JPS63145118A - Torsional quantity detector for stabilizer - Google Patents

Abstract

PURPOSE:To make torsional quantity measurement accurate enough as well as to aim at improvement in reliability an durability for the detector, nu detecting a rotational quantity around an axis in symmetrical mounting parts of a stabilizer, and making a torsional quantity of the stabilizer so as to be calculated by a difference between symmetrical rotational quantities. CONSTITUTION:A turning angle around an axis A-A of a stabilizer 4 at the front side is detected by turning angle sensors 23 and 24 and inputted into an electronic control unit (ECU) 3. This ECU 3 calculates a torsional quantity of the stabilizer 4 on the basis of symmetrical turning angles to be inputted. And, it finds car width acceleration and furthermore a desired torsional angle by each detection signal out of a car sensor 21 and a steering sensor 22. And, it controls the calculated torsional angle of the stabilizer 4 so as to accord with the desired torsional angle. With this constitution as aforesaid, torsional angle measurement for the stabilizer becomes accurate enough, thus reliability and durability for the detector can be made improvable.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a stabilizer torsion amount detection device that is effective for reliably measuring the torsion opening of a stabilizer installed in a vehicle.

[Prior Art] Conventionally, there has been a technology that calculates a control amount corresponding to the amount of roll of a vehicle based on, for example, the running speed and steering angle of the vehicle, and changes the torsional elastic characteristics of a stabilizer according to the control amount. Are known. Such a change in the torsional elasticity of the stabilizer is carried out, for example, by adjusting the connection distance between the unsprung member and the portion of the stabilizer that transmits and receives torsional force using a connection member. By the way, in order to effectively change the torsional elastic characteristics of the stabilizer as described above, it is necessary to accurately detect the twist opening of the stabilizer. Conventionally, in order to achieve this purpose, for example, a stroke sensor consisting of a potentiometer, one end of which is fixed to the part of the stabilizer that transmits and receives the torsional force, and the other end of which is fixed to the unsprung member, is used to adjust the above-mentioned connection distance. was used to detect the amount of twist of the stabilizer. Such technology is known, for example, in "Vehicle Attitude Control Device" (Japanese Unexamined Patent Publication No. 61-146
No. 612), etc.

[Problems to be Solved by the Invention] However, when the vehicle is running, unsprung motion having a high frequency (10 to 20 [H4F]) occurs in the stabilizer and the unsprung member. Therefore, the stroke sensor interposed between the part of the stabilizer that transmits and receives torsional force and the unsprung member is affected by the severe unsprung movement, resulting in a decrease in its reliability and durability. There was a problem.

Furthermore, due to the adverse effects of unsprung vibrations as described above, it is relatively difficult to accurately detect the amount of twist of the stabilizer.

SUMMARY OF THE INVENTION An object of the present invention is to provide a stabilizer torsion amount detection device that can accurately measure the amount of torsion of a stabilizer and has high reliability and durability.

& Means for Solving the 1 Problem of Zero Mileage] The present invention, which has been made to solve the above problems, is provided at two locations on the left and right in the vehicle width direction of the vehicle body, as illustrated in FIG. The rotational state of the stabilizer around the axis of the left and right parts, which rotatably support the stabilizer that connects the unsprung members of the left and right wheels, is detected independently on the left and right sides, and the left rotation n signal and the right rotation amount signal are detected. Rotation amount signal generating means M that generates each
1, and calculation means M2 for calculating the torsion of the stabilizer based on the difference between the left rotation amount signal and the right rotation amount signal generated by the rotation amount signal generation means M1. The gist of this invention is a torsion amount detection device.

The rotation amount signal generating means M1 is provided at two locations on the left and right in the vehicle width direction of the vehicle body, and independently detects the rotation state around the axis of the stabilizer at both the left and right connecting portions of the stabilizer and the vehicle body, and It generates a rotation amount signal. Here, the rotation state is, for example, the rotation angle around the axis of the stabilizer, the rotation circumferential speed, the rotation angular velocity, or the amount of deformation due to rotation. For example, detection of the rotation angle can be realized by a rotation angle sensor consisting of a slit plate that rotates in conjunction with the rotation of the stabilizer and a photointerrupter that closely faces the slit plate.

Alternatively, for example, the measurement may be performed using a well-known potentiometer or rotary encoder. Furthermore, for example, a resistive semiconductor (conductive plastic) or the like may also be used. Note that the rotation angle of the stabilizer can be detected, for example, by a sensor disposed coaxially with the stabilizer. Alternatively, the detection may be performed, for example, via a link mechanism or a gear mechanism that is linked to the rotation of the stabilizer.

The calculation means M2 calculates the amount of twist of the stabilizer based on the difference between the left side rotation amount signal and the right side rotation amount signal. For example, if the two rotation amount signals correspond to the rotation angles of the stabilizer at two positions on the left and right, the twist angle of the stabilizer can be calculated by calculating the difference between the two rotation amount signals. The above calculation means M2
can be realized by, for example, a discrete logic circuit.

Also, for example, ROM as well as the well-known CPU.

The calculation means M2 may be configured as a logic operation circuit together with a RAM and its peripheral circuit elements, and implement the calculation means M2 according to a predetermined processing procedure.

[Operation] As illustrated in FIG. 1, the stabilizer torsion d detection device of the present invention detects the left side rotation amount signal generated by the rotation amount signal generating means M1 provided at two locations on the left and right sides in the vehicle width direction of the vehicle body, and the right side rotation amount signal. Based on the difference from the rotation amount signal, calculation means M2 works to calculate the amount of twist of the stabilizer.

In other words, the frequency of the unsprung shot (10 to 20 [t(2)
) A rotation amount signal generating means M disposed on the vehicle body that generates only sprung vibrations with a frequency (1 to 2EH2]) far lower than
Based on the left and right side rotation amount signals generated by No. 1, the torsion angle of the stabilizer coupled to the unsprung member that produces high-frequency unsprung vibration is calculated.

Therefore, the stabilizer torsion detecting device of the present invention always reliably detects the stabilizer torsion without causing damage or wear to the device due to the influence of unsprung imaging with a relatively high imaging frequency. move to do so. 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 stabilizer control device that is an embodiment of the present invention.

As shown in FIG. 2, the stabilizer control device 1 includes a stabilizer device 2 on the front wheel side of a vehicle and an electronic control unit (hereinafter simply referred to as ECU) that controls the stabilizer device 2.

) consists of 3.

A front wheel stabilizer bar 4 of the stabilizer device 2 is rotatably supported by a vehicle body 7 by rubber bearings 5 and 6. One end 4a of the front stabilizer bar 4 is connected to a right front shock absorber 9 via a cylinder unit 8 whose connection distance can be adjusted, and the end 4a of the front stabilizer bar 4 is connected to the shock absorber 9. The distance can be adjusted by expanding and contracting the cylinder unit 8 that receives pressure oil from the hydraulic circuit 10 under the control of the ECU 3. The other end 4b of the front wheel stabilizer bar 4 is attached to a left front wheel shock absorber 12 via a dummy rod 11.

The right front wheel 13 is attached to the vehicle body 7 by a right front wheel lower arm 14 and a right front wheel shock absorber 9, and a right front wheel coil spring 15 is arranged in parallel to the right front wheel shock absorber 9. Further, the left front wheel 16 is attached to the vehicle body 7 by a left front wheel lower arm 17 and a left front wheel shock absorber 12, and a left front wheel coil spring 18 is arranged in parallel to the left front wheel shock absorber 12.

The stabilizer 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, and a sensor on the left and right support portions of the front wheel stabilizer bar 4 by the rubber bearings 5 and 6 on the front wheel side. Rotation angle sensors 23 and 24 are provided to detect the rotation angle of the stabilizer bar 4 about the axis A-A. Signals from each of the above sensors are input to the ECU 3, and the ECU 3 controls the stabilizer device 2.

The rotation angle sensor 24 is connected to the vehicle body 7 as shown in FIG.
At the support portion of the front wheel stabilizer bar 4 by the rubber bearing 6, the front wheel stabilizer bar 4
By detecting the movement of the links 24a and 24b that are interlocked with each other, the rotation angle of the front wheel stabilizer bar 4 about the axis is measured. The rotation angle is defined as the rotation angle when the front right wheel 13 is at the position MB where it twists following the right front wheel 13 when the front right wheel 13 descends to the maximum rebound position. Define the angle as O.

Then, as the right front wheel 13 rises and the front wheel stabilizer bar 4 twists in the direction shown by the arrow show. ),
The link 24b is directed counterclockwise (indicated by arrow CCW in the figure).
Therefore, the rotation angle sensor 24 measures the rotation angle in this direction as a positive value and outputs it as the right rotation angle THR.

Here, when turning, the left and right wheels have different strokes, and the amount of bounce of the outer wheel is larger than that of the inner wheel.

As a result, if the cylinder unit 8 described later is made oiltight, both ends of the stabilizer bar 4 will be connected to the left and right wheels, respectively, and the stabilizer bar 4 will be twisted around the rubber bearing. The rotation angle detected by the rotation angle sensor on the outer wheel of turning is larger than the rotation angle detected by the rotation angle sensor of the inner wheel of turning. Therefore, when comparing the left rotation angle THL and the right rotation angle THR detected by both the left and right rotation angle sensors 23 and 24, as shown in FIG. Since the angle THR (indicated by a solid line in the figure) exceeds the left rotation angle THL (indicated by a broken line in the figure), it can be determined that the right side is turning to the left, which corresponds to the outer wheel side of the turn. moreover,
Subtracting the right rotation angle THR from the left rotation angle THL, we get
The torsion angle T (indicated by a dashed line in the figure) of the front wheel stabilizer bar 4 is determined as a negative value. On the other hand, from time T1 to time T2, the left rotation angle THL exceeds the right rotation angle THR, so it can be determined that a right turn is being made, and the torsion angle king of the front wheel stabilizer bar 4 can be determined as a positive value. . In this way, by subtracting the right rotation angle THR from the left rotation angle THL, the torsion angle T of the front wheel side stabilizer bar 4 is calculated.
can be calculated, and the turning direction of the vehicle can also be determined based on the positive or negative sign of the twist angle T.

As shown in FIG. 5, in the cylinder unit 8, 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. It is divided into a lower chamber 36. Further, a rod 37 is fixed to the piston 32, and the rod 37 is attached to the right front wheel shock absorber 9.
is installed on. On the other hand, the cylinder 31 is attached to one end 4a of the front wheel stabilizer bar 4.

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 8 over a predetermined stroke amount.

The cylinder unit 8 is, as shown in FIG.
It operates with pressure oil supplied from the hydraulic circuit 10 in accordance with the control of U3.

In the hydraulic circuit 10, 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 8 via 5 and lines 46, 47 and 48. The upper chamber 35 and lower chamber 36 of the cylinder unit 8 communicate with each other via a near solenoid valve (electromagnetic valve for flow rate control) 49 . Directional control valve 4
5 is switched to three positions according to a control signal from the ECU 3: a neutral position 45a, an extended position 45b, and a retracted position 45C.
The opening degree corresponds to the duty ratio control signal from U3.

The above ECU3 includes CPU3a, ROM3b, RAM3C
It is configured as a logical operation circuit mainly with
It is connected to the input section 3e and the output section 3f via d to perform input/output with the outside. Signals from each sensor described above are input to the CPU 3a via the input section 3e. Also,
The CPU 3a outputs a control signal to the directional control valve 45 and the linear solenoid valve 49 via the output section 3f.

The stabilizer control t[l device 1 having the above configuration operates as follows.

When traveling straight ahead, the directional control valve 45 shown in FIG. 6 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 conduit 44.50, so that it is not supplied to the cylinder unit 8. 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 8 communicate with each other via the conduit 46.degree. 47.51. Therefore, the piston 32 is slidably moved within the cylinder 3 by the torsional force transmitted from the front stabilizer bar 4, and almost no torsional elastic force is generated by the front stabilizer bar 4.

When turning, when the turning direction and the steering direction match, 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 at a duty ratio to control the flow rate of the hydraulic oil. Let's do it. That is, considering the case when turning right, when the direction control valve 45 is set to the extended position 45b, the hydraulic fluid flows through the hydraulic pump 42, the pipe 44, the direction control valve 45, the pipe 48, and the cylinder unit 8. is supplied to the lower chamber 36 of the cylinder unit 8.
The hydraulic oil in the upper chamber 35 flows out to the reservoir 43 via the pipe 47, the directional control valve 45, and the pipe 50. Eventually, when the ECU 3 determines based on the detection results of the rotation angle sensors 23 and 24 that the piston 32 of the cylinder unit 8 has reached the position where the front wheel stabilizer bar 4 is twisted to the target twist angle To, the linear solenoid valve 49 is activated. By controlling the hydraulic oil by driving the duty ratio, the piston 32 is fixed in the extended state. As a result, as shown in FIG. 7, the torsional elastic force of the front wheel stabilizer bar 4 is actively generated, and the right front wheel 13 is moved upward and the left front wheel 16 is moved downward when turning right. The resulting vehicle roll angle β is reduced.

On the other hand, in the case of left turning, the direction control valve 45 is in the retracted position 45.
When set to C, hydraulic oil is supplied to the upper chamber 35 of the cylinder unit 8 via the hydraulic pump 42, the pipe 44, the directional control valve 45, and the pipe 47, and the lower chamber 36 of the cylinder unit 8 is operated. Oil goes through pipe 48, direction control valve 45, pipe 50
The water flows out to the reservoir 43 via the. Eventually, as in the case described above, when the piston 32 of the cylinder unit 8 is fixed in the contracted state by the duty ratio drive of the linear solenoid valve 49, the torsional elastic force of the front wheel stabilizer bar 4 is actively applied, as shown in FIG. The right front wheel 13
is moved downward and the left front wheel 16 is moved upward to reduce the roll angle β of the vehicle that occurs when turning left.

The operation of the stabilizer control device 1 as described above is controlled by the ECU
3 is realized by executing the stabilizer control process, the right turn process, and the left turn process shown in the flowcharts of FIGS. 9 to 11.

First, the stabilizer shown in the flowchart of FIG.

The easer control process will be explained. This stabilizer system tiljf
The fi process is started when the ECU 3 is started.

First, in step 100, initialization processing is performed. In the following step 110, the left rotation angle THL is determined.

A process of reading the right rotation angle THR, steering angle H, and vehicle speed S is performed. Next, the process proceeds to step 120, and it is determined whether the left rotation angle THL and the right rotation angle THR read in step 110 are equal. If the judgment is affirmative, the process proceeds to step 130; on the other hand, if the judgment is negative, Proceed to step 140.

Step 130 is executed when it is determined that the left and right rotation angles THL and THR are equal, so it is not a turning time.
Then, the process of setting the piston 32 of the cylinder unit 8 to be movable is performed.

That is, it outputs a control signal that switches the directional control valve 45 to the neutral position 45a, and also outputs a signal that sets the linear solenoid valve 49 to the fully open state. Thereafter, the process returns to step 110 above.

On the other hand, in step 140, which is executed when it is determined that the left rotation angle THL is not equal to the right rotation angle THR, it is determined that the left rotation angle THL is turning, the left rotation angle THL is not equal to the right rotation angle THR.
- Determine whether or not it exceeds the IR. If the determination is affirmative, proceed to step 200; on the other hand, if the determination is negative, proceed to step 300.
Proceed to each. When the left rotation angle THL exceeds the right rotation angle THR, that is, in step 200, which is executed when turning to the right in which the left front wheel 16 becomes the outer wheel of the turn, the step 110 is executed after performing the right turn processing described later. Return to On the other hand, if the right rotation angle THR exceeds the left rotation angle THL, that is, in step 300, which is executed during a left turn in which the right front wheel 13 becomes the outer wheel of the turn, the above-mentioned step 110 is performed after performing left turn processing, which will be described later. Return to Thereafter, in this stabilizer control process, steps 110 to 300 described above are repeatedly executed.

Next, a 10th right turn process is executed when it is determined in the above stabilizer control process that a right turn is being made.
This will be explained based on the flowchart shown in the figure. First, in step 210, the left rotation angle THL is changed from the right rotation angle T I-
Subtract I R to get the torsion angle T of the front wheel side stabilizer bar 4.
Processing to calculate is performed. In the subsequent step 220, a process is performed to calculate the vehicle width direction acceleration LG according to a predetermined map using the vehicle speed S and the steering angle H''.

Note that the vehicle width direction acceleration LG may be calculated from the vehicle speed S and the steering angle H using an arithmetic expression. Here, when turning to the right, the vehicle width direction acceleration LG is determined as a positive value. Next, the process proceeds to step 230, in which a target torsion angle To is calculated using the vehicle width direction acceleration LG calculated in step 220 and according to a map as shown in FIG. Here, the target torsion angle To is as shown in FIG.
It changes as shown by the solid line in the figure in accordance with the change in the vehicle width direction acceleration LG. In FIG. 12, the broken line shows the relationship between the actual acceleration LG in the vehicle width direction and the torsion angle of the stabilizer bar 4 in a normal vehicle, and the dashed line shows the relationship when the piston 32 of the cylinder unit 8 is set to be movable. The relationship between the vehicle width direction acceleration LG and the torsion angle of the stabilizer bar 4 is shown. Further, the vehicle width direction acceleration value -L indicates the control limit when the cylinder unit 8 is extended or contracted to the full stroke position. ECU3 has ROMSb in advance
A map as shown in FIG. 12 is stored in the internal memory, and a target torsion angle TOIF is calculated based on the value of the vehicle width direction acceleration LG according to the map. In the subsequent step 240, the torsion angle T of the front wheel side stabilizer bar 4 is adjusted to the above-mentioned step 230.
In order to extend or contract the cylinder unit 8 so as to reach the target torsion angle To calculated in
5c, and further outputs a control signal instructing the linear solenoid valve 49 to open. Thereafter, the main right turn process is temporarily terminated, and the control shifts to the stabilizer control process described above.

Next, an eleventh left turn process is executed when it is determined in the above stabilizer control process that the left turn is being made.
This will be explained based on the flowchart shown in the figure. First, step 31 calculates the torsion angle T of the front wheel stabilizer bar 4.
0), calculate the vehicle width direction acceleration LG as a negative value according to the map (Step 320), and calculate the target torsion angle To based on the map shown in FIG. 12 (Step 330).
, a control signal is output to the direction control valve 45 and the four linear solenoid valves so that the torsion angle T of the front wheel stabilizer bar 4 becomes the target torsion angle To calculated in step 330 (step 340). Thereafter, the left turn processing is once terminated, and the control shifts to the stabilizer control processing described above.

In this embodiment, the rotation angle sensors 23 and 24 correspond to the rotation amount signal generating means M1, and the ECU 3 and the ECU
The processing executed in step 3 (steps 210 and 310) functions as calculation means M2.

As explained above, according to the present embodiment, unsprung vibration is generated based on the detection results of the rotation angle sensors 23 and 24 disposed on the vehicle body, which is less susceptible to the adverse effects of unsprung vibration with a high imaging frequency. Since it is configured to calculate the torsion angle T of the front wheel side stabilizer bar 4, the rotation angle sensor 23,
24 measurement accuracy, reliability and durability are increased.

In addition, the rubber bearings 5 and 6 of the front wheel side stabilizer bar 4
Since the torsion angle Ttfi can be determined simply by detecting the rotation angle at the support portion by the rotation angle sensors 23 and 24 via the links 24a and 24b, the device configuration can be simplified.

Roughly speaking, the vehicle height, which is the distance between the wheels and the vehicle body, and the turning direction of the vehicle can be detected by comparing the left rotation angle THL and the right rotation angle THR.

Also, when turning, the torsion angle T of the front wheel side stabilizer bar 4
The cylinder unit 8
Since the torsional elastic force of the front wheel stabilizer bar 4 is controlled to an optimum value by expanding or contracting the stabilizer bar 4, rolling that occurs during various turns can be suitably suppressed, improving maneuverability and stability as well as ride comfort. Ru.

Further, when it is determined that the vehicle is not turning, the cylinder unit 8 is set to be movable and the torsional elastic force of the front wheel stabilizer bar 4 is not exerted, so that road followability can be improved.

In this example, the rotation angle at the support portion of the front wheel stabilizer bar 4 by the rubber bearings 5 and 6 was measured by the rotation angle sensors 23 and 24 via links, respectively.

However, for example, as shown in FIG. 13, the rotational motion of the left and right support portions of the front wheel stabilizer bar 4 can be transmitted to the rotation angle sensors 23 and 24 via a gear shaft structure.

That is, as shown in FIG. 14, a drive gear 61 that rotates integrally with the front wheel stabilizer bar 4 and a driven gear 62 that meshes with the drive gear 61 are provided, and the rotation angle of the front wheel stabilizer bar 4 is adjusted to the rotation angle. Even when measured by the sensor 24, the same effects as in this embodiment are achieved. Here, it is preferable that the drive gear 61 and the driven gear 62 be configured as a scissor gear la structure to eliminate measurement errors due to backlash and the like. Further, for example, the drive gear 61 and the driven gear 62 do not need to be provided with teeth all around the circumference, and a 90° sector gear or the like may be used.

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 described in detail above, the stabilizer torsion detection device of the present invention is installed at two locations on the left and right in the vehicle width direction of the vehicle body, where only sprung vibration occurs, which has a much lower vibration frequency than the unsprung vibration. The calculation means is configured to determine whether the stabilizer is twisted or reversed based on the difference between the left and right side rotation amount signals output by the rotation amount signal generation means. Therefore, the torsion of the stabilizer that causes unsprung motion can be detected without being directly affected by unsprung vibrations with high vibration frequencies, which has the excellent effect of improving the reliability and durability of the device. .

Furthermore, torsion of the stabilizer can be detected accurately with a relatively simple configuration.

In general, since the amount of torsion of the stabilizer can be detected with high reliability and high accuracy, it is effective to use the detection result for vehicle attitude control such as anti-dialing and anti-spouting.

Furthermore, since changes in vehicle height can be easily recognized based on the detected torsion of the stabilizer, it can be suitably used for vehicle height detection.

[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 of an embodiment of the invention, Fig. 3 is an explanatory diagram of the rotation angle sensor, and Fig. 4 is a diagram illustrating the rotation angle sensor. A timing chart showing the relationship between the rotation angle and the twist angle,
FIG. 5 is a sectional view of the cylinder unit, FIG. 6 is an explanatory diagram showing the configuration of the hydraulic circuit and electronic control device, and FIGS. 7 and 8 are explanatory diagrams showing the operation of the embodiment. 9, 10, and 11 are flowcharts showing the same control, FIG. 12 is a graph showing the map, FIG. 13 is a schematic configuration diagram showing another embodiment of the present invention, and FIG. 14 is an explanatory diagram of the rotation angle sensor as well. Ml...Rotation amount signal generation means M2...Calculation means 1...Stabilizer control device 3...Electronic control unit (ECU) 3a...CPLI 23.24...Rotation angle sensor

Claims (1)

[Scope of Claims] 1. Mounting parts around the axis of the stabilizer in both the left and right mounting parts, which are provided at two left and right places in the vehicle width direction and rotatably support the stabilizer that connects the unsprung members of the left and right wheels of the vehicle. Differences between a rotation amount signal generation means that detects the rotation state independently on the left and right sides and generates a left rotation amount signal and a right rotation amount signal, respectively, and the left rotation amount signal and the right rotation amount signal generated by the rotation amount signal generation means. A stabilizer torsion amount detection device comprising: calculation means for calculating the torsion amount of the stabilizer based on the above.