JPH0986134A - Stabilizer device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically correct slippage of balance of left and right loads of a vehicle by respectively linking left and right pistons to left and right stabilizers, forming three oil chambers in a cylinder main body by the left and right pistons and respectively connecting first, second and third conduit runs to each of the oil chambers. SOLUTION: Two of right side and left side pistons 69, 70 are inserted into a cylinder main body 65a free to slide, and the left and right pistons 69, 70 are respectively linked to left and right stabilizers in a hydraulic cylinder 65. Additionally, first, second and third conduit runs 72, 74, 76 are connected respectively to first, second and third oil chambers A, B, C formed by the left and right pistons 69, 70. At the first stage when it is transferred from straight travelling at the time of rolling by making left and right piston rods 66, 67 in a lock state under strong wind to straight travelling in a free state of the left and right piston rods 66, 67 after strong wind is stopped, the stabilizers maintain the state at the time of rolling.

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torsion bar type vehicle stabilizer device for stabilizing the running of a vehicle.

2. Description of the Related Art A torsion bar type stabilizer device does not work when the left and right wheels move up and down at the same time.
When the left and right wheels move up and down with respect to each other, the stabilizer bar is twisted, and therefore the vehicle leans due to the torsionally elastically absorbed energy of the stabilizer bar. In such a stabilizer device, it is desired that the torsional rigidity be low when the vehicle goes straight ahead from the viewpoint of the road surface followability, and high when the vehicle turns, from the viewpoint of the roll characteristics. In order to realize this, as described in Japanese Patent Publication No. 5-85371, one end of a torsion bar is connected to a piston rod of a hydraulic cylinder so as to respond to a traveling state of a vehicle such as straight traveling or turning traveling. It is practiced to lock the piston rod in a free state or in a retracted or neutral position. For example, when the vehicle is going straight (in this case, the piston is located approximately in the center of the cylinder) and there is lateral acceleration, the piston is locked to increase torsional rigidity, while the lateral acceleration is increased. If there is not, the left and right suspensions are operated independently by making the piston free. Also,
At the time of turning, the roll angle is made as small as possible by locking the piston rod in the extended state or the contracted state according to the left and right turning directions. By the way, in such a stabilizer device, when there is no acceleration in the lateral direction during straight traveling, the piston is set in the free state as described above. If the vehicle rolls in response to this, measures are taken to lock the piston rod so that the roll is as small as possible. As described above, in such a stabilizer device, the piston rod can be locked even when the vehicle is in a rolled state.For example, as described above, when the piston rod is locked during rolling due to strong wind, The piston is fixed not at the center of the cylinder but at the stroke end, and the stabilizer bar is held in its rolled condition. Under strong wind, running in this state is preferable from the viewpoint of roll prevention, but when the strong wind stops, the stabilizer bar remains in the rolled state, which is not preferable from the viewpoint of safety. Of course, after the strong wind has stopped, the piston rod is unlocked, so that the hydraulic cylinder becomes free and the stabilizer bar can return to the neutral position. However, since the piston inserted in the hydraulic cylinder returns to the center from the stroke end of the cylinder, the viscous resistance of oil acts,
It takes a certain amount of time for the stabilizer bar to return to the neutral position, and safety during that time becomes a problem. Therefore, in order to prevent this, when the piston rod is locked in the roll state, it has been proposed to forcibly position the piston in substantially the center of the cylinder and thereby position the stabilizer bar in the neutral position. There is. This type of conventional vehicle stabilizer device is shown in FIGS.
The stabilizer device provided on the front wheel side of the vehicle has the same structure as the stabilizer device provided on the front wheel side, and the stabilizer device provided on the rear wheel side has the same configuration. In the figure, reference numeral 1 denotes an axle for supporting the load of the wheels, which is arranged so as to be substantially orthogonal to the traveling direction of the vehicle. Reference numeral 2 denotes a stabilizer bar, and the stabilizer bar 2 is substantially parallel to the axle 1 and is fixed to a support portion 3 of the axle 1. Among the stabilizers 4 and 5 on both sides of the stabilizer bar 2, the stabilizer 4 on the right side in the traveling direction of the vehicle is fixed to the vehicle body frame 10 via the end bush 7, the rod 8 and the rubber 9. The stabilizer 5 on the left is the end bush 1.
1 and a rod 12 are connected to an end bush 14 formed at one end of a bell crank 13. The bell crank 13 is formed in an L shape and is rotatably attached to the vehicle body frame 10 by a pin 15. The other end of the bell crank 13 is rotatably attached to one end of a piston rod 18 of a hydraulic cylinder 17 via an end bush 16. The hydraulic cylinder 17 is fixed to the left side member of the vehicle body frame 10. Piston rod 18
Both end portions of are projecting from both end portions of the hydraulic cylinder 17, and two oil chambers are formed on both sides of the piston 19 slidably inserted in the hydraulic cylinder 17. In this stabilizer device, when the stabilizer switch (not shown) is turned off, the hydraulic circuit (not shown) connected to the two oil chambers of the hydraulic cylinder 17 is opened, so that the piston 19
Is in a free state where it can freely slide in the hydraulic cylinder 17. On the other hand, when a stabilizer switch (not shown) is turned on to lock the piston rod 18, that is, the piston 19, a roll detection switch (not shown) is turned on, and in this state, the roll detection switch turns the vehicle roll. Upon detection, the piston rod 18 is forcibly moved to the neutral position and locked at the neutral position. As a result, the stabilizers 4 and 5 move to the neutral position. Therefore, in the stabilizer device as described above, when the piston rod 18 is locked during rolling of the vehicle, the piston rod 18 is locked after moving to the neutral position, so that the traveling state during rolling is maintained during straight traveling. It will not be done.

In the above-described conventional example, when the piston 19 is locked during rolling of the vehicle, the stabilizers 4 and 5 are locked after the neutral return, so that the lateral acceleration is reduced. After disappearing, the stabilizers 4 and 5 do not maintain the roll state.
However, in the above-mentioned conventional example, in the hydraulic cylinder 17, the piston 19 formed in the central portion of the piston rod 18 is slidably inserted in the hydraulic cylinder 17, and both end portions of the piston rod 18 are attached to both end walls of the hydraulic cylinder 17. Since the stabilizers 4 and 5 are connected to the piston rod 18 through the bell crank 13 in order to rotate the stabilizers 4 and 5 within a certain range of angle, the piston 19 is hydraulically moved. It is necessary to slide within the cylinder 17 for a predetermined stroke. However, since the hydraulic cylinder 17 is filled with oil, the piston 1
When 9 slides in a predetermined stroke, the viscous resistance of oil acts in the direction opposite to the stroke direction. Therefore, when the piston 19 slides in the hydraulic cylinder 17 for a predetermined stroke, for example, it takes some time for the piston 19 to reach the left and right stroke ends from the center position. This causes the following problem. For example, it is assumed that the piston 19 is forcibly positioned in the center of the hydraulic cylinder 17 under a strong wind when going straight ahead. Even if strong winds stop during straight traveling in a locked state at the neutral positions of the stabilizers 4 and 5, since the stabilizers 4 and 5 are at the neutral position, no problem usually occurs. However, if the stabilizers 4 and 5 are traveling straight in a locked state at the neutral position, the left and right load balance has already been shifted due to movement of passengers, etc. Even though the stabilizers 4 and 5 are in the neutral position, the vehicle is in a state of being rolled, so that the driver suddenly rolls and gives a fear to the driver. Of course, once the strong wind has stopped, the piston 1
9 can be moved to the stroke end to correct the deviation of the load balance, but as described above, the piston 1
Since it takes a certain amount of time for 9 to reach the stroke end from the center of the hydraulic cylinder 17,
During this time, the vehicle rolls and gives the driver a fear. Further, when the vehicle is traveling straight ahead, normally, when the lateral acceleration is small, the piston 19 is set in a free state to reduce the torsional rigidity, and the left and right suspensions are operated independently of each other. However, in the above-mentioned conventional example, as described above, in the hydraulic cylinder 17, the piston 19 formed in the central portion of the piston rod 18 is slidably inserted into the hydraulic cylinder 17, and both end portions of the piston rod 18 are hydraulically operated. Since the structure is such that it projects from both end walls of the cylinder 17, when the piston 19 slides a stroke,
The viscous resistance of the oil acting in the direction opposite to the stroke direction is large, and therefore, when the left and right wheels move up and down relative to each other, the stabilizer bar 2 is twisted to some extent.
Therefore, when traveling on a road surface having irregularities with the hydraulic cylinder 17 being free, it is unavoidable that the independence of the left and right suspensions is impaired to some extent, and the riding comfort is not improved so much. Moreover, in the above-mentioned conventional example, the hydraulic cylinder 17 is located on either the left or right body frame 10, only one of the left and right ends of the stabilizers 4, 5 is connected to the piston rod 18, and the other end is Since the piston 19 is fixed to the vehicle body frame 10, the piston 19 hardly slides when a wheel located on the other end side of the stabilizer 4 which is fixed rides on a convex portion of the road surface. Will be damaged. The present invention has been made in view of the above problems, and an object thereof is to provide a stabilizer device for a vehicle that can improve the riding comfort when traveling straight ahead.

According to a first aspect of the invention, the vehicle is arranged so as to support the loads of wheels located on the left and right sides in the traveling direction of the vehicle and substantially orthogonal to the traveling direction of the vehicle. A left and right air spring support having a base fixed to the axle and a tip end supporting an air spring; fixed to the tip end of the air spring support so as to be substantially orthogonal to the traveling direction of the vehicle. A stabilizer bar disposed on one side of the stabilizer bar; one end of which is fixed to an end of the stabilizer bar, and the left and right stabilizers arranged along the traveling direction of the vehicle; First
A piston and a second piston, a first piston rod connected to the first piston protruding to the outside of the cylinder body, and a second piston protruding to the outside of the cylinder body in a direction opposite to the first piston rod. A hydraulic cylinder having a second piston rod; and a second cylinder connected to the other end of the left stabilizer and a projecting end of the first piston rod for linking the rotation of the stabilizer with the reciprocating movement of the first piston rod. A second link mechanism that is connected to the other end of the right stabilizer and the protruding end of the second piston rod, and links the rotation of the stabilizer and the reciprocating motion of the second piston rod. A first pipe line connected to a first oil chamber between the first piston and an end wall of a cylinder body through which the first piston rod penetrates; and the second piston. Second pipe connected to a second oil chamber between the cylinder and the end wall of the cylinder body through which the second piston rod penetrates; a third pipe in which the first pipe and the second pipe merge. An accumulator connected to the line; said first line,
A first position, which is connected to the second pipeline and the third pipeline and connects the first oil chamber, the second oil chamber, and the accumulator, and a communication between the first oil chamber, the second oil chamber, and the accumulator are shut off. A first directional control valve in a second position; the first piston and the second
A fourth conduit connecting the third oil chamber between the piston and the third conduit; a first position installed in the fourth conduit and communicating the accumulator with the third oil chamber; And a second directional control valve that has a second position that blocks communication between the accumulator and the third oil chamber. In the invention according to claim 2,
An axle that bears the loads of the wheels located on the left and right sides of the vehicle in the direction of travel, and that is arranged substantially orthogonal to the direction of travel of the vehicle; the base is fixed to the axle and the tip is an air spring Left and right air spring supports for supporting; a stabilizer bar fixed to the tip of the air spring support and arranged so as to be substantially orthogonal to the traveling direction of the vehicle; one end at the end of the stabilizer bar. Left and right stabilizers fixed and arranged along the traveling direction of the vehicle; a cylinder body, a first piston and a second piston that are reciprocally fitted in the cylinder body, and a first piston protruding outside the cylinder body. A first piston rod connected to one piston, and a second piston rod projecting outside the cylinder body in a direction opposite to the first piston rod. A hydraulic cylinder having a second piston rod connected to a stone; a rotary cylinder connected to the other end of the left stabilizer and a projecting end of the first piston rod and reciprocating the first piston rod. A first link mechanism for linking motion with the other end of the right stabilizer and the projecting end of the second piston rod for linking the rotation of the stabilizer with the reciprocating motion of the second piston rod. A second link mechanism; the first
A first conduit connected to a first oil chamber between the piston and an end wall of the cylinder body through which the first piston rod penetrates;
A second oil chamber connected between the second piston and an end wall of the cylinder body through which the second piston rod passes.
A conduit; an accumulator connected to a third conduit where the first conduit and the second conduit join; a first conduit, a second conduit, and a third conduit, and an ON signal When you enter
1st direction switching which takes the 1st position which connects the oil chamber, the 2nd oil chamber, and the accumulator, and takes the 2nd position which blocks the communication of the 1st oil chamber, the 2nd oil chamber, and the accumulator when an OFF signal is inputted A valve; and a fourth pipe line connecting the third oil chamber between the first piston and the second piston and the third pipe line;
A second position which is installed in the fourth pipe line and takes a first position where the accumulator and the third oil chamber communicate with each other when an ON signal is input, and which blocks a communication between the accumulator and the third oil chamber when an OFF signal is inputted A second directional valve having a position;
A mode switch that outputs a signal of a mode selected from an auto mode, a lock mode, and a free mode; and an absolute value of a predicted lateral acceleration of the vehicle when the mode switch outputs a signal of the auto mode. When α is compared with the reference lateral acceleration α0, an OFF signal is output to the first directional switching valve and the second directional switching valve when the absolute value α> α0, and the first direction is output when the absolute value α> α0 is not satisfied. Switching valve and second
When the ON signal is output to the direction switching valve and the lock mode signal is output from the mode switch, the first signal is output.
Output an OFF signal to the directional control valve and the second directional control valve,
When a free mode signal is output from the mode switch, the first directional control valve and the second directional control valve are turned off.
In the invention according to claim 3, which has a controller that outputs an N signal, the controller includes a pressure sensor that detects the pressure inside the cylinder body and outputs the detected pressure signal P to the controller. When the auto mode signal or the lock mode signal is output from the mode switch, the absolute value α> α0 and the reference pressure P. The magnitude relationship of the pressure signal P with respect to P>
P. If it is, it is determined that the hydraulic circuit is out of order and an alarm signal is output.

According to the invention described in claim 1, when there is no lateral acceleration due to a strong wind when the vehicle is traveling straight ahead,
From the viewpoint of emphasizing road surface followability, the first and second directional control valves are set to the second position. In this state, the first, second and third oil chambers can communicate with the accumulator, and therefore the left and right pistons can freely reciprocate in the cylinder body. That is, the hydraulic cylinder is in the free state. When lateral acceleration occurs in the vehicle due to strong winds during such straight running, the first and second directional control valves are set to the first position from the viewpoint of roll prevention. In this state, the communication between the first, second and third oil chambers and the accumulator is cut off. Therefore, the left and right pistons cannot freely reciprocate in the cylinder body, and the hydraulic cylinder is locked. In this case, conventionally, from the viewpoint of safety, the stabilizer bar is forcibly returned to the neutral position and then the piston rod of the hydraulic cylinder is locked. However, in the present invention, the hydraulic cylinder is immediately locked without returning the stabilizer to the neutral position. Even if it does in this way, safety is not impaired. The reason is that in the hydraulic cylinder according to the present invention, the two pistons on the left side and the right side are slidably fitted into the cylinder body, the left side piston is linked to the left side stabilizer, and the right side piston is on the right side stabilizer. The first, second, and third pipe lines are connected to the first, second, and third oil chambers A, B, and C that are linked and are formed by the left and right pistons, respectively.
That is, in a strong wind, the piston rod is locked in a straight running state during rolling, and after the strong wind has stopped, the piston rod is running in a free state in a straight running state (in this case,
The piston rod must be in the neutral position. At the beginning of the transition to (), the stabilizer bar will certainly maintain its rolled condition. However, for example, when the left and right pistons are located at the left end of the cylinder body, the left piston receives a rightward load from the left stabilizer and the right piston receives a rightward load from the right stabilizer. Moreover, since the oil in the cylinder body flows out from the three locations of the first, second and third pipes, the viscous resistance of the oil acting in the direction opposite to the moving direction of the left and right pistons is Small in comparison. Therefore, the time required for the left and right pistons to return to the central position of the cylinder body is much shorter than in the conventional case. Therefore, unlike the conventional case, safety is not impaired even if the piston rod of the hydraulic cylinder is locked without returning the stabilizer to the neutral position. Next, when changing from the locked state under strong wind to the free state after the strong wind has stopped,
Conventionally, the stabilizer is returned to the neutral position in the locked state.However, in this locked state, if the left and right loads of the vehicle are out of balance due to movement of passengers, etc., the locked state will change to the free state. If you do, the vehicle suddenly rolls and gives the driver a sense of fear. In the present invention, unlike the conventional case, the stabilizer is not returned to the neutral position in the locked state under strong wind, but when the balance of the left and right loads of the vehicle deviates from the initial balance due to movement of passengers, strong wind is generated. If the locked state is changed to the free state after the vehicle stops, the vehicle may suddenly roll. However, according to the present invention, the left piston is linked to the left stabilizer, the right piston is linked to the right stabilizer, and the cylinder body is connected to three pipelines, that is, the first, second and third pipelines. Therefore, the viscous resistance of the oil that acts on the left and right pistons is smaller than in the past, and therefore the left and right pistons need to adjust the left or right stroke end or cylinder to correct such a balance deviation. The time to move to the center is very short. Therefore, the roll hardly occurs, and even if it occurs, it is small and does not give the driver a fear. Next, in a straight traveling state where the piston rod of the hydraulic cylinder is in a free state, when traveling on an uneven road surface, conventionally, the piston rod of the hydraulic cylinder is linked with only one of the right side stabilizer and the left side stabilizer, and Since there are only two oil chambers in the cylinder body, the degree of freedom of movement of the piston is large as compared with the locked state, but small as compared with the present invention. Therefore, the torsional rigidity is slightly higher than that of the present invention, which is one of the factors that hinder the improvement of riding comfort. On the other hand, in the present invention, the left piston rod is linked to the left stabilizer, the right piston rod is linked to the right stabilizer, and the three oil chambers are formed in the cylinder body by the left and right pistons. Since it is formed, the degree of freedom of movement of the piston is greater than in the conventional case, and therefore the torsional rigidity is lower than in the conventional case.
Ride comfort does not deteriorate even when the vehicle is running on an uneven road surface with the hydraulic cylinder in a free state. According to the second aspect of the invention, any one of the auto mode, the free mode and the lock mode is selected by the mode switch. The selected signal is input to the controller, and the mode determination means incorporated in the controller outputs the selected mode signal to the mode indicator. The mode indicator displays the mode selected according to the mode signal. When the mode determining means determines that the mode selected by the mode switch is the auto mode, the controller outputs an ON signal to the first and second directional control valves. As a result, the first and second directional control valves are excited, the hydraulic cylinder becomes free, and the left piston and the right piston can freely reciprocate. Signals from the vehicle speed sensor, the front wheel actual steering angle sensor, and the wheel load sensor are simultaneously input to the controller, and the controller performs the following calculation based on these signals. That is, the lateral acceleration calculating means incorporated in the controller calculates the predicted lateral acceleration α of the vehicle based on the signals output from the vehicle speed sensor and the front wheel actual steering angle sensor and the signal output from the vehicle specification correcting means. . The calculated value of the lateral acceleration α is output to the stabilizer operation determination means. When the stabilizer operation determination means determines that the predicted lateral acceleration α is within the range of ± α0, the ON state of the first and second directional control valves is maintained, and the hydraulic cylinder continues to be in the free state. When the hydraulic cylinder is in the free state, the left and right piston rods can move freely, so the left and right stabilizers also continue to be in the free state, and the left and right suspensions act independently of each other. On the other hand, if the stabilizer operating means determines that the predicted lateral acceleration α is outside the range of ± α0, the first
And an off signal is output to the second directional control valve. Then
Since the first and second directional control valves are demagnetized and the communication between the first oil chamber, the second oil chamber and the third oil chamber and the accumulator is cut off, the hydraulic cylinder is locked. When the hydraulic cylinder is locked, the left and right piston rods are locked, and the left and right stabilizers are also locked. That is, when the predicted lateral acceleration α is within the range of ± α0, it is regarded as a straight traveling state, and the first and second directional control valves are turned on to excite the rotor to set the stabilizer to the free state and the left and right suspensions. The ride comfort is prioritized by making them work independently of each other. On the other hand, when the predicted lateral acceleration α is outside the range of ± α0, the stabilizer is locked by deactivating the first and second directional control valves by turning them off from the viewpoint of roll prevention. In the above, the mode determination means determines that the mode selected by the mode switch is the auto mode.
When it is determined that the lock mode is set, the control is performed as follows. That is, when the mode determining means determines that the lock mode is set, the signal is output to the stabilizer operation determining means. As a result, the stabilizer operation determination means outputs an off signal to the first and second directional control valves. Then, the first and second directional control valves are demagnetized, so that the hydraulic cylinder is locked. When the hydraulic cylinder is locked, the left and right piston rods are also locked, and the stabilizer is also locked. In addition,
When the mode determining means determines that the lock mode is set, the lock mode is displayed on the mode indicator. Unlike the above, when the free mode is selected by the mode switch, the mode determination means determines the free mode and outputs the signal to the stabilizer operation determination means. As a result, the stabilizer operation determining means outputs an ON signal to the first and second directional control valves. Then, the first and second
The directional control valve is excited and the hydraulic cylinder becomes free. When the hydraulic cylinder is in the free state, the left and right piston rods are also in the free state, so that the stabilizer is also in the free state. When the mode determining means determines that the mode is the free mode, the free mode is displayed on the mode indicator. In the invention according to claim 3, the pressure sensor constantly detects the pressure in the third oil chamber of the cylinder body, and outputs the detection signal to the emergency determination means. On the other hand, when the auto mode is selected by the mode switch and the piston rod of the hydraulic cylinder is in the locked state, or when the lock mode is selected, the mode determination means outputs a lock signal to the pressure prediction means. It In such a locked state, when the vehicle turns and the lateral acceleration calculating means determines that the absolute value α of the lateral acceleration is larger than α0, it outputs a determination signal to the pressure predicting means. When two signals, the determination signal and the lock signal, are input to the pressure predicting means, the pressure predicting means informs the emergency determination means of the pressure signal P of the third oil chamber before turning. Is output. Then, the detection signal P of the third oil chamber detected by the pressure sensor and the pressure signal P before the turning. The size of and is judged by the emergancy judgment means,
P> P. In case of, it is judged to be normal. P> P. If not, it is judged as a failure, a signal is output to the alarm buzzer to turn on the alarm buzzer, and the warning lamp is turned on to notify the driver of the failure.

BEST MODE FOR CARRYING OUT THE INVENTION A vehicle stabilizer according to the present invention will be described below.
For the riser device, refer to the embodiments of the invention shown in the drawings.
I will explain. 1 and 2 show the invention according to claim 1.
1 shows an embodiment of a stabilizer device for a vehicle according to the present invention. same
The figure shows the stabilizer device installed on the front wheel side of the vehicle.
You The stabilizer device provided on the rear wheel side is
Since it has the same configuration as the stabilizer device, duplicated here.
To explain the rear wheel stabilizer device
Is omitted. In the figure, 50 indicates an axle. Aku
The through 50 is in a direction substantially orthogonal to the traveling direction of the vehicle.
Is placed and supports the loads of the left and right wheels (not shown).
You. Hereinafter, the position of the component or the
When identifying the direction, "left" is the direction of travel of the vehicle.
The side on which the left wheel is located means "right" is right
It shall mean the side on which the side wheels are located. Axle
50 is arranged substantially parallel to the traveling direction of the vehicle.
The bases of the left and right air spring supports 51 are fixed
You. 52 is an air spray that supports the weight of the vehicle body (not shown).
The air spring 52, the air spring support
Bolt and nut and fixing member (not shown)
Fixed) through. Left and right air spring support
The tip of 51 is further provided with a stabilizerzaki as a bearing.
The cap 53 is attached. 55 is stabilizerzaki
The tip of the air spring support 51 through the cap 53
The stabilizer bar fixed to the
It is arranged orthogonal to the port 51. That is,
The left end of the stabilizer bar 55 is the left stabilizer.
The stabilizer 53 penetrates through the through hole 54 of the cap 53.
-55 is the right end of the stabilizer cap 5
3 through the through hole 54
The -55 is fixed to the air spring support 51. S
A stabilizer that penetrates the through hole 54 of the stabilizer cap 53.
The protruding end on the left side of the riser bar 55 is the stabilizer on the left side.
It is fitted in a connecting hole 57 formed at the base of 56, and
The right protruding end of the riser bar 55 is the right stabilizer.
It is fitted into a connecting hole 57 formed at the base of 56. Left and right
The stabilizers 56 of the vehicle are substantially parallel to each other and
It is arranged almost parallel to the traveling direction. And that
The stabilizer 56 extends in the vertical direction at the tip of the
When in the horizontal state, the stabilizer 56 is almost
The base, which is the lower end of the orthogonal rod 58, is rotatably connected.
Is done. The tip of the rod 58, which is the upper end of the rod 58, is L-shaped.
One end of the lateral arm 59a forming one side of the L-shaped arm 59
The parts are rotatably connected. The other side of the L-shaped arm 59
The vertical arm 59b constituting the hydraulic cylinder 65 is described later.
Is rotatably connected to the end of the piston rod 66.
When the piston rod 66 is in the neutral position,
The arm 59a extends in the left-right direction of the vehicle and is
Is almost vertical to the vertical arm 59
b extends in the up-down direction and with respect to the piston rod 66
It is almost vertical. At the base and tip of the rod 58
Is a short axis having an axis substantially orthogonal to the axis of the rod 58.
The rods 60a and 60b are formed, and the short axis rod 6 is further formed.
0a, 60b bulges in a curved shape at one end
Ball portions 60c and 60d are formed. Base of rod 58
The ball portion 60c is formed on the tip of the stabilizer 56.
The bearing hole 56a formed is rotatably fitted to the rod 5
The ball portion 60d at the tip portion of 8 is the end portion of the lateral arm 59a.
It is rotatably fitted in the bearing hole 59c formed in the. So
This causes the rod 58 to rotate with respect to the stabilizer 56.
It is movable, and also for the L-shaped arm 59
It is rotatable. Pins on the corners of the L-shaped arm 59
A hole is formed and the pin 61 inserted in this pin hole
L-shaped arm 59 is rotatably fixed to the vehicle body (not shown)
Is done. 62 designates an end portion of the vertical arm 59b so that the vertical arm 59b is rotatable.
With a U-shaped clevis to hold, the vertical side 62a and the left and right of the vehicle
Two horizontal sides 62 extending in the direction and substantially orthogonal to the vertical side 62a
b. 64 is a turning pin, which is formed on the side 62b.
Pin hole and long hole 6 formed at the end of the vertical arm 59b
3 and rotatably penetrates. The clevis 62 makes this rotation
It is rotatable about the vertical arm 59b via the pin 64.
You. Reference numeral 65 is a hydraulic cylinder, of which cylinder body 65a
The right piston rod 66 protruding from the left and right end walls and the left
The tip of each side piston rod 67 is a clevis.
It is fixed to the vertical side 62a of 62. These right and left sides
Expansion and contraction of the stone rods 66 and 67 enables L-shaped arm 59.
Rotates about the pin 61, but this rotation is possible
So that the long axis of the long hole 63 is in the vertical direction, that is, on the right side
Or, it is almost straight to the axis of the left piston rod 66, 67.
It extends to intersect. 68 is a hydraulic cylinder 65
It is a bracket for fixing to a body (not shown). oil
The pressure cylinder 65, as shown in FIG.
5a and the cylinder body 65a are reciprocally fitted and inserted.
Right piston 69 and left piston 70, and right piston
Right piston rod 66 connected to the piston 69 and the left piston.
From the left piston rod 67 connected to the stone 70
Become. Between the right piston 69 and the left piston 70
A return spring 71 is provided. Return sprit
The right end of the ring 71 is fixed to the right piston 69,
The left end is fixed to the left piston 70. return
The spring 71 is used when the hydraulic cylinder 65 is in the free state.
That is, the right and left pistons 69 and 70 freely reciprocate.
In the movable state, the stabilizer 56 and the rod 58
And input based on the weight of each of the L-shaped arms 59.
It is for erasing. On the right side of the cylinder body 65a
A first pipe is provided in the first oil chamber A between the end wall and the right piston 69.
The passage 72 is connected, and the left piston 70 and the cylinder body 6 are connected.
In the second oil chamber B between the left end wall of 5a, the second pipe line 74
Of the right piston 69 and the left piston 70
The fourth conduit 73 is connected to the third oil chamber C in between. First pipe
The line 72 and the second pipe line 74 are connected to the first directional control valve 75.
Then, the first directional control valve 75 is stored in the accumulator via the third conduit 76.
The fourth pipe 73 is connected to the mullator X, and the fourth pipe 73 is the second directional control valve.
It is connected to the third conduit 76 via 77. First direction switching
The valve 75 has a first position M and a second position N shown in FIG.
However, at the first position M, the first oil chamber A and the second oil chamber B are
It communicates with the mullator X, and at the second position N, the first oil chamber A and the first oil chamber A
2 The communication between the oil chamber B and the accumulator X is cut off. First
The two-way switching valve 77 has a first position P and a second position Q shown in the drawing.
And has a third oil chamber C and an accumulator X in the first position.
And the third oil chamber C and the accumulator at the second position Q.
Communication with the computer X is cut off. That is, the first directional control valve
75 and the second directional control valve 77 take the second positions N and Q.
The first oil chamber A, the second oil chamber B, and the third oil chamber C are
Since the communication between the and accumulator X is cut off,
The side piston 69 and the left piston 70 cannot reciprocate.
It is in a locked state. On the other hand, the first directional control valve 75 and the second
With the direction switching valve 77 in the first position M, P
Is the first oil chamber A, the second oil chamber B, the third oil chamber C, and the accumulator.
The right piston 69 and the left piston
It is in a free state in which it can freely reciprocate with the stone 70. Accu
The mullator X is slidable in the oil chamber 79 and the oil chamber 79.
It is composed of a ram 80 that is inserted and is
Pressure oil flows into the accumulator X, or the accumulator X
From the ram 80 by the pressure oil flowing out from the third line 76 to the ram 80.
Reciprocates in the oil chamber 79. Next, in the operation of this embodiment
explain about. When driving straight ahead of the vehicle,
When there is no lateral acceleration due to this, attach importance to road surface followability.
From the viewpoint that the first and second directional control valves 75 and 77 are
Set to positions N and Q. In this state, the first, second and third
The oil chamber can communicate with the accumulator X,
The right and left pistons 69 and 70 are the cylinder body 6
It can freely reciprocate in 5a. I.e. oil
The pressure cylinder 65 is in a free state. Straight ahead like this
Lateral acceleration occurs in the vehicle due to strong winds etc.
From the viewpoint of roll prevention, the first and second directional control valves 7
5, 77 are set to the first positions M, P. In this state,
First, second and third oil chambers A, B, C and accumulator X
Communication is blocked. Therefore, the right and left pith
The tons 69 and 70 freely reciprocate in the cylinder body 65a.
This is not possible, and the hydraulic cylinder 65 is locked. This place
In the past, in the past, the stabilizer was forced from the viewpoint of safety.
The piston of the hydraulic cylinder after returning to the neutral position.
I try to lock the rod. However, this embodiment
State, return the stabilizer 56 to the neutral position.
Instead, the hydraulic cylinder 65 is immediately locked. This
Even if you do, the safety will not be compromised. The reason
The reason is, as shown in FIG. 2, the hydraulic cylinder according to the present embodiment.
In the da 65, the two pistons 69, 70 on the right and left sides
Is slidably inserted into the cylinder body 65a, and the right side pin
Ston 69 is linked to the right stabilizer 56
The left piston 70 is linked to the left stabilizer 56.
Formed by the right and left pistons 69, 70
Each of the first, second and third oil chambers A, B and C
The first, second and third conduits 72, 74, 76 are connected
There is a point. That is, under strong wind, right and left
Low with the side piston rods 66 and 67 locked.
From the straight running at the time of
Straight running in the free condition of the stone rods 66, 67
The piston rods 66 and 67 must be in the neutral position.
I have to. At the beginning of the transition to
The 56 certainly maintains the state at the time of rolling. Only
On the left and right sides of the cylinder body 65a, for example.
When the pistons 69, 70 are located, the right piston 69
Is applied to the rightward load from the right stabilizer 56.
However, the left piston 70 is
A rightward load acts and inside the cylinder body 65a
The oil of the 3rd of the 1st, 2nd and 3rd pipelines 72, 74, 76
The right and left pistons 69, 70 to flow out of the place
The viscous drag of oil acting in the direction opposite to the moving direction of
Small compared to the case. Because of this, the right and left fixers
69, 70 return to the central position of the cylinder body 65a.
The time required is much shorter than before. Therefore, conventional
To return the stabilizer 56 to the neutral position.
Not the right and left piston rods of the hydraulic cylinder 65
Even if 66 and 67 are locked, safety will be compromised.
There is no. Next, the strong wind stops from the locked state under strong wind
If you want to set the free state after
Since the stabilizer has been returned to the neutral position
However, in this locked state, due to movement of passengers etc.,
If the left and right loads of the vehicle are out of balance, the
When the vehicle goes from free to free, the vehicle suddenly rolls.
It scares the driver. For this embodiment
As a result, in the present embodiment, as in the conventional case,
Return the stabilizer 56 to the neutral position in the locked state
However, due to the movement of passengers, etc.
If the lance is out of balance from the beginning of the lock,
After the strong wind has stopped, if you change from the locked state to the free state,
The vehicle seems to roll suddenly. But as mentioned above
In this embodiment, the right piston 69 is the right stabilizer.
The piston 70 on the left side is linked to the riser 56, and the left side stabilizer 70
The cylinder body 65a is linked to the riser 56 and
Are three conduits, namely the first, second and third conduits 72,
Since 74 and 76 are connected, the right and left pis
The viscous resistance of oil that acts on ton 69, 70 is
Small and therefore right and left pistons 69, 7
0 is the right or left to correct such balance deviation.
The time to move to the stroke end or the center of the cylinder is
Very short. For this reason, there are almost no rolls, and
Even if it occurs, it is small and does not scare the driver.
No. Next, the right and left piston rods of the hydraulic cylinder 65 are
In a straight running condition with the pads 66 and 67 free.
And the case of traveling on a bumpy road surface.
You. Conventionally, the piston rod of a hydraulic cylinder is located on the right or
Is associated with only one of the left stabilizers, and
Since there are only two oil chambers inside the main body,
Although the degree of freedom of piston movement is great,
It is small as compared with the embodiment. Therefore, compared to this embodiment
The torsional rigidity is a little higher than that, which improves ride comfort.
Was one of the factors that hindered the. On the other hand, the real
In the embodiment, the right piston rod 66 is the right stabilizer.
The left piston rod 67 is linked to the riser 56
Of the cylinder body 65a.
Inside, 3 by the right and left pistons 69, 70
One oil chamber, namely the first, second and third oil chambers A, B, C
Since it is formed, the right and left pis
The freedom of movement of the tons 69 and 70 is great. In other words
For example, in this embodiment, the torsional rigidity is lower than that of the conventional one.
Therefore, with the hydraulic cylinder 65 free,
Ride comfort does not deteriorate even when driving on a surface. In addition, above
In the description, the right and left pistons 69 and 70 are respectively
This corresponds to the first and second pistons in claim 1, and
The right and left piston rods 66 and 67 are respectively
It corresponds to the first and second piston rods. Explained above
As described above, in the present embodiment, the right side inside the cylinder body 65a
And two pistons 69 and 70 on the left side,
Stone 69 is linked to stabilizer 56 on the right side,
The piston 70 is linked to the left stabilizer 56, and
Cylinder body 6 with right and left pistons 69, 70
Three oil chambers are formed in 5a, and in each oil chamber A, B, C
Are the first, second and third conduits 72, 74 and 76, respectively.
In the free state, the right side and
The left pistons 69 and 70 are the right and right stabilizers.
It is possible to receive input from Isa 56 and move independently of each other.
Wear. As a result, the left and right loads of the vehicle are out of balance.
However, the deviation can be corrected automatically,
Load the vehicle when the locked state is released.
Rolls suddenly even if the balance of is already out of balance
Never. In addition, run straight on a bumpy road surface
Even if you do, the torsional rigidity is extremely low, so the riding comfort is poor.
There is no change. Furthermore, as in the past, the locked state
Even if it is set, the stabilizer 56 is forced to the neutral position.
No hydraulic circuit is required for this, therefore a hydraulic circuit for this
And the sensors can be omitted, and the configuration can be simplified.
be able to. Furthermore, the hydraulic cylinder 65 is
Since it is located almost in the center of the stabilizer 56,
It is easier to assemble than fixing it to the
The assembly workability is improved. 1 to 7 are described in claim 2.
One embodiment of the vehicle stabilizer device according to the invention
It is shown. The configuration shown in FIG. 1 in the present embodiment and
And the hydraulic cylinder 6 excluding the controller 78 shown in FIG.
5 and hydraulic circuits 72, 73, 74, 75, 76, 77
The configuration is the configuration in the embodiment of the invention described in claim 1.
Since it is the same as
The same reference numerals are used for the same components
Will be explained. The first directional control valve 75 is connected to the first position M as shown in FIG.
And the second position N shown in FIG.
If no signal is output, the second position N is taken. This second
At the position N, the first oil chamber A, the second oil chamber B and the accumulator
Communication with the computer X is cut off. Meanwhile, the controller 7
When a signal is output from 8, the first directional control valve 75 is excited.
Then, the first position M is obtained. As a result, the first oil chamber A and the first oil chamber A
The second oil chamber B communicates with the accumulator X. 2nd direction cut
The exchange valve 77 has a first position P and a second position Q shown in the figure.
If the signal from the controller 78 is not output,
Takes the second position Q. In this second position Q, the third oil chamber C
And the communication with the accumulator X is cut off. on the other hand,
When a signal is output from the controller 78, the second direction switching
The exchanging valve 77 is excited to take the first position P. Thereby,
The third oil chamber C and the accumulator X communicate with each other. Sand
Then, from the controller 78 to the first direction switching valve 75 and the second direction
While the signal is not output to the directional control valve 77,
The switching valve 75 and the second directional switching valve 77 are in a demagnetized state.
Accumulation with the first oil chamber A, the second oil chamber B, and the third oil chamber C
Since the communication with the lator X is blocked, the right piston
69 and the left piston 70 are in a lock shape that cannot reciprocate.
In a state. On the other hand, from the controller 78 to the first directional control valve
When signals are output to 75 and the second directional control valve 77, this
They are excited to excite the first oil chamber A, the second oil chamber B, and the third oil chamber C.
And the accumulator X communicate with each other, the right piston 6
9 and the left side piston 70 are free to reciprocate.
You. The controller 78 includes a mode switch 82 and a vehicle speed.
Sensor 83, front wheel actual steering angle sensor 84, and wheel load sensor 8
The signal from 5 is input. The mode switch 82 is
As shown in 3, auto mode 86, free mode 87
And any of the three lock modes 88
One mode is selected. Vehicle speed sensor 83
Detects the speed of the vehicle and outputs the signal to the controller 7
8 is output. The front wheel actual steering angle sensor 84 is
Detect the actual turning angle of the tire by operating the handle
Things. The wheel load sensor 85 measures the tire pressure.
Thus, the load of the tire is detected. controller
78, as shown in FIG.
Then, the mode judging means 89 outputs from the mode switch 82.
Which one of the three modes from the received signal
The mode selected by the mode indicator 90.
Display the code. The controller 78 also controls the lateral acceleration.
The lateral acceleration computing means 91 has a vehicle speed sensor.
In addition to the signals from the steering wheel 83 and the front wheel actual steering angle sensor 84,
The signals from both specification correcting means 92 are input. Vehicle specifications
The correction means 92 determines that the center of gravity of the vehicle changes during traveling.
Wheel load sensor in view of the fact that tire air pressure fluctuates more
The signal output from 85 is corrected. Lateral acceleration
The degree calculation means 91 includes a vehicle speed sensor 83 and a front wheel actual steering angle sensor.
The vehicle from the signals from 84 and vehicle specification correcting means 92.
Calculate the lateral acceleration of. The controller 78 further
It has a stabilizer operation judging means 93, and is made by the stabilizer.
The motion determining means 93 includes a mode determining means 89 and a lateral acceleration performance.
The signal from the calculating means 91 is input. Stabilizer operation
The judging means 93 is composed of a mode judging means 89 and a lateral acceleration calculator.
Free the hydraulic cylinder 65 based on the signal from the step 91.
-Whether it should be locked or locked
You. Then, the determination result is used as the first and second directional control valves 7
Output to 5, 77. Next, the operation of this embodiment
explain. Auto mode 8 by the mode switch 82
6, either free mode 87 or lock mode 88
Select The selected signal is input to the controller 78
Then, as shown in FIG. 5, the mode reading is performed here.
(Step S1). The mode built in the controller 78
The mode determination means 89 sets the selected mode signal to mode-in.
Output to the indicator 90. Mode indication
Data 90 displays the selected mode according to the mode signal
I do. In the controller 78, the mode determination means 89 is
The mode selected by the switch 82 is the auto mode
When it is determined to be 86 (step S6), the first and second directions
An ON signal is output to the switching valves 75 and 77 (step S
7). Thereby, the first and second directional control valves 75, 7
7 is excited, the hydraulic cylinder 65 is in a free state,
The right piston 69 and the left piston 70 freely reciprocate
can do. At the same time, the controller 78
Sensor 83, front wheel actual steering angle sensor 84, and wheel load sensor 8
The signal from 5 is input, and the controller 78
The vehicle speed, front wheel steering angle, and wheel load are read from these signals.
(Steps S2, S3, S4), based on these signals
Perform the following calculation. That is, the controller 78
The built-in lateral acceleration calculating means 91 and the vehicle speed sensor 83
Signals output from the front wheel actual steering angle sensor 84 and various vehicle
Vehicle prediction based on the signal output from the original correction means 92
Is calculated (step 5). This lateral acceleration
The calculated value of α is output to the stabilizer operation determination means 93.
You. The stabilizer actuation determination means 93 determines the predicted lateral acceleration.
If α is determined to be within ± α0 (step
8), the ON state of the first and second directional control valves 75, 77 is maintained
Then, the hydraulic cylinder 65 continues in the free state. hydraulic
With the cylinder 65 free, the right and left pistols
Since the rods 66 and 67 can move freely,
The right stabilizer 56 also becomes free, and the left and right suspension
Pensions act independently of each other. Meanwhile, Stabilai
The operating means 93 has a predicted lateral acceleration α outside the range of ± α0.
(Step 8), the first and second directions
An off signal is output to the switching valves 75 and 77 (step
9). Then, the first and second directional control valves 75 and 77 are turned off.
Magnetize the first oil chamber A, the second oil chamber B and the third oil chamber C
Since communication with the mullator X is cut off, the hydraulic cylinder
65 is locked. Hydraulic cylinder 65 is locked
The right and left piston rods 66, 67.
Is locked, the left and right stabilizers 56 are also locked.
State. That is, as shown in FIG.
If the speed α is within ± α0, it is regarded as a straight running state.
Then turn on the first and second directional control valves 75, 77 to energize.
By magnetizing, the stabilizer 56 is set to the free state.
The left and right suspensions to act independently of each other
Gives priority to ride comfort. On the other hand, the predicted lateral acceleration α is ±
If it is outside the range of α0, from the viewpoint of roll prevention,
Degauss by turning off the first and second directional control valves 75, 77.
As a result, the stabilizer 56 is locked. Up
In the description, the mode determination means 89 causes the mode switch 82 to
If the selected mode is determined to be the auto mode 86,
I explained about the case, but when it is judged that the lock mode is 88.
In the case of control, it is controlled as follows. That is, mode judgment
When the lock mode 88 is judged by the means 89 (
Step S6), the signal of which is stabilizer actuation determination means 9
3 is output. As a result, as shown in FIG.
The stabilizer operation determination means 93 is a first and second directional switching valve.
An off signal is output to 75 and 77 (step S9).
Then, the first and second directional control valves 75, 77 are demagnetized.
Therefore, the hydraulic cylinder 65 is locked. Hydraulic series
When the connector 65 is locked, the right and left fixers
Since the rods 66 and 67 are also locked, the stabilizer
Isa 56 is also locked. The mode determination means 8
When 9 determines that the lock mode is 88, the mode indicator
The lock mode 88 is displayed on the keyboard 90. Different from above
By the mode switch 82, the free mode 87
When selected, the mode determining means 89 causes the free mode 87.
(Step S6), the signal is stabilized.
It outputs to the operation judging means 93. Thereby, as shown in FIG.
As described above, the stabilizer operation determining means 93 is
An ON signal is output to the second directional control valves 75, 77.
Step S10). Then, the first and second directional control valves 7
5 and 77 are excited, and the hydraulic cylinder 65 is in the free state.
Become. When the hydraulic cylinder 65 becomes free,
And the left piston rods 66 and 67 are also free.
Therefore, the stabilizer 56 is also free. In addition,
If the mode determining means 89 determines that the mode is the free mode 87, the mode
The free mode 87 is displayed on the display indicator 90.
FIG. 7 shows the roll characteristics of the vehicle, where the vertical axis is the roll.
Represents an angle, and the horizontal axis represents lateral acceleration. The graph is Stabilai
It shows the mode of the 56, the graph is a free mode
87 is the auto mode 86, is the lock mode 88
Represent. As you can see from this graph, in auto mode
Is in the range where the absolute value α of lateral acceleration is smaller than α0,
To make the hydraulic cylinder 65 free, the roll angle is
It almost matches the free mode. The absolute value α of lateral acceleration is
When it becomes larger than α0, the hydraulic pressure
The roll angle is set to the lock
It's a little bigger than the default mode, but in free mode
By comparison, it can be seen that it is quite small. In this embodiment
The vehicle stabilizer system is controlled as described above.
However, from here, for example, from the free mode 87
To lock mode 88, and then to lock mode 88
To switch to free mode 87
You. When driving straight ahead without lateral acceleration, the mode switch
The free mode 87 is selected by operating the switch 82.
When lateral acceleration acts on the vehicle due to strong wind,
Normally selects lock mode 88. In this case
From now on, from the viewpoint of safety, the stabilizer is
After forcing the Zaber to return to the neutral position,
I try to lock the piston rod of Nanda. I
However, in this embodiment, the stabilizer 56 is set to the neutral position.
Immediately locks the hydraulic cylinder 65 without returning it
Put in a state. Even if this is done, safety will be compromised.
It is as described above that there is no. Auto mode 86
In this case, the controller 78 is used to constantly perform the lateral acceleration α.
Is calculated, and when driving straight ahead, it will be
If the value α becomes larger than α0, the stabilizer 56
Immediately return to the locked state without returning to the neutral position.
I do. Even if this is done, safety will not be compromised.
However, the reason is that the embodiment of the invention described in claim 1 is used.
The reason is the same as the one described above, so here
Are omitted to avoid duplication. Next, rock under strong wind
If you want to change to the free state after the strong wind has stopped,
Then, in the locked state, the stabilizer 56 returns to the neutral position.
I am attributed, but in this locked state
Balance the load on the left and right of the vehicle by moving passengers, etc.
If it is out of position, it will be
If the vehicle suddenly rolls, it will scare the driver
You. However, in the present embodiment, the invention according to claim 1 is
Reasons similar to those described when explaining the operation of the embodiment
Causes little roll, and even if it occurs, it is small,
Do not scare the driver. Auto mode 8
In the case of 6, the lateral acceleration α is constantly controlled by the controller 78.
Is calculated, and when traveling straight ahead, due to the influence of strong wind
If the absolute value α becomes larger than α0, the stabilizer
Immediately locks the 56 without returning it to the neutral position
Put in a state. The strong wind stops and the absolute value α becomes smaller than α0.
If it happens, it will be in the free state, but at this time, it is already
The vehicle load balance deviates from the initial balance when locked.
However, for the same reason as above, the roll is almost raw.
Not scary or small when it occurs, scares the driver
Never give. Next, on the right side of the hydraulic cylinder 65 and
Directly with the left piston rods 66 and 67 free
When traveling on a bumpy road surface while traveling
Explaining this, in the case of auto mode 86, the lateral acceleration
When traveling straight without α, it is set to the free state,
In the present embodiment, as described above, the torsional rigidity is
Since it is lower than the
Even if you drive on uneven road surface, the riding comfort will not deteriorate.
No. As described above, in this embodiment, the vehicle
Auto mode 86, lock mode
It has three modes: a mode 88 and a free mode 87.
To select the appropriate mode according to the running condition of the vehicle.
Therefore, it is possible to improve the riding comfort.
Wear. Especially when the auto mode 86 is selected,
The hydraulic system is automatically adjusted according to the predicted lateral acceleration α that acts on both sides.
The Linda 65 is set to the locked state or the free state.
Thus, the burden on the driver is reduced. 1 and 3 to FIG.
10 is a stabilizer of the vehicle according to the invention of claim 3.
1 shows an embodiment of the device. The vehicle of the present embodiment
The structure related to the stabilizer device is the pressure of the hydraulic cylinder 65.
According to the invention according to claim 2, except that the force is detected.
Since the configuration is the same as that of the embodiment,
Description is omitted and the same components are
A description will be given using a single symbol. In FIG. 8, 96 is a pressure sensor.
Sensor, right side slidably inserted into the hydraulic cylinder 65
The first formed between the piston 69 and the left piston 70
3 By detecting the oil pressure in the oil chamber C, the hydraulic cylinder 6
It is to detect whether or not 5 is out of order. In Figure 9
As shown, if auto mode 86 is selected
If the absolute value α of the predicted lateral acceleration exceeds α0,
The right and left piston rods of the hydraulic cylinder 65
66 and 67 are in a locked state. In this state, for example,
When the vehicle turns, the right
The stone 69 and the left piston 70 are relatively close to each other.
The third piston between the right piston 69 and the left piston 70.
The detected pressure P in the oil chamber C is the pressure signal P before turning. than
High, P> P. Must. P> P. Nana
If not, it is determined that the hydraulic cylinder 65 has failed.
Alarm buzzer 97 and a warning run
The driver is malfunctioning by turning on the lamp 98.
Let us know. Above, the auto mode 86 is selected
When the lock state is set,
However, even when the lock mode 88 is selected
Similarly P and P. It was judged that it was P> P. Not
In this case, it is determined that the trouble is the same as above. FIG.
This shows the controller 178 according to the embodiment.
The controller 178 according to the embodiment is the controller shown in FIG.
In addition to the components of the roller 78, the pressure predicting means 95
And an emergency determination unit 94. Pressure prediction means
95 is an auto mode signal from the mode determination means 89.
And the lock mode signal are input and the lateral acceleration
The calculated value from the calculating means 91 is input. Pressure predicting means 9
5 shows the lock state signal or
Check mode signal and a predetermined signal from the lateral acceleration calculating means 91 or the like.
Is input, the pressure predicting means 95
The pressure signal P before turning which serves as a reference for the sea determining means 94. To
Output. The emergency judgment means 94 uses the pressure prediction.
Pressure signal P from means 95. Is output, the third oil chamber C
Signal P from the pressure sensor 96 for detecting the pressure of the
Force signal P. Compare the size with. As a result of the comparison, P> P.
If not, a signal to turn on the alarm buzzer 97
Is output and the alarm buzzer 97 turns on, a warning
The lamp 98 lights up. Note that the pressure sensor 96
For the outlet, the third oil chamber C where the pressure rises most is preferable.
However, it is not limited to this, and the first and second oil chambers A and B may be used.
It is possible. Next, the operation of this embodiment will be described.
You. The pressure sensor 96 is the third oil chamber of the cylinder body 65a.
The pressure of C is constantly detected, and the detection signal P is
It is output to the jancy judging means 94. Meanwhile, the mode
The auto mode 86 is selected by the switch 82.
Right and left piston rods 6 of the hydraulic cylinder 65
When 6 and 67 are locked, or in lock mode
If 88 is selected, the mode determination means 89
A lock signal is output from the pressure predicting means 95. This
When the car is locked, the vehicle turns and the lateral acceleration is calculated.
The means 91 determines that the absolute value α of the lateral acceleration is larger than α0.
When it is judged (step 11), the pressure predicting means 95
Output a judgment signal. This judgment message is sent to the pressure predicting means 95.
Pressure input and lock signal input, pressure prediction
The means 95 indicates to the emergency judgment means 94 before turning.
The pressure signal P of the third oil chamber C is turned off. Is output. Then the pressure
Detection signal of the third oil chamber C detected by the force sensor 96
P and pressure signal P before turning. And the size of
Judged by the judging means, P> P. In case of normal
Cut off (step 12). P> P. Failure if not
Signal is output to the alarm buzzer 97 (step
13) The alarm buzzer 97 turns on and
Lighting lamp 98 (step 14)
Informs the driver of the failure. Explained above
As described above, in the present embodiment, the hydraulic pressure of the hydraulic cylinder 65 is
The pressure signal P is detected and used as a reference. To compare
Determines whether the hydraulic system is out of order.
Is an alarm measure, and has a relatively simple structure.
The failure of the hydraulic system can be known quickly and easily,
The safety of can be ensured.

According to the first aspect of the present invention, the cylinder body has two pistons, a right side piston and a left side piston, the right side piston is linked to the right side stabilizer, and the left side piston is linked to the left side stabilizer. , And the right and left pistons form three oil chambers in the cylinder body,
Since the first, second and third pipelines are respectively connected to the respective oil chambers, in the free state, the right and left pistons receive inputs from the right and left stabilizers and move independently of each other. be able to. For this reason, even if the left and right load balance of the vehicle is deviated, the deviation can be automatically corrected. Therefore, even when the load balance of the vehicle is already deviated when the lock state is changed to the free state. There is no sudden roll. Further, even if the vehicle travels on an uneven road surface in a straight traveling state, the riding comfort does not deteriorate because the torsional rigidity is extremely low. Further, unlike the conventional case, it is not necessary to forcibly return the stabilizer to the neutral position even in the locked state, and therefore a hydraulic circuit and a sensor for this purpose can be omitted, and the configuration can be simplified. You can In the invention according to claim 2, since there are three modes of the automatic mode, the lock mode and the free mode as the control modes of the stabilizer device of the vehicle, it is possible to select an appropriate mode according to the traveling state of the vehicle, and therefore The ride comfort can be improved. In particular, when the auto mode is selected, the hydraulic cylinder is automatically set to the locked state or the free state according to the predicted lateral acceleration acting on the vehicle, so that the burden on the driver is reduced. According to the third aspect of the present invention, the hydraulic pressure of the hydraulic cylinder is detected and compared with a reference pressure signal to determine whether or not the hydraulic system has a failure. With a relatively simple structure, it is possible to quickly and easily know the failure of the hydraulic system and ensure the safety of the vehicle.

[Brief description of drawings]

FIG. 1 is a perspective view showing an embodiment of a stabilizer device for a vehicle according to the present invention.

FIG. 2 is a hydraulic circuit diagram similarly including a hydraulic cylinder.

FIG. 3 is also an explanatory diagram of a mode switch.

FIG. 4 is an explanatory diagram of a controller.

FIG. 5 is a control flow diagram of the same.

FIG. 6 is an explanatory view showing a relationship between predicted lateral acceleration and excited states of the first and second directional control valves.

FIG. 7 is a graph showing rolling characteristics of the vehicle.

FIG. 8 is a view corresponding to FIG. 2 showing another embodiment of the present invention.

9 is a view equivalent to FIG.

FIG. 10 is a view equivalent to FIG.

FIG. 11 is a perspective view of a conventional stabilizer device for a vehicle.

FIG. 12 is an explanatory view similarly showing an operating state of the stabilizer.

[Explanation of symbols]

 50 Axle 51 Air Spring Support 52 Air Spring 55 Stabilizer Bar 56 Stabilizer 65 Hydraulic Cylinder 65a Cylinder Body 66 Right Piston Rod 67 Left Piston Rod 69 Right Piston 70 Left Piston 72 First Pipeline 74 Second Pipeline 75 First Directional Switching Valve 76 Third Pipe Line 77 Second Direction Switching Valve 78, 178 Controller 82 Mode Switch 86 Auto Mode 87 Free Mode 88 Lock Mode 96 Pressure Sensor A First Oil Chamber B Second Oil Chamber C Third Oil Chamber M First Direction Switching First position of valve N Second position of first directional control valve P First position of second directional control valve Q Second position of second directional control valve X Accumulator

Claims (3)

[Claims] 1. An axle, which bears the loads of wheels located on the left and right sides in the traveling direction of the vehicle and is arranged substantially orthogonal to the traveling direction of the vehicle; and a base portion fixed to the axle and Left and right air spring supports whose tip portions support the springs; stabilizer bars fixed to the tip portions of the air spring supports and arranged substantially orthogonal to the traveling direction of the vehicle; ends of the stabilizer bars One end is fixed to the part,
Left and right stabilizers arranged along the traveling direction of the vehicle; a cylinder body, a first piston and a second piston that are reciprocally fitted in the cylinder body, and a first piston protruding outside the cylinder body. A hydraulic cylinder having a first piston rod connected thereto and a second piston rod connected to a second piston projecting to the outside of the cylinder body in a direction opposite to the first piston rod; and the left stabilizer A first link mechanism connected to the end portion and the projecting end of the first piston rod, for linking the rotation of the stabilizer and the reciprocating movement of the first piston rod;
A second link mechanism connected to the other end of the right stabilizer and a projecting end of the second piston rod to link rotation of the stabilizer and reciprocal movement of the second piston rod; the first piston; A first pipe line connected to the first oil chamber between the end wall of the cylinder body through which the first piston rod penetrates; an end wall of the cylinder body through which the second piston and the second piston rod penetrate. A second pipeline connected to the second oil chamber between the first pipeline and the second pipeline; an accumulator connected to a third pipeline where the first pipeline and the second pipeline merge; the first pipeline, the second pipeline A first position connected to the pipe line and the third pipe line, which communicates the first oil chamber, the second oil chamber, and the accumulator;
A first directional switching valve that has a first oil chamber, a second oil chamber, and a second position that blocks communication with the accumulator; and a third oil chamber and the third directional valve between the first piston and the second piston. A fourth pipe line connecting the pipe line; a first position installed in the fourth pipe line for connecting the accumulator and the third oil chamber, and a first position for cutting off the communication between the accumulator and the third oil chamber A stabilizer device for a vehicle, comprising: a second directional control valve that takes two positions. 2. An axle, which bears the load of wheels located on the left and right sides in the traveling direction of the vehicle and is arranged substantially orthogonal to the traveling direction of the vehicle; and a base portion fixed to the axle and Left and right air spring supports whose tips support the air springs; stabilizer bars fixed to the tips of the air spring supports and arranged substantially orthogonal to the traveling direction of the vehicle; ends of the stabilizer bars One end is fixed to the part,
Left and right stabilizers arranged along the traveling direction of the vehicle; a cylinder body, a first piston and a second piston that are reciprocally fitted in the cylinder body, and a first piston protruding outside the cylinder body. A hydraulic cylinder having a first piston rod connected thereto and a second piston rod connected to a second piston projecting to the outside of the cylinder body in a direction opposite to the first piston rod; and the left stabilizer A first link mechanism connected to the end portion and the projecting end of the first piston rod, for linking the rotation of the stabilizer and the reciprocating movement of the first piston rod;
A second link mechanism connected to the other end of the right stabilizer and a projecting end of the second piston rod to link rotation of the stabilizer and reciprocal movement of the second piston rod; the first piston; A first pipe line connected to the first oil chamber between the end wall of the cylinder body through which the first piston rod penetrates; an end wall of the cylinder body through which the second piston and the second piston rod penetrate. A second pipeline connected to the second oil chamber between the first pipeline and the second pipeline; an accumulator connected to a third pipeline where the first pipeline and the second pipeline merge; the first pipeline, the second pipeline It is connected to the pipeline and the third pipeline, and when the ON signal is input, it takes the first position for communicating the first oil chamber, the second oil chamber and the accumulator, and when the OFF signal is input, the first position is established.
A first directional switching valve that is in a second position that blocks communication between the oil chamber, the second oil chamber, and the accumulator; and a third oil chamber and the third conduit between the first piston and the second piston. A fourth pipe line for connecting the above; and a fourth position which is installed in the fourth pipe line and when the ON signal is input, takes the first position for communicating the accumulator and the third oil chamber, and when the OFF signal is input, the accumulator and the third oil line. A second directional control valve that takes a second position to cut off communication with the chamber; a mode switch that outputs a signal of a mode selected from an auto mode, a lock mode, and a free mode; When the signal of is output, the absolute value α of the predicted lateral acceleration of the vehicle is compared with the reference lateral acceleration α0, and the absolute value α> α
When it is 0, both the first and second directional control valves are turned off.
A signal is output, and when the absolute value α> α0 is not satisfied, an ON signal is output to the first directional control valve and the second directional control valve, and when the lock mode signal is output from the mode switch, the first signal is output. O for the directional control valve and the second directional control valve
When a FF signal is output and a free mode signal is output from the mode switch, O is output to the first directional switching valve and the second directional switching valve.
A stabilizer device for a vehicle, comprising: a controller that outputs an N signal. 3. The pressure inside the cylinder body is detected,
The controller has a pressure sensor that outputs the detected pressure signal P to the controller, and the controller is a case where an auto mode signal or a lock mode signal is output from the mode switch, and the absolute value α> α0 and the reference pressure. P. The magnitude relation of the pressure signal P to P is P> P. When it is, the stabilizer device for a vehicle according to claim 2, wherein the hydraulic circuit judges that the hydraulic circuit is out of order and outputs an alarm signal.