 26 is coupled to the unsprung member 22 via a cylinder unit 30 having an adjustable coupling distance, and the cylinder unit 30 is expanded and contracted to extend the coupling length between the one end 26a of the stabilizer 26 and the unsprung member 22. Is adjustable. The other end 26b of the stabilizer 26 is fixedly connected to the other unsprung member 23. For example, as shown in FIG. 2, one end 26a of the stabilizer 26 is connected to the cylinder unit 30.
Is connected to the wheel side fixed portion of the shock absorber 24 via the rod end, and the other end 26b is connected to the shock absorber 2 via the rod 31.
It is connected to the wheel side fixed part of 5. In addition, each unsprung member connected to one end or the other end of the stabilizer 26.
22 and 23 may be lower arms 32, 33 and the like other than the above-mentioned portions.

A steering mechanism 41 that is interlocked with a steering wheel 40 for steering the vehicle is coupled to the unsprung members 22 and 23. Reference numeral 42 is a steering angle sensor that detects the steering angle of the steering wheel 40.

Similarly to the front wheels, the rear wheels 50 and 51 are also supported by the unsprung members 52 and 53, and are connected to the vehicle body via a suspension device (not shown). The rear wheel side stabilizer 54 is connected to the unsprung member 52 via the cylinder unit 55 at one end and is fixedly connected to the unsprung member 53 at the other end, as in the case of the front wheel. In the rear wheel stabilizer 54, the diameter of the torsion bar 56 is set to be smaller than that of the front wheel side so that the torsional rigidity becomes smaller than that of the front wheel side.

As shown in FIG. 3, the cylinder unit 30 is composed of a piston 30a and the like which are provided in a cylinder body 30b in an oiltight manner and slidably movable. The piston 30a is connected to the shock absorber 24 via a rod 30c and a mounting portion 30d which are integrally formed with the piston 30a, and the piston body 30b is connected to the stabilizer 26 via a mounting portion 30e. The upper chamber 30f and the lower chamber 30g, which are defined by the piston 30a in the cylinder body 30b, are connected to a fluid supply device (a hydraulic circuit indicated by reference numeral 60 in FIG. 1) via ports 30h and 30i, respectively. This allows lower chamber 3 via port 30i
When the pressure oil is supplied to 0 g, the pressure oil in the upper chamber 30f is discharged through the port 30h, and the mounting portion 30d of the cylinder unit 30 is attached.
When the pressure oil is supplied to the upper chamber 30f through the port 30f, the cylinder unit 30 contracts. Further, the rear wheel side cylinder unit 55 has the same configuration as the front wheel side cylinder unit 30.

In FIG. 1, the hydraulic circuit 60 is a hydraulic pump 62, 4 ports 3
Position solenoid switching control valve 65, open / close control valve 72, solenoid variable throttle valve 7
It is composed of 3,74 mag.

Next, the hydraulic circuit 60 will be described with reference to FIG.

The hydraulic pump 62 driven by the output shaft of the engine EG,
Oil is pumped up from the reservoir 63, and a front wheel side cylinder unit 30 and a rear wheel side cylinder unit are supplied via a pipe line 64, a switching valve (4-port 3-position electromagnetic switching control valve) 65, and pipe lines 66 to 69.
A power steering device that supplies pressure oil to 55 and applies an assisting force to the steering mechanism 41 via the pipelines 64 and 70.
It also supplies pressure oil to 71. Cylinder unit 30,5
The upper chamber 30f, the lower chamber 30g, and the like 5 communicate with each other via an opening / closing control valve (4-port 2-position electromagnetic switching valve) 72 and also with a reservoir 63. Here, in the conduits 67, 69 from the switching valve 65 to the rear wheel side cylinder unit 55, electrically controllable variable throttle valves 73, 74 are provided.

The throttle valves 73, 74 compensate the expansion / contraction speed of the rear wheel side cylinder unit 55 with respect to the front wheel side by controlling the flow rate of the pipelines 67, 69 at a predetermined predetermined throttle amount when traveling at a constant speed. . This is to compensate for the rear wheel stabilizer 54, which is set to have a smaller torsional rigidity than the front wheel stabilizer 26. Further, the throttle valves 73, 74 can change the throttle amount by a control signal from the control device 80, and the rear wheel side cylinder unit 55 can be opened or closed by changing the throttle amount from the predetermined throttle amount according to the traveling state of the vehicle. The amount of pressure oil supplied to the front wheel side cylinder unit 30 is controlled. In this embodiment, the throttle valve is used during acceleration.
The amount of oil supplied to the front wheel cylinder unit 30 is reduced by controlling the throttle amount of 73, 74 in the opening direction from the predetermined throttle amount, and is controlled in the closing direction during deceleration traveling to control the front wheel cylinder unit 30. Increase the amount of oil supplied to.

A switching control signal is sent to the switching valve 65 and the opening / closing control valve 72 by the control device 80, and the switching valve 65 has the first position (a: neutral mode), the second position (b: extension mode), and the third position.
Switched to position (c: reduction mode), while open / close control valve
At 72, the first position (a: communication mode) and the second position (b: cutoff mode) are switched.

The control device 80 is an electronic control device including a microcomputer and the like, and an input unit for inputting signals from various sensors.
81, a central processing unit (CPU) 82 that performs arithmetic control based on these input signals, a read storage unit (ROM) 83 that stores arithmetic programs, etc., and temporarily stores arithmetic results and control states, etc. It is composed of a storage unit (RAM) 84 and an output unit 85 which outputs a control signal to the valves 65, 72, 73 and 74 based on the calculation result.

The input unit 81 of the control device 80 includes a vehicle speed sensor 90 for detecting a vehicle speed, a steering sensor 42 for detecting a steering angle of a steering wheel, a throttle opening sensor 91 for detecting a depression amount of an accelerator pedal, a foot brake, or a parking. Sensor 92 for detecting any operation of the handbrake during operation, and stroke sensor 9 for detecting the expansion / contraction stroke of the front and rear wheel cylinder units 30, 55.
One of the sensor signals from 3,94 is input.

Next, the operation based on the above configuration will be described. First, the mechanical operation of the stabilizer control device in the actual constant speed traveling state will be described.

<Straight ahead travel> First, straight ahead constant speed travel will be described. In straight-ahead constant speed traveling, the switching valve 65 of FIG. 4 is set to the neutral mode (a),
The open / close control valve 72 is in the communication mode (a), and the throttle valves 73, 74
Is set to a predetermined aperture amount. This allows the hydraulic pump 62
The pressure oil from is supplied only to the power steering device 71 via the pipes 64 and 70, and is not supplied to the front and rear wheel side cylinder units 30 and 55. On the other hand, the open / close control valve 7
Since 2 is set to the communication mode, the upper chamber 30f, the lower chamber 30g, etc. of the front and rear wheel side communication members 30,55 are connected to the conduits 66 to 69, 75,76.
Communicate with each other via. Therefore, in this mode, the pistons in the cylinder units 30, 55 can move slidably in the cylinders, that is, the stabilizers 26, 5
The twisting force transmitted from 4 is directly applied to the cylinder unit 3
The 0,55 piston moves, and the torsional rigidity of the stabilizer is hardly generated.

<Turning Travel> Next, turning will be described. When the steering angle and the vehicle speed are low, the switching valve 6 is held in the neutral mode (a) and the opening / closing control valve 72 is switched to the shutoff mode (ON state). This allows the cylinder unit
The pistons 30, 55 are fixed in an oil tight state at the neutral stroke position S (S = 0). Therefore, the cylinder unit 3
Reference numerals 0 and 55 connect the stabilizers 26 and 54 and the unsprung members 22 and 52 to each other as a kind of rigid body, so that the stabilizers 26 and 54 exhibit the inherent torsional rigidity to stabilize the traveling state of the vehicle during turning.

On the other hand, when turning right or left and the steering angle or vehicle speed is high, the opening / closing control valve 72 is closed (ON state).
And the switching valve 65 is switched to the expansion mode (b) or the contraction mode (c). That is, in the extension mode, the pressure oil of the hydraulic pump 62 is changed from the pipeline 64 to the switching valve 65 to the pipeline.
Lower chamber 3 of cylinder unit 30,55 via 68,69 and throttle valve 74
The pressure oil of the upper chamber 30f etc. supplied to 0 g etc.
It is discharged to the reservoir 63 via the throttle valve 73-> the switching valve 65-> the power steering device 71. And the stroke sensor
By switching the switching valve 65 to the neutral mode (a) when the electronic control unit 80 determines that the cylinder unit 30, 55 has reached the target stroke position based on the detection values of 93, 94, the cylinder unit 30, 55 Is fixed in the stretched state.

Due to this extension, as shown in FIG. 5, when the vehicle turns to the left, torsional rigidity to the stabilizer 1 is positively generated in the vehicle, and the roll angle φ of the vehicle is reduced.

On the other hand, in the reduction mode of the switching valve, the pressure oil of the hydraulic pump 62 is supplied to the upper chamber side of the cylinder unit 30, 55 through the pipe 64 → the switching valve 65 → the pipes 66, 67 and the throttle valve 73a. The pressure oil on the lower chamber side is discharged to the reservoir 63 via the pipes 68 and 69, the throttle 74, the switching valve 65, the pipe 70, and the power steering device 70.
Then, similarly to the extension mode, the switching valve 65 is switched to the neutral mode to fix the pistons of the cylinder units 30 and 55 at the target stroke position S. This allows
As shown in Fig. 6, when turning right, the cylinder unit 3
By setting 0 and 55 to the contracted state, the torsional rigidity is positively generated to reduce the roll angle φ. Incidentally, FIGS. 5 and 6 are views when the vehicle is viewed from the front.

That is, as shown in FIG. 7, when the cylinder units 30 and 55 are movable, the roll angle φ of the vehicle with respect to the lateral acceleration G (or steering angle, etc.) during turning in a constant speed traveling state is as follows. When the cylinder units 30, 55 are oil tight and the stroke position is neutral, that is, fixed at S = 0, the one-dot chain line a is displaced to the two-dot chain line b, and the cylinder units 30, 55 are displaced to all stroke positions. In this case, when the stroke position is further changed to the straight line c and the stroke position is displaced stepwise with respect to the lateral acceleration G, for example, 1/3 → 2/3 → 3/3, the state shown by the broken line is obtained.

The mechanical operation of the stabilizer control device in the traveling state has been described above. Next, a control method for accelerating and decelerating the stroke position S of the cylinder units 30, 55 will be described with reference to the flowchart of FIG.

First, in steps 100 to 150, a vehicle speed (v), a steering angle (θ), a throttle opening (θth), and a brake signal are fetched as data relating to the traveling state of the vehicle, and a steering angular velocity () and a vehicle acceleration () are calculated.

Next, in step 160, it is determined whether or not the vehicle is in the rapid acceleration traveling state. The method of this determination is that the throttle opening becomes θth ₂ or more when the vehicle speed is voi or less, or t
When the throttle opening changes from θth ₀ to θth ₁ within o seconds, or when the vehicle speed v and the acceleration enter the area AB of the map shown in FIG. 9, it is determined that the vehicle is in the rapid acceleration traveling state. Here, voi, to, θth ₀ , θth ₁ , and θth ₂ are certain constants and have a relationship of θth ₀ <θth ₁ ≦ θth ₂ . Also the ninth
F (v) in the figure indicates that the boundary between the areas AA and AB is defined by a certain function f (v) of the vehicle speed v.

When it is determined by the determination in step 160 that the vehicle is in the rapid acceleration traveling state, the process proceeds to step 161, and stroke control during the rapid acceleration described below is performed. On the other hand, when it is not determined that the vehicle is in the rapid acceleration state, the routine proceeds to step 170, where it is determined whether or not the vehicle is in the rapid deceleration traveling state. The determination method in step 170 is that the brake signal is turned on when the vehicle speed is equal to or higher than vod, or when the relationship between the vehicle speed v and the rapid acceleration enters the area AD of the map shown in FIG. It is determined to be in a state. Here, vod is a constant, and g (v) in FIG. 10 indicates that the boundary between the regions AC and AD is defined by a certain function g (v) of the vehicle speed v. If it is determined by this determination that the vehicle is in the rapid deceleration state, the process proceeds to step 171, and stroke control during the rapid deceleration described below is performed. On the other hand, if it is not determined that the vehicle is in a sudden deceleration state, it means that the vehicle is traveling at a constant speed with no longitudinal acceleration that affects the behavior of the vehicle.
In step 180, basic stroke control that does not consider the influence of acceleration is performed.

Next, the method of stroke control in each step will be described in detail.

<Basic Stroke Control> First, basic stroke control that does not consider the influence of acceleration in step 180 will be described with reference to the flowchart of FIG.

First, in step 1010, the throttle valves 73, 74 are set to the throttle amount a ₀ (predetermined throttle amount) in the basic control mode. next,
In step 1020, it is determined whether the vehicle is turning right or left by the steering angle θ, and if it is determined that the vehicle is turning right, the process proceeds to step 1030. In step 1030, according to the map shown in FIG.
From the vehicle speed v and the steering angular velocity, it is determined which of the slow steering area A, the steep steering area C and the steering area B intermediate between them.

If it is determined that the vehicle belongs to the gentle steering area A, the step
The judgments of 1040 and 1050 are executed. I.e. steps 1040,10
At 50, the vehicle speed v and the steering angle θ are calculated according to the map shown in FIG.
From the areas A _{1 to} A ₄ to determine which area they belong to, and follow steps 1060 to
Proceed to any one of 1090. Here, in step 1050, the stroke position s of the cylinder unit is set to 1/3, 2/3, 3/3 (full stroke). With respect to the stroke position s thus set, the switching valve 6
5, the throttle valves 73 and 74, and the opening / closing control valve 72 are controlled.

In the map shown here in FIG. 13, regions A ₁ to set a cylinder unit in free, considering insensitive steering angle changes according to the angle of lost motion and speed of the steering wheel, in the following these dead steering angle theta _P The cylinder unit is set to free.

On the other hand, if it is determined in step 1030 that the vehicle is in the steering speed range B, the process proceeds to step 1100 and the vehicle speed v
And the steering angle theta, region B ₁ ~ from the map shown in FIG. 14
It is determined which one of B ₃ belongs to, and in the case of the region B ₁ , the stroke position s of the cylinder units 30 and 55 proceeding to step 1110 is set to 0 and the oil-tight fixed state is set, and the regions B ₂ and B ₃ are set. In this case, the process proceeds to steps 1120 and 1130 to set the stroke position S to 2/3 and 3/3, respectively.

In FIG. 14, FIG. 14 (A) shows that the steering angle θ and the steering angular velocity are both positive, and shows a state in which the steering angle is increased by making a right turn, and FIG. 14 (B) shows that the steering angle θ is positive and the steering angle θ is positive. The angular velocity is negative and the turning-back state is shown in the right turn. Fig. 14C) shows the turning-back state in which the steering angle θ is negative and the steering angular velocity is positive, and the turning turn is shown in the left turn. In D), both the steering angle θ and the steering angular velocity are negative, and shows a state of further turning in a left turn. Here, in the additional turning state (steering angular velocity> 0), the region B1 is made smaller than that in the turning back state (steering angular velocity> 0), so that the control for changing the stroke position S at the time of additional turning can be performed earlier. There is.

Further, when it is determined in step 1030 that the vehicle belongs to the steep steering area C, the process proceeds to step 1140, and the vehicle speed v and the steering angle θ belong to either area C ₁ or C ₂ according to the map of FIG. If there is an area C ₁ , then step
At 1150, set the stroke position S to S = 0 (fixed in oil tight)
For C ₂ respectively set to S = 3/3 in step 1103. Then, in accordance with the stroke position S set in steps 1110 to 1160, the switching valve 65 is set in step 1170.
It also controls the throttle valves 73 and 74 and the opening / closing control valve 72.

In FIGS. 12 to 15, gn (n = 1 to 5) is a constant determined depending on the shape of the vehicle, and g ₁ <g ₂ <g ₃ <g ₄ <g ₅ is satisfied. Further, λn, βn (v) (n = 3 to 5) is a function of the constant and the vehicle speed v for compensating the influence of the slip angle of the tire, and θoff is for compensating the play angle of the steering wheel and the dead steering angle θp. Is a constant of.

On the other hand, if it is determined in step 1020 that the vehicle is making a left turn, the same determination processing as in steps 1030 to 1160 is performed in step 1300.
The stroke position S is set to a value having an opposite sign, and each valve is controlled in step 1170 according to the setting.

As described above, the cylinder units 30 and 55 are controlled to be movable or the stroke position S is displaced stepwise to the stroke position by the steering angular velocity, the steering angle θ, and the vehicle speed v. Therefore, at the time of gentle steering, the stroke position S is controlled stepwise in accordance with the steering degree θ to always set the optimum torsional rigidity of the stabilizer, and as the steering angle degree increases, a faster stroke so as to follow the turning speed. We are in control.

<Correction Control During Acceleration> Next, the control at the time of turning accompanied by the rapid acceleration in step 160 will be described. In the sudden acceleration state, the load of the vehicle moves rearward and the rear part of the vehicle body sinks, which causes a so-called scoot phenomenon. Therefore, the roll axis of the vehicle leans backward from the constant speed traveling state. At this time, if the change in the height of the center of gravity of the vehicle is sufficiently small, the rolls generated during the same turning operation decrease on the front wheel side and increase on the rear wheel side as compared to the constant speed traveling state. Therefore, it is necessary to perform a control different from the basic stroke control at the time of gentle steering. The control method will be described with reference to the flowchart of FIG.

First, in step 1500, the areas A, B, and C are determined according to the map shown in FIG. 12 in the same manner as in step 1030. If it is determined to be the region B or C, steps 1570 and 158
Each throttle valve 73, 74 at 0 was controlled to a predetermined aperture value a _0, 11
Proceed to steps 1100 and 1140 in the figure. On the other hand, if it is determined to be the region A, the routine proceeds to step 1510, and control at the time of acceleration turn is performed. First, due to the backward tilt of the roll axis as described above,
In order to compensate for the effect of reducing the roll on the front wheel side during constant-speed turning, in step 1510, the throttle valves 73, 74 are controlled in the opening direction rather than normal (throttle amount a ₁ : a ₀ <a ₁ ≤ Fully open) reduces the amount of pressure oil supplied to the front wheel side cylinder unit 30. Next, in steps 1520 and 1530, it is determined from the vehicle speed v and the steering angle θ which of the areas A _{1 to} A ₄ the map belongs to, and in the case of A ₁ or A ₂ , step 15
At 40, the pistons of the cylinder units 30 and 50 are set to be movable, and in the case of regions A ₃ and A ₄ , the stroke positions S are set to 1/3 and 2/3 at steps 1550 and 1560, respectively. According to this setting, the switching valve 65, the opening / closing control valve 72, the throttle valves 73, 74
To control. In addition, the rear wheel cylinder unit 55 is
Control is performed according to the flowchart shown in the figure.

In this way, at the time of acceleration turn, by controlling the throttle valves 73, 74 in the opening direction more than usual, the rear wheel side cylinder unit
Correction is performed by reducing the control amount of the front wheel side cylinder unit 30 with respect to 55.

<Deceleration correction control> Further, in the control at the time of turning accompanied by the rapid deceleration in step 171, the roll axis is tilted forward. In this case, the roll increases on the front wheel side and decreases on the rear wheel side. Therefore, the 17th
As shown in the figure, in step 1800 the area as before
Judge A, B, C. When it is determined to be the region B or C, the throttle valves 73 and 74 are controlled in steps 1870 and 1880, respectively, and the process proceeds to steps 1100 and 1140 in FIG. On the other hand, at the time of gentle steering determined to be in the area A, the throttle valves 73 and 74 are controlled in the closing direction from the normal in step 1810 in order to compensate for the increase of the roll on the front wheel side (throttle amount a ₂ : fully closed <a ₂ <A ₀ ), and then in steps 1820 and 1830, areas A _{1 to} A based on the map in FIG.
_If it belongs to the area of ₄ , the cylinder units 30 and 50 are controlled in the free state in step 1840 in the case of area A ₁ and 2/3 strokes in the step 1850 in the case of area A ₂ .
In the case of the area A ₃ or A ₄ , in step 1860, the stroke is controlled to 3/3 stroke. Further, the rear wheel side cylinder unit 55 is controlled according to the flowchart shown in FIG.

In this way, at the time of deceleration turning, by controlling the throttle valves 73, 74 in the closing direction more than usual, the rear wheel side cylinder unit
Correction is performed by increasing the control amount of the front wheel side cylinder unit 30 with respect to 55.

As described above, by controlling the throttle amounts of the throttle valves 73 and 74 according to the acceleration / deceleration to control the stroke position, it is possible to optimally set the torsional rigidity of the stabilizer at the time of turning with acceleration or deceleration.

In this embodiment, in order to generate optimum torsional rigidity for the front and rear stabilizers according to all operating conditions such as acceleration and deceleration traveling, two cylinder units 30 and 55 are used as one set of switching valve 6
5 and the opening / closing control valve 72, and the two variable throttle valves 73 and 74 control the oil amount and the pressure oil path. However, by using an independent switching valve and opening / closing control valve for each of the two cylinder units, It is also possible to respond to changes in the roll axis during acceleration and deceleration.

Further, in the above-described embodiment, the pressure oil is supplied to the rear wheel side cylinder unit 55 of the two cylinder units 30 and 55 through the throttle valves 73 and 74, but the front wheel side cylinder unit 30 has the same configuration. Alternatively, pressure oil may be supplied via a throttle valve. Further, in the vehicle in which the stabilizer is provided only on the front wheel side, only the front wheel side cylinder unit 30 may be provided and the pressure oil supply amount may be controlled to the front wheel side cylinder unit 30 via the throttle valve. The throttle amount control of the throttle valve at this time is
The control is in the opposite direction to the opening / closing control of the throttle valves 73 and 74,
The control is performed in the closing direction during acceleration traveling and in the opening direction during deceleration traveling.

Further, in the above-described embodiment, the throttle opening sensor and the brake sensor are used as the sensors for determining the acceleration / deceleration state of the vehicle. However, this is because the driver's intention of acceleration / deceleration can be detected early. This is adopted because it has advantages, but it is also possible to use signals from an acceleration sensor, a vehicle speed sensor, or the like. Further, the running state is calculated based on the signal from the steering angle sensor from the same point, but a signal from an acceleration sensor for detecting the lateral acceleration of the vehicle may be used instead.

Further, in the above-described embodiment, the hydraulic pump may be a dedicated pump that does not supply hydraulic pressure to the power steering device.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention, FIG. 2 is a configuration diagram showing a connected state of a stabilizer (26) at a front portion of a vehicle body, and FIG. 3 is a cross section of a cylinder unit and a stroke position (S). FIG. 4 is a detailed hydraulic circuit diagram of the apparatus shown in FIG. 1, FIGS. 5 and 6 are explanatory views for explaining the operation of one embodiment, and FIG. 7 is a lateral acceleration as a roll angle. 8 is a flow chart showing control of the cylinder unit, FIGS. 9 and 10 are maps showing control characteristics of one embodiment, and FIG. 11 shows details of basic stroke control of the cylinder unit. Flow charts, FIGS. 12 to 15 are flow charts showing control characteristics of one embodiment, FIG. 16 is a flow chart showing details of stroke control during acceleration, and FIG.
The figure is a flow chart showing details of stroke control during deceleration. 20,21 …… Front wheel, 22,23 …… Unsprung member, 30 …… Cinda unit on the front wheel side, 50,51 …… Rear wheel, 52,53 …… Unsprung member, 55
...... Rear wheel side cylinder, 62 ...... Hydraulic pump, 65 ...... 4-port 3-position solenoid switching control valve, 72 ...... Open / close control material, 73,74 ...... Electromagnetic variable throttle valve.

Claims (5)

[Claims] 1. A stabilizer control device having a stabilizer capable of changing torsional rigidity in accordance with the expanded / contracted position of a hydraulic cylinder, detects a traveling state in which a load movement in a longitudinal direction of the vehicle occurs when the vehicle travels. A traveling state detecting means; a discriminating means for discriminating whether the turning state detected by the turning state detecting means is a gentle turning state or a sharp turning state; Regardless of the occurrence, the expansion / contraction position of the hydraulic cylinder is determined based on the sudden turning state, and when the determining means determines that the hydraulic cylinder is in the gentle turning state,
When the expansion / contraction position of the hydraulic cylinder determined based on the gently swirling state is moved in the direction in which the load increases, the expansion / contraction position is corrected so that the torsional rigidity also increases, and the hydraulic cylinder is moved in the direction in which the load decreases. In this case, an expansion / contraction position determining unit that corrects the expansion / contraction position so that the torsional rigidity also decreases, and an expansion / contraction position determined by the expansion / contraction position determining unit,
A stabilizer control device, comprising: a drive unit that drives the hydraulic cylinder. 2. The stabilizer control according to claim 1, wherein the running state detecting means detects an acceleration / deceleration in a front-rear direction of the vehicle and determines an accelerating running state or a decelerating running state of the vehicle. apparatus. 3. The stabilizer control according to claim 1, wherein the running state detecting means determines the acceleration state based on a signal from a throttle sensor which detects a throttle opening. apparatus. 4. The traveling state detection means determines the deceleration state based on a signal from a brake sensor that detects a brake operation, according to claim 1, 2, 3 or 4. Stabilizer control device. 5. The discriminating means discriminates whether the vehicle is in a gentle turning state or a sharp turning state based on respective detection signals from a detecting means for detecting a traveling state of the vehicle and a detecting means for detecting a steering angular acceleration of the steering wheel. The stabilizer control device according to claim 1, claim 2, claim 3, or claim 4.