JPS63134321A - Attitude detecting device for vehicle - Google Patents

Abstract

PURPOSE:To properly judge the attitude of a vehicle even in steering operation by judging the attitude of the vehicle on the basis of the steering direction determined according to a steering signal supplied from a steering signal generat ing means and the turning direction calculated on the basis of the lateral force direction signals. CONSTITUTION:Each lateral force direction signal generating means M1 is installed between a car body and the right and left suspension member for suspending the right and left wheels of a vehicle, and the lateral force direction signals are transmitted by independently detecting the direction of the car width direction working force transmitted to the car body from the right and left wheels. Further, a steering signal generating means M2 which detects the steer ing angle of the car and generates a steering signal is installed. A turning direction calculation means M3 calculates the turning direction of the car on the basis of the lateral force direction signals, and an attitude judging means M4 judges the attitude of the car on the basis of the turning direction and the steering direction determined according to the steering signal which the steering signal generating means 2 generates.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Field of Industrial Application] The present invention relates to a vehicle attitude detection device that is effective for determining the attitude of a vehicle while it is turning.

[Prior Art] Conventionally, with the aim of improving vehicle stability, technology has been developed to control suspension characteristics, such as the torsional elasticity of a stabilizer, and change roll rigidity to suppress sudden changes in vehicle posture during cornering. It has been known. In order to realize the above control, it is necessary to accurately detect changes in the vehicle attitude based on the operating state or running state of the vehicle. For example, the direction of rolling that occurs when a vehicle turns is determined depending on the turning direction of the vehicle. Therefore, in order to perform control to suppress changes in vehicle posture due to rolling, it is necessary to detect the turning direction of the vehicle.

In order to achieve this purpose, for example, a "vehicle attitude control device" (Japanese Patent Application Laid-Open No. 146612/1983) has been proposed. This is a technology that calculates a control amount corresponding to the amount of roll and changes the torsional elastic characteristics of the stabilizer according to the control amount.In such conventional technology, the turning direction of the vehicle coincides with the steering direction and is unique. The turning direction was determined based on the detected steering angle.

[Problems to be Solved by the Invention] When turning a vehicle, the driver performs various maneuvers depending on the desired turning state. for example,
When turning normally, the vehicle is steered in the same direction as the turning direction. At this time, the vehicle turns in the same direction as the steering wheel steering direction, so the steering direction and the turning direction match, so by detecting the steering direction, it is possible to recognize the direction in which rolling occurs, that is, a change in the vehicle attitude. However, if, for example, the vehicle is initially steered in a predetermined direction to prepare for the start of a turn, and an excessive driving force is generated in the drive wheels by operating the accelerator, the drive wheels will skid and the vehicle can turn with an extremely small turning radius.

In this way, so-called drift driving may be performed. Further, for example, if the vehicle continues to steer to the right while the rear wheels are slipping outward (to the left) during a right turn, the vehicle will enter a spin state. In this case, if you temporarily steer left while turning right,
It can stop the rear wheels from skidding and prevent spin conditions from occurring. In this way, if the rear wheels slip to the left during a right turn, the vehicle is temporarily steered to the left, while when the rear wheels slide to the right during a left turn, the vehicle is temporarily steered to the right.This is called countersteering. In some cases. However, when drifting as described above, the turning direction of the vehicle and the steering direction do not necessarily match. Furthermore, when performing the above-mentioned countersteering, the turning direction and the steering direction of the vehicle are opposite to each other. Therefore, even if the steering direction is detected, there is a problem in that the direction in which rolling occurs, that is, the change in vehicle attitude cannot be recognized.

Furthermore, even if the rolling, that is, the change in vehicle attitude is predicted from only the vehicle speed and steering angle and the suspension characteristics are controlled, the turning direction of the vehicle and the steering direction do not necessarily match as described above. However, there was also the problem that sudden changes in the vehicle attitude could not be sufficiently suppressed, resulting in a decrease in maneuverability, stability, and ride comfort.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle attitude detection device that has a simple configuration and can accurately identify the turning direction of the vehicle and suitably determine the vehicle attitude even when various maneuvering operations are performed.

Structure of the Invention [Means for Solving the Problems] The present invention, which has been made to solve the above problems, as illustrated in FIG. a lateral force direction signal generator that independently detects the direction of the force acting in the vehicle width direction transmitted from the left and right wheels to the vehicle body, and generates a left lateral force direction signal and a right lateral force direction signal. means M1, a steering signal generating means M2 that detects the steering angle of the vehicle and generates a steering signal, and a steering signal generating means M2 that detects the steering angle of the vehicle and generates a steering signal; A turning direction calculating means M3 for calculating a turning direction, and a steering direction determined according to a steering signal generated by the steering signal generating means M2, and a turning direction calculated by the turning direction calculating means M3, to determine the attitude of the vehicle. The gist of the present invention is a vehicle attitude detection device characterized by comprising: an attitude determining means M4 for determining an attitude;

The lateral force direction signal generating means M1 is a device that independently detects the direction of the force acting in the vehicle width direction transmitted from both left and right wheels of the vehicle to the vehicle body on the left and right sides, and generates a left lateral force direction signal and a right lateral force direction signal. It is. For example, piezoelectric elements such as PZT that detect the direction of force applied in the vehicle width direction to the suspension bushing that connects the suspension arm and the vehicle body, capacitors that change capacitance due to the force applied, and pressure sensitive devices that detect pressure in the vehicle width direction. This can be realized using sensors, etc. For example, a displacement meter such as a strain gauge that detects the amount of displacement of the suspension bush in the vehicle width direction, or an induction position sensor (IPS) that generates a signal according to the position of the iron core in the coil.
), etc.

The steering signal generating means M2 generates a steering signal according to the steering angle of the vehicle. For example, it can be realized by a steering sensor.

The turning direction calculating means M3 calculates the turning direction of the vehicle based on the left lateral force direction signal and the right lateral force direction signal. For example, when turning, a compressive force acts from the wheel toward the vehicle body on the outer wheel side of the turn, while a tensile force that pulls the wheel and the vehicle body apart acts on the inner wheel side of the turn, so the polarities of the left and right lateral force direction signals are different. The turning direction can be calculated from the polarities of the left and right lateral force direction signals based on a map or calculation formula that predefines the relationship between the polarity and the turning direction.

The attitude determining means M4 determines the attitude of the vehicle based on the steering direction and the turning direction. For example, when the steering direction and the turning direction match, it is a normal turning driving state;
On the other hand, when the two directions are different, the vehicle can be configured to determine that the vehicle is in a turning state that involves a so-called countersteering operation.

The turning direction calculation means M3 and attitude determination means M4 are as follows:
For example, they can be realized by independent discrete logic circuits. For example, starting with the well-known CPU, R
It may be configured as a logic operation circuit together with OM, RAM, and other peripheral circuit elements, and may realize both of the above means according to a predetermined processing procedure.

[Operation] As illustrated in FIG. 1, the vehicle attitude detection device of the present invention calculates turning direction based on the left lateral force direction signal and the right lateral force direction signal generated by the lateral force direction signal generating means M1. M
The attitude determining means M4 operates to determine the attitude of the vehicle based on the turning direction calculated in step 3 and the steering direction determined according to the steering signal generated by the steering signal generating means M2.

That is, when a vehicle is turning, a compressive force is applied to the car body from the outer turning wheel side, while a tensile force is applied to the car body from the inner turning wheel side. The vehicle attitude is determined by comparing the steering direction and the steering direction.

Therefore, the vehicle attitude detection device of the present invention determines whether the vehicle is in a turning state in which the turning direction and the steering direction are in the same direction or in a turning state in which the turning direction and the steering direction are in opposite directions. Work to recognize.

The technical problems of the present invention are solved by each component of the present invention acting as described above.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows a system configuration of a vehicle attitude control device which is an embodiment of the present invention. As shown in FIG. 2, the vehicle attitude control device 1 includes a stabilizer device 2 on the front wheel side of the vehicle and an electronic control device (hereinafter simply referred to as ECLI) 3 that controls the stabilizer device 2.

The left front wheel 4a of the stabilizer device 2 is supported by a left front wheel upper arm 4 and a left front wheel lower arm 5, and the left front wheel lower arm 5 is rotatably attached to the vehicle body 8 via a suspension bush 6.7. Further, the right front wheel 9 is supported by a right front wheel upper arm 10 and a right front wheel lower arm 11, and the right front wheel lower arm 11 is rotatably attached to the vehicle body 8 via a suspension pusher 12.13. Furthermore, the front wheel side stabilizer bar 1
4 is rotatably supported by the vehicle body 8 by rubber bearings 15 and 16. One end 14a of the front wheel side stabilizer bar 14 has a cylinder unit 17 whose connection distance can be adjusted.
is connected to the right front wheel lower arm 11 via the end 14a of the front wheel side stabilizer bar 14 and the right front wheel lower arm 11.
The connection distance between the two cylinders can be adjusted by expanding and contracting the cylinder unit 17 that receives hydraulic pressure from the hydraulic circuit 18 under the control of the ECU 3. The other end 14b of the front wheel stabilizer bar 14 is attached to the left front wheel lower arm 5 via a dummy rod 19. Further, in order to steer the vehicle, a steering mechanism 20 is also provided that changes the direction of the left and right front wheels 4a, 9 in accordance with the operation of the steering wheel 20a.

The vehicle attitude control device 1 includes, as detectors, a vehicle speed sensor 21 that detects the running speed of the vehicle, a steering sensor 22 that detects the steering angle, a stroke sensor 23 that detects the connection distance extended and contracted by the cylinder unit 17, and the left front wheel. A left front first lateral force sensor 24 that detects the force acting in the vehicle width direction acting between the lower arm 5 and the vehicle body 8, a left front second lateral force sensor 25, which detects the force acting in the vehicle width direction acting between the right front wheel lower arm 11 and the vehicle body 8. Right front first lateral force sensor 26 that detects acting force
, a right front second lateral force sensor 27 is provided. Signals from each of the above sensors are input to the ECU 3, and the ECU 3 controls the stabilizer device 2.

Since the above-mentioned lateral force sensors 24, 25, 26, and 27 all have the same configuration, the left front first lateral force sensor 24 will be explained as an example. As shown in FIG. 3(a), the left front first lateral force sensor 24 is composed of a piezoelectric element interposed between the suspension bush 6 that supports the left front wheel lower arm 5 and the vehicle body 8.
The force acting in the vehicle width direction transmitted from the left front wheel 4a to the vehicle body 8 via the left front wheel lower arm 5 is measured. Note that the first left front lateral force sensor 24 is positive when a compressive force is applied to the vehicle body 8 in the vehicle width direction as shown by the arrow When a tensile force in the width direction is applied, a left front first lateral force direction signal αL1 having negative polarity is output. Here, as shown in FIG. 2, when turning right, for example, a compressive force is applied from the left front wheel lower arm 5 to the vehicle body 8 due to the centripetal force in the direction shown by the arrow X acting on the left front wheel 4a, which is the outer wheel side. The polarities of the first left front lateral force direction signal αL1 outputted by the first lateral force sensor 24 and the left front second lateral force direction signal αL2 outputted by the second left front lateral force sensor 25 are both positive. In addition, a tensile force is applied from the right front wheel lower arm 11 to the vehicle body 8 due to the centripetal force in the direction indicated by the arrow X acting on the right front wheel 9, which is the inner wheel. The polarities of the signal αR1 and the second right front lateral force direction signal αR2 output from the second right front lateral force sensor 27 are both negative. On the other hand, when turning left,
Since a centripetal force in the direction indicated by the arrow Y acts on the left and right front wheels 4a and 9, contrary to the above case, the polarities of the left front first lateral force direction signal αL1 and the left front second lateral force direction signal αL2 are both negative; The polarities of the first lateral force direction signal αR1 and the second right front lateral force direction signal αR2 are both positive. Therefore, the polarities of the left front first and second lateral force direction signals outputted by the left front first and second lateral force sensors 24 and 25 and the right front first and second lateral force direction signals outputted by the right front first and second lateral force sensors 26 and 27 are determined. 2
The turning direction of the vehicle can be determined based on the polarity of the lateral force direction signal. Note that the lateral force sensor may be configured as shown in FIG. 3(b) in addition to FIG. 3(a). That is,
A pair of piezoelectric elements are provided within the suspension bush 6.

As shown in FIG. 4, in the cylinder unit 17, a piston 32 is slidably fitted into a cylinder 31, and the piston 32 has an upper chamber 35 having a port 33 and a port 34 inside the cylinder 31. It is divided into 36 royal families. Further, a rod 37 is fixed to the piston 32, and the rod 37 is attached to the front wheel stabilizer bar 1.
4 at one end 14a. On the other hand, the cylinder 31 is attached to the right front wheel lower arm 11.

Therefore, the stabilizer device 2 is configured to change the torsional elastic characteristics of the front wheel stabilizer bar 4 by moving the piston 32 of the cylinder unit 17 over a predetermined stroke amount. Note that the stroke position of the piston 32 is detected by the stroke sensor 23 described above.

As shown in FIG.
It is operated by hydraulic pressure supplied from the hydraulic circuit 18 according to the control of the CU 3.

In the hydraulic circuit 18, a hydraulic pump 42 driven by an output shaft 41 of an engine 40 sucks hydraulic oil from a reservoir 43, and a pipe 44 and a directional control valve (4-point, 3-position solenoid valve) 4.
Pressure oil is supplied to the cylinder unit 17 through the pipes 5 and 46, 47 and 48. The upper chamber 35 and lower chamber 36 of the cylinder unit 17 communicate with each other via a near solenoid valve (electromagnetic valve for flow rate control) 49 . The direction control valve 45 is in a neutral position 45a1, an extended position 45b, and a retracted position 45 in response to a control signal from the ECtJ3.
Switches to 3 ways of C, while linear remade valve 4
9 is the opening degree according to the duty ratio control signal from the ECU 3.

The above ECU3 includes CPL13a, ROM3b, RAM3
It is configured as a logic operation circuit centering around C and the like, and is connected to an input section 3e and an output section 3f via a common bus 3d to perform input/output with the outside. Signals from each sensor described above are input to the CPUaa via the input section 3e. Further, the CPtJ3a is connected to the direction control valve 45 via the output section 3f.
and outputs a control signal to the linear solenoid valve 49.

The vehicle attitude control device 1 configured as described above operates as follows.

When the vehicle is traveling straight ahead, the directional control valve 45 shown in FIG. 5 is set to the neutral position 45a, and the linear solenoid valve 49 is set to the fully open state. Thereby, the pressure oil from the hydraulic pump 42 returns to the reservoir 43 via the pipes 44 and 50, so that it is not supplied to the cylinder unit 17. On the other hand, since the linear solenoid valve 49 is set to the fully open state,
The upper chamber 35 and lower chamber 36 of the cylinder unit 17 are connected to the pipe line 4.
6.47.51. therefore,
The piston 32 is slidably moved within the cylinder 31 by the torsional force transmitted from the front wheel stabilizer bar 14, and almost no torsional elastic force is generated by the front wheel stabilizer bar 14.

When the turning direction and the steering direction do not match, for example when counter steering or drifting, the direction control valve 45 is appropriately switched to the extended position 45b or the retracted position 45c based on the detection result of the stroke sensor 23, and the piston 32 at neutral position and stroke amount O
), the direction control valve 45 is switched to the neutral position 45a, and the linear solenoid valve 49 is switched to the neutral position 45a.
Set to full open state. As a result, the upper chamber 35 and lower chamber 36 of the cylinder unit 17 become oil-tight, and the piston 32 is fixed at the neutral position. Therefore, the cylinder unit 17 is located at one end 1 of the front wheel side stabilizer bar 14.
4a and the right front wheel lower arm 11 is the other end 1.
4b and the left front wheel lower arm 5, the front wheel stabilizer bar 14 exerts its own torsional elastic force to stabilize the vehicle posture when turning.

When turning, when the turning direction and the steering direction match and the steering angle or vehicle speed is large, the direction control valve 45 is switched to the extended position 45b or the retracted position 45C, and the linear solenoid valve 49 is driven by duty ratio. to control the flow rate of hydraulic oil. That is, the direction control valve 45
When the is set to the extended position 45b, hydraulic oil is supplied to the hydraulic pump 42, the pipe line 44, the directional control valve 45, the pipe line 48, and the royal chamber 36 of the cylinder unit 17, and the upper chamber 35 of the cylinder unit 17 is operated. Oil is pipe 47, direction control valve 4
5, flows out to the reservoir 43 via the conduit 50. Eventually, based on the detection result of the stroke sensor 23, the ECU 3
When it is determined that the piston 32 of the cylinder unit 17 has reached the target stroke position, the linear solenoid valve 49 is driven at a duty ratio to control the flow rate of the hydraulic oil, thereby bringing the piston 32 into an extended state (target stroke position). As a result, as shown in FIG. 6, the torsional elastic force of the front wheel stabilizer bar 14 is actively generated to move the right front wheel 9 downward and the left front wheel 4a upward, thereby moving the vehicle. decrease the roll angle β.

On the other hand, when the direction control valve 45 is set to the retracted position 45C, the hydraulic oil is supplied to the upper chamber 3 of the cylinder unit 17 via the hydraulic pump 42, the pipe line 44, the direction control valve 45, and the pipe line 47.
The hydraulic oil in the royal cylinder 36 of the cylinder unit 17 flows out to the reservoir 43 via the pipe 48, the directional control valve 45, and the pipe 50. Eventually, as in the case above,
When the piston 32 of the cylinder unit 17 is fixed in the contracted state (target stroke position) by the duty ratio drive of the linear solenoid valve 49, torsional elastic force of the front wheel stabilizer bar 14 is actively generated, as shown in FIG. , the right front wheel 9 is moved upward and the left front wheel 4a is moved downward to reduce the roll angle β of the vehicle.

The operation of the vehicle attitude control device 1 as described above is carried out by the ECU 3
is realized by executing the stabilizer control process as shown in the flowchart of FIG. This stabilizer control process is started when the ECU 3 is activated, and is repeatedly executed at predetermined time intervals.

First, in step 100, a process is performed to read the vehicle speed (2) from the vehicle speed sensor 21. In the following step 110,
A process of reading the steering angle θ from the steering sensor 22 is performed. Next, the process proceeds to step 120, where it is determined whether or not the vehicle is traveling straight ahead.If the judgment is affirmative, the process proceeds to step 230, and if the judgment is negative, the process proceeds to step 130.

This is done based on whether or not it is included in the ring's play area. That is, the ECU 3 stores the vehicle speed V in the ROM 3b in advance.
The steering wheel play angle that changes with the play angle is stored, and if the steering angle θ is included in the range of the play angle, it is determined that the vehicle is traveling straight ahead. In step 130, which is executed when it is determined in step 120 that the vehicle is not traveling straight, a left front first lateral force direction signal α is sent from the left front first lateral force sensor 24.
L1, a left front second lateral force direction signal αL2 from the left front second lateral force sensor 25, a right front first lateral force direction signal αR1 from the right front first lateral force sensor 26, and a right front second lateral force direction signal αR1 from the right front second lateral force sensor 27. A process of reading each of the lateral force direction signals αR2 is performed. In the following step 140, the left front box 1 and the second lateral force direction signal αL1. αL2
and right front box 1. Filtering processing is performed to remove high frequency components of 2 [Hz] or more from the second lateral force direction signals αR1 and αR2, thereby eliminating noise components caused by road surface irregularities. Next, proceed to step 150, and proceed to step 1 above.
Left front first lateral force direction signal α filtered by 40
L1 and the left front second lateral force direction signal αL2 are averaged to calculate the left front lateral force direction signal average value αL, and the right front first lateral force direction signal αR1 and the right front second lateral force direction signal αR1 filtered in step 140 are calculated. Processing is performed to calculate the right front lateral force direction signal average value αR from the force direction-white signal αR2. In the subsequent step 155, the turning direction is calculated based on the polarity of the left front lateral force direction signal average value αL and the right front lateral force direction signal average value αR calculated in step 150, according to a map as shown in FIG. will be carried out. That is, as shown in the map of Fig. 10, when the polarity of the left front lateral force direction signal average value αL is positive and the polarity of the right front lateral force direction signal average value αR is negative, the turning direction is to the right. , when the polarity of the left front lateral force direction signal average value αL is negative and the polarity of the right front lateral force direction signal average value αR is positive, the turning direction is left. The ECU 3 stores in advance a map as shown in FIG. 10 in the ROM 3b, and calculates the turning direction of the vehicle according to the map. Next step 160
Then, it is determined whether the steering direction determined based on the steering angle θ read in step 110 matches the turning direction calculated in step 155, and if an affirmative determination is made, the process proceeds to step 170; Step 2
Go to 00. Step 170 is executed when the steering direction and the turning direction match, that is, during normal turning.
Then, based on the vehicle speed V and the steering angle θ calculated in step 110 of step 1001, a process is performed to calculate the stroke amount of the cylinder unit 17 according to the map shown in FIG. That is, when the absolute value of the steering angle θ and the vehicle speed V are included in the area A2, the stroke amount is 1.
/3 (when turning left) or -1/3 (when turning right), if included in area A3, stroke amount 2/3 (when turning left)
Or -2/3 (when turning right), stroke amount 3/3 (when turning left) or -3/3 when included in area A4
(when turning right), is calculated as follows. Next step 18
0, the direction control valve 45 is moved to the neutral position 45a, the extended position 45b, and the retracted position 45C based on the detection result of the stroke sensor 23 so that the stroke amount of the cylinder unit 17 becomes the stroke amount calculated in step 170 above. Processing is performed to output a control signal for switching to either one. Next, the process proceeds to step 190, where a process is performed to output a duty ratio control signal to the linear solenoid valve 49 so as to maintain the set stroke amount, and then the Japan stabilizer control process is ended.

On the other hand, in step 200, which is executed when it is determined in step 160 that the steering direction and the turning direction do not match, that is, when countersteering is performed during drifting or turning, the stroke of the cylinder unit 17 is A process is performed to set the amount to Ol, that is, the neutral position. In the following step 210, the direction control valve 45 is moved to the neutral position 45a and the extended position 45 based on the detection result of the stroke sensor 23 so as to move the piston 32 of the cylinder unit 17 to the neutral position.
b. When the piston 32 is switched to either the retracted position 45C and reaches the neutral position, a process is performed to output a control signal to set the directional control valve 45 to the neutral position 45a.

Next, the process proceeds to step 220, where a signal is output to fully open the linear solenoid valve 49 to maintain the piston 32 of the cylinder unit 17 in the neutral position, and then the Japan stabilizer control process is ended.

Further, in step 230, which is executed when it is determined in step 120 that the vehicle is traveling straight ahead, a process is performed to set the piston 32 of the cylinder unit 17 to be movable. In the following step 240, a process is performed to output a control signal for switching the directional control valve 45 to the neutral position 45a. Next, proceeding to step 250, after outputting a signal to fully open the linear solenoid valve 49 and making the piston 32 of the cylinder unit 17 freely movable, -
The Japan stabilizer control process ends. Thereafter, in this stabilizer control process, steps 100 to 250 described above are repeatedly executed.

In this embodiment, the left front first lateral force sensor 24, the left front second lateral force sensor 25, the right front first lateral force sensor 26, and the right front second lateral force sensor 27 are included in the lateral force direction signal generating means M1 and the steering sensor 22. correspond to the steering signal generating means M2. Further, among the ECU 3 and the processing executed by the ECU 3, (step 155) functions as the turning direction calculating means M3, and (step 160) functions as the attitude determining means M4.

As explained above, according to this embodiment, even when a steering operation such as drifting or countersteering in which the turning direction and the steering direction do not match, the lateral force sensor having a simple configuration is used. The turning direction of the vehicle can be accurately detected.

Furthermore, since it is possible to determine whether the vehicle is turning normally, or whether drifting or countersteering is being performed, the posture of the vehicle can be determined with certainty.

In general, the simple structure of the lateral force sensor improves the reliability of the device.

In addition, when the steering direction and the turning direction of the vehicle do not match, such as when so-called counter steering is performed while turning, the piston 32 of the cylinder unit 17 is held at the neutral position (stroke amount O), so that the front wheel side Turning can be achieved with the vehicle posture stabilized without causing the problem of the torsional elastic force of the stabilizer bar 14 being generated in the opposite direction and promoting rolling of the vehicle.

Furthermore, even when performing so-called counter steering or drift driving, it is possible to control the vehicle attitude according to the driver's driving intention.

Furthermore, during normal turning when the steering direction and the turning direction match, the torsional elastic force of the front wheel stabilizer bar 14 is controlled to an optimum value according to the steering angle θ and the vehicle speed V, so that rolling can be suitably suppressed. , it is possible to improve maneuverability and stability during cornering, and it is also possible to improve ride comfort.

Note that each lateral force direction signal αL1. αL2. 1° to α αR2
Since the turning direction is calculated after filtering and calculating the average value, it is possible to prevent false detection due to disturbances such as when driving on a rough road.

Furthermore, when the vehicle is traveling straight ahead, the piston 32 of the cylinder unit 17 is set to be movable so that the torsional elasticity of the front wheel stabilizer bar 14 is not exerted, so that the road followability and riding comfort can be further improved.

As described above, since the torsional elasticity of the front wheel stabilizer bar 14 is changed and controlled in accordance with various operating conditions, both characteristics of vehicle posture stability and ride comfort can always be suitably achieved.

In addition, in this embodiment, each lateral force sensor 24, 25°26.2
7 is disposed between each suspension bush 6.7.12.13 of the left and right front wheel lower arms 5, 11 and the vehicle body 8.

However, as shown in FIG. 11, for example, a left rear first lateral force sensor 74 is provided between the suspension bush 56, 57 of the left rear wheel lower arm 55 supporting the left rear wheel 53 and the vehicle body 8.
A left rear second lateral force sensor 75 is provided, and a right rear first lateral force sensor 76 is provided between the suspension bush 62, 63 of the right rear wheel lower arm 61 supporting the right rear wheel 59 and the vehicle body 8.
Even if the configuration is such that the right rear second lateral force sensor 77 is provided, the same effects as in this embodiment can be obtained.

In addition, each lateral force sensor used in this example is 24°25.2
6, 27, as shown in FIG. 12, a left front first displacement sensor 94 consisting of a displacement meter that detects the displacement of the suspension bush 6.7 of the left front wheel lower arm 5 in the vehicle width direction;
A second left front displacement sensor 95 is provided, and the right front wheel lower arm 1
A first right displacement sensor 96 and a second right front displacement sensor 97 may be provided, each of which is a displacement meter that detects the displacement of one suspension bush 12, 13 in the vehicle width direction. With this configuration, the displacement of each suspension bushing contracts on the outer turning wheel side, while expanding on the inner turning wheel side, so the turning direction of the vehicle can be determined based on the polarity of the detection signal of each displacement sensor. can.

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

Effects of the Invention As detailed above, the vehicle attitude detection device of the present invention detects the vehicle position based on the turning direction and steering direction of the vehicle determined from the direction of the force acting in the vehicle width direction between the left and right wheels and the vehicle body. The system is configured to determine the vehicle attitude based on the vehicle attitude. Therefore, with a simple configuration, even if a steering operation is performed in which the vehicle's turning direction and the steering direction do not match, the vehicle's turning direction can be accurately determined, and the recognition accuracy of changes in vehicle attitude can be improved. It has the excellent effect of improving the

Further, since changes in vehicle posture can be detected accurately, if the detection results are effectively used to control the vehicle posture, the maneuverability, stability, and riding comfort of the vehicle can be improved.

Furthermore, since the vehicle attitude can be detected with a simple configuration, the reliability of the device is improved, and manufacturing costs can also be reduced by reducing the number of parts and assembly man-hours.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram conceptually illustrating the contents of the present invention, Fig. 2 is a system configuration diagram showing an embodiment of the present invention, and Fig. 3
Figures (a) and (b) are also explanatory diagrams of the lateral force sensor, Figure 4 is a sectional view of the cylinder unit, Figure 5 is an explanatory diagram showing the configuration of the hydraulic circuit and electronic control device, and Figure 5 is an explanatory diagram of the lateral force sensor. 6 and 7 are explanatory diagrams showing the same operation, FIG. 8 is a flowchart showing the control, and FIGS. 9 and 10 are graphs showing the map.
FIG. 11 is a schematic configuration diagram showing an embodiment of the present invention;
FIG. 2 is a schematic configuration diagram showing still another embodiment of the present invention. Ml... Lateral force direction signal generating means M2... Steering signal generating means M3... Turning direction calculating means M4... Attitude determining means 1... Vehicle attitude control device 2... Stabilizer device 3. ...Electronic control unit (ECU) 3a...CPU 22...Steering sensor 24...Left front first lateral force sensor 25...Left front second lateral force sensor 26...Right front first lateral force sensor 27... ...Right front second lateral force sensor

Claims (1)

[Scope of Claims] 1. A suspension member that is interposed between the left and right suspension members that suspend the left and right wheels of the vehicle and the vehicle body, and that allows the direction of the force acting in the vehicle width direction to be transmitted from the left and right wheels to the vehicle body to be independently left and right. lateral force direction signal generating means for detecting and generating a left lateral force direction signal and a right lateral force direction signal; a steering signal generating means for detecting a steering angle of the vehicle and generating a steering signal; and the lateral force direction signal. Turning direction calculating means for calculating the turning direction of the vehicle based on the left and right lateral force direction signals generated by the generating means; A steering direction and the turning direction determined according to the steering signal generated by the steering signal generating means. A vehicle attitude detection device comprising: attitude determining means for determining the attitude of the vehicle based on the turning direction calculated by the calculating means.