JPS63180510A - Stabilizer controller - Google Patents

Abstract

PURPOSE:To suppress rolling upon sudden reverse steering operation by compensating in a reducing manner a decided designation speed and an aimed connection interval when it is judged to be a sudden reverse steering condition through the calculation of steering angle speed. CONSTITUTION:A control means M4 decides an indication speed and an aimed interconnection interval according to detection signals of a vehicle speed detection means M2 and a steering angle detection means M3 and then issues a command. A steering angle speed operation means M5 operates the steering angle speed through the steering angle detected and then the results is judged whether it is a sudden reverse steering or not. In the case that the result is a sudden reverse steering, a command is issued to a correction means M7 by which at least one of the indication speed or aimed interconnection interval decided by the control means M4 is corrected in a reducing manner. It is thus possible to restrain rolling at a sudden reverse steering time.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a stabilizer control device that is effective in suppressing rolling of a vehicle in a driving state where the steering direction is repeatedly reversed, such as meandering driving.

[Prior Art] When a vehicle turns, rolling occurs due to the action of centrifugal force. In this case, as the roll angle increases, the camber angle also changes, resulting in an increase in canvas thrust and a decrease in maneuverability and stability. Therefore, in order to maintain the turning state, it is necessary to perform corrective steering frequently. In order to suppress such rolling and improve maneuverability and stability, it is conceivable to set the spring constant of the suspension high, for example. However, in this case, impactful vibrations, such as when driving on rough roads, are not absorbed, and ride comfort deteriorates. Therefore, a vehicle is provided with a stabilizer that acts as a spring and generates a restoring force only when the suspension positions of the left and right wheels are different, in order to suppress rolling.

However, even if the vehicle is not rolling, for example, if one of the left and right wheels rides on a bump on the road surface, there will be a difference in the suspension position of the left and right wheels, so the stabilizer will generate torsional elastic force and act as a spring. It works. For this reason, the ride comfort deteriorates in the same way as when the spring constant of the suspension is set high. For example, the following techniques have been proposed as countermeasures against such inconveniences. In other words, (1) A hydraulic piston with a predetermined stroke is interposed between the arm that holds the left and right wheels and the mounting part at one end of the stabilizer, and when the vehicle is traveling straight ahead, the hydraulic piston is in a movable state to operate the stabilizer. ``An automobile stabilizer mounting device'' (Japanese Unexamined Patent Publication No. 131024/1983) that fixes the hydraulic piston and operates the stabilizer only when turning by sensing centrifugal force.

(2) The stabilizer and the wheel side member are connected by a cylinder unit in which two cylinder chambers are formed by a piston and a cylinder body, and both cylinder chambers are connected to a pressure fluid source via a switching valve. A "stabilizer device" that adjusts the fluid pressure to expand and contract the cylinder unit to actively control the vehicle's attitude and prevent rolling when turning the vehicle.
-64514).

[Problems to be Solved by the Invention] By the way, the above-mentioned conventional technology is effective in suppressing rolling of the vehicle during a so-called normal turning, which is a transition from a straight-ahead driving state to a turning driving state. That is, when the vehicle is traveling straight, the suspension positions of the left and right wheels are approximately equal. If the hydraulic piston is fixed in this state, or if the cylinder unit is expanded or contracted based on this state, the stabilizer will adjust according to the difference in suspension position between the left and right wheels that occurs as the transition to the turning state occurs. generates an appropriate torsional elastic force, and this torsional elastic force acts as a restoring force that suppresses rolling of the vehicle.

However, in driving conditions where the steering direction changes continuously,
For example, in meandering driving, so-called slalom driving, lane change driving, etc., the driving conditions are different from those in normal turning, so the conventional control described above is not necessarily effective. For example, at the start of steering in a predetermined direction, the stabilizer is twisted in a direction that suppresses rolling caused by the start of the steering by controlling the expansion and contraction of the cylinder unit. On the other hand, at the time of steering reversal following the start of the steering, expansion and contraction control of the cylinder unit is performed so as to twist the stabilizer in a direction that suppresses rolling caused by the steering reversal. In this case, since the direction of rolling occurring in the vehicle is opposite between the start of steering and the time of steering reversal, the direction of twisting the stabilizer, that is, the direction of expansion and contraction of the cylinder unit, is also opposite. However, since the stabilizer is twisted by a predetermined amount in a predetermined direction at the start of steering, an amount of elastic energy corresponding to the predetermined amount of twist is stored in the stabilizer. In this state, if the cylinder unit is controlled to extend or contract so that the stabilizer is suddenly twisted in the opposite direction when the steering is reversed,
The stabilizer consumes the elastic energy stored in the stabilizer and causes itself to be torsionally deformed by a predetermined amount in the same direction as the direction in which the cylinder unit is twisted by the expansion/contraction control of the cylinder unit at the time of the steering reversal. Such torsional deformation of the stabilizer due to consumption of the elastic energy stored in the stabilizer causes a difference in the suspension positions of the left and right wheels. Therefore, at the start of steering and the subsequent steering reversal, the amount and rate of change of the stabilizer torsion, that is,
If the cylinder unit is controlled to have the same expansion/contraction amount and expansion/contraction speed, when the steering is reversed, the stabilizer is twisted in a predetermined direction by a predetermined number of positions, and then the stabilizer is further twisted in the same direction. As a result, the stabilizer is twisted more than the amount of twist required to suppress the rolling caused by the steering reversal, due to the consumption of the elastic energy stored in the stabilizer, and the vehicle Excessive restoring force acts on

Therefore, due to the expansion/contraction control of the cylinder unit described above, the vehicle rolls in the opposite direction to the rolling that occurs when the steering is reversed. Furthermore, if the above-mentioned expansion/contraction control is applied to a vehicle in which the above-mentioned cylinder unit is provided only between the stabilizer of either the front wheel side or the rear wheel side and the unsprung member, the front wheel Due to the excessive restoring force generated only on one of the side or rear wheels, a yawing moment is generated due to a sudden change in the wheel load distribution of each wheel, which may cause the vehicle to yaw. As described above, the conventional technology does not give sufficient consideration to suppressing rolling in driving conditions where the steering wheel is continuously reversed. There was a problem in that it made the system unstable, leading to a decrease in maneuverability and stability.

Furthermore, due to the excessive restoring force generated by the expansion/contraction control of the cylinder unit at the time of steering reversal, the vehicle body undergoes shocking rocking motion that is unpleasant for the occupants, resulting in poor ride comfort.

SUMMARY OF THE INVENTION An object of the present invention is to provide a stabilizer control device that can suitably suppress unstable attitude changes such as rolling that occur in a vehicle even in a driving state where the steering direction is rapidly and frequently changed.

1. [Means for solving the problem] The present invention, which has been made to solve the above problem, has the following features: As illustrated in FIG. It is interposed between at least one of the unsprung members and a mounting portion of the stabilizer that faces the unsprung member, and the connection interval between the unsprung member and the mounting portion of the stabilizer that faces the unsprung member is commanded from the outside. a coupling means M1 that adjusts to a target coupling interval commanded from the outside according to a commanded speed; a vehicle speed detection means M2 that detects the speed of the vehicle; a steering angle detection means M3 that detects the steering angle of the vehicle; A stabilizer control device comprising: a control means M4 for instructing the coupling means M1 to specify an instruction speed and a target coupling interval determined according to the vehicle speed detected by the detection means M2 and the steering angle detected by the steering angle detection means M3; Roughly speaking, there is a steering angular velocity calculation means M5 which calculates the steering angular velocity based on the steering angle detected by the steering angle detection means M3, and a steering angular velocity calculation means M5 that calculates the steering angular velocity of the vehicle based on the steering angular velocity calculated by the steering angular velocity calculation means M5. determining means M6 for determining whether or not the steering state is a sudden reversal steering state in which the steering direction is reversed at a steering angular velocity exceeding a predetermined steering angular velocity; When it is determined that the stabilizer control device is present, the stabilizer control device is characterized in that it is provided with: a correction device M7 that corrects by decreasing at least one of the commanded speed or the target connection interval determined by the control device M4; It is.

The coupling means M1 is for adjusting the coupling interval between at least one of the unsprung members supporting the left and right wheels of the vehicle and the mounting portion of the stabilizer facing the unsprung member to a target coupling interval according to the indicated speed. be. For example, a cylinder installed on one side of an unsprung member and a mounting portion of the stabilizer facing the unsprung member, and a cylinder installed on the other of the unsprung member and the mounting portion of the stabilizer facing the unsprung member. a piston that is movably engaged with the above-mentioned cylinder;
It can be comprised of a hydraulic circuit that connects the upper and lower chambers of the cylinder divided by the piston and a hydraulic pressure source, a directional control valve and a flow prevention piece interposed in the hydraulic circuit.

The vehicle speed detection means M2 detects the speed of the vehicle. For example, it can be realized by a vehicle speed sensor provided in a speedometer or a vehicle speed sensor that detects the rotational speed of the output shaft of a transmission.

The steering angle detection means M3 detects the steering angle of the vehicle. For example, this can be realized by a steering angle sensor installed on the steering shaft that outputs an analog signal or a high-resolution digital signal.

The control means M4 determines and issues an instruction speed and a target connection interval according to the vehicle speed and steering angle. For example, calculate the vehicle width direction acceleration from the vehicle speed and steering angle,
The target connection interval can be determined based on the acceleration in the vehicle width direction, and the command speed can be determined in accordance with the target connection interval.

The above calculation and both determinations may be performed, for example, according to a map, or may be performed, for example, based on an arithmetic expression, or, for example, both a map and an arithmetic expression may be used.

The steering angular velocity calculation means M5 calculates the steering angular velocity based on the steering angle. For example, the steering angular velocity can be calculated by determining the change in steering angle per predetermined time.

The determining means M6 determines, based on the steering angular velocity, whether the steering state of the vehicle is in a sharp reversal steering state in which the steering direction is reversed at a steering angular velocity exceeding a predetermined steering angular velocity. For example, the sign of the steering angular velocity is reversed, and
It can be configured such that when the value of the steering angular velocity exceeds a predetermined steering angular velocity, it is determined that there is a sudden reversal steering state. Here, the sudden reversal steering state corresponds to, for example, a sudden turning back operation of the steering wheel during meandering driving or the like.

The correction means M7 is for reducing at least one of the commanded speed and the target connection distance determined by the control means M4 when it is determined that the steering state of the vehicle is in the sudden reversal steering state. For example, it can be constructed from a map or an arithmetic expression that calculates a commanded speed or a shorter target connection interval than the commanded speed or target connection interval determined by the control means M4 for the same vehicle speed and steering angle.

Alternatively, for example, it may be configured by a map or an arithmetic expression for calculating a value obtained by multiplying the commanded speed or target connection interval determined by the control means M4 by a predetermined reduction correction coefficient.

The control means M4, the steering angular velocity calculation means M5, the determination means M6, and the correction means M7 can be realized, for example, by independent logic circuits. Alternatively, for example, it may be configured as a logic operation circuit together with a well-known CPU, ROM, RAM, and other peripheral circuit elements, and implement the above-mentioned means according to a predetermined processing procedure.

[Function] As illustrated in FIG. 1, the stabilizer control device of the present invention has an instruction speed and a target coupling interval determined according to the vehicle speed detected by the vehicle speed detection means M2 and the steering angle detected by the steering angle detection means M3. When the control means M4 instructs the coupling means M1, the steering direction of the vehicle exceeds a predetermined steering angular velocity based on the steering angular velocity calculated by the steering angular velocity calculation means M5 from the steering angle detected by the steering angle detection means M3. When the determination means M6 determines that the steering direction is reversed at the steering angular velocity, the control means M4
The correcting means M7 operates to reduce at least one of the determined instruction speed or the target connection interval.

In other words, in a sudden reverse steering state where the steering direction suddenly changes, the command speed or target connection interval, which is a control command for adjusting the connection gap between the unsprung member and the mounting part of the stabilizer that faces the unsprung member, is required. At least one of them is corrected to decrease to prevent the stabilizer from twisting more than necessary due to the consumption of the elastic energy stored in the stabilizer before the change in the steering direction.

Therefore, the stabilizer control device of the present invention works to suppress the generation of excessive restoring force in the stabilizer during the steering reversal even in a running state where the steering reversal is performed continuously. 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.

The stabilizer control device 1 includes a front stabilizer device 2, a rear stabilizer device 3, a vehicle speed sensor 4 installed in a speedometer, a steering angle sensor 5 installed in a steering shaft, and a steering angle sensor 5 installed near the center of gravity of the vehicle. It is comprised of a vehicle width direction acceleration sensor 6 and an electronic control unit (hereinafter simply referred to as ECtJ) 7 that controls these.

The front stabilizer device 2 includes the left attachment part of the front stabilizer bar 8 and the lower arm 10 of the left front wheel 9.
A connection unit 14 consisting of a connection actuator 11 interposed between the connection actuator 11 and a valve actuator 13 that supplies pressurized oil pressurized by a hydraulic source 12 to the connection actuator 11; A stabilizer link 17 is provided to connect the lower arm 16 of the front wheel 15. On the other hand, the rear stabilizer device 3 includes a connecting actuator 21 interposed between the left attachment part of the rear stabilizer bar 18 and the lower arm 20 of the left rear wheel 19, and a connecting actuator 21 that is pressurized by the hydraulic source 12. It includes a connection unit 23 consisting of a valve actuator 22 that supplies pressure oil, and a stabilizer link 26 that connects between the right attachment part of the rear stabilizer bar 18 and the lower arm 25 of the right rear wheel 24.

Since the configurations of the connecting units 14 and 23 are similar, the connecting unit 14 will be explained based on FIG. 3 as an example. As shown in FIG. 3, the connection unit 14 includes a connection actuator 11 that adjusts the distance between the left mounting portion of the stabilizer bar 8 and the lower arm 10 according to the hydraulic pressure supplied from the valve actuator 13, and a connection actuator 11 that detects the distance. EC
The valve actuator 13 is provided with a displacement sensor lla outputting to U7 and a valve actuator 13 which supplies pressurized oil pressurized by a hydraulic power source 12 to the connecting actuator 11 under control of the ECU 7.

The connected actuator 11 includes a cylinder 31 filled with hydraulic oil, a seal member 32 that oil-tightly seals the upper opening of the cylinder 31, a piston 33 that is slidably fitted into the cylinder 31, and the piston. The piston rod 34 is fixed to the cylinder 33, and the cylinder 31 is divided into an upper chamber 35 and a lower chamber 36.

The bottom surface 37 of the cylinder 31 of the connected actuator 11 and the bottom surface 38 of the displacement sensor 11a are connected to the base plate 3.
9, and is fixed to the lower arm 1o via a bushing 40. On the other hand, the upper end of the piston rod 34 of the connecting actuator 11 is connected to the left mounting part of the stabilizer bar 8 via a bushing 41, and the displacement sensor 1 is connected to the left mounting part of the stabilizer bar 8 by an upper plate 42.
It is connected to the arm 43 of 1a. Therefore, the piston rod 34 and the arm 43 integrally interlock.

The above valve actuator 13 is ECU7h)
The flow rate control valve 51F (proportional solenoid valve) has an opening degree according to the duty ratio of the control signal output from the ECU 7, and the first position 52a, the second position 52b and the first position Directional control valve 5 switching to position 52a
2F (4-bottom, 3-position solenoid valve). In addition,
The flow rate control valve 51F is fully open when the duty ratio is O [%], the degree of opening increases as the duty ratio increases, and it is fully open when the duty ratio is 100 [%].

Further, the hydraulic power source 12 includes a hydraulic pump 61 and a reservoir 62 that stores hydraulic oil.

The connection unit 14 configured as described above operates as follows when the ECU 7 outputs control signals to the flow rate control valve 51F and the direction control valve 52F.

That is, when the directional control valve 52F is switched to the second position 52b, the hydraulic oil is supplied to the hydraulic pump 61, the pipe line 71,
Direction control valve 52F1 flows into the upper chamber 35 of the connecting actuator 11 through the pipe 72 and port 35a, while the hydraulic oil in the royal chamber 36 flows through the boat 36a, pipe 73, direction control valve 52F, and pipe 74. and flows out into the reservoir 62. Therefore, the piston 33 of the connecting actuator 11 moves in the direction shown by arrow A in the figure, and the stabilizer bar 8
The distance between the left mounting portion of the lower arm 10 and the lower arm 10 is reduced. In this case, among the hydraulic oil supplied from the hydraulic pump 61 to the upper chamber 35 and the hydraulic oil flowing out from the lower chamber 36 to the reservoir 62, the most hydraulic oil according to the opening degree of the flow control valve 51F is flow controlled. Reservoir 62 via valve 51F and conduit 75
leaks to.

Therefore, when the duty ratio of the control signal output to the flow control valve 51F is small, the opening degree of the flow control valve 51F is large and the amount of hydraulic oil flowing out to the reservoir 62 is large, so that the piston 33 of the connected actuator 11 movement speed becomes slower. On the other hand, from the ECU 7, the flow control valve 51F
When the duty ratio of the control signal output to is large, the opening degree of the flow control valve 51F is small and the amount of hydraulic oil flowing out to the reservoir 62 is also small, so the moving speed of the piston 33 of the connected actuator 11 becomes faster. .

Furthermore, when the direction control valve 52F is switched to the third position 52C, the hydraulic oil flows into the lower chamber 36 of the connecting actuator 11 via the hydraulic pump 61, the pipe line 71, the direction control valve 52F1 pipe line 73, and the port 36a. Inflow, while upper chamber 35
The hydraulic oil in the boat 35a, the pipe line 72, and the directional control valve 52
F, flows into reservoir 62 via line 74. Therefore, the piston 33 of the coupling actuator 11 moves in the direction shown by arrow B in the same figure, and the distance between the left mounting portion of the stabilizer bar 8 and the lower arm 10 increases. In addition,
Also in this case, if the duty ratio of the control signal output from the ECU 7 to the flow rate control valve 51F is small, the piston 3
The moving speed of piston 33 becomes slow, while when the duty ratio is large, the moving speed of piston 33 becomes fast. In this way, the stabilizer bar 8 is controlled by the connecting actuator 11.
By changing the distance between the left mounting portion of the stabilizer bar 8 and the lower arm 10, the torsional elastic force generated by the stabilizer bar 8 is changed depending on the driving condition, thereby suppressing rolling of the vehicle.

The above-mentioned ECU 7 includes a CPU 7a as shown in FIG.
, ROM7b, and RAM7c as a logic operation circuit, and is connected to an input/output section 7e via a common bus 7d, and receives signals from each sensor via the input/output section 7e, as well as a flow rate control valve 51F, A control signal is output to the 51R1 direction control valves 52F and 52R.

Next, the stabilizer control process executed by the EECLI 7 will be explained based on the flowchart shown in FIG. This stabilizer control process is started when the ECU 7 is activated, and is repeatedly executed at predetermined time intervals.

First, in step 100, a process is performed to read the vehicle speed (2) detected by the vehicle speed sensor 4 and the steering angle θn detected by the steering angle sensor 5. Note that since the detection result of the steering angle sensor 5 is output as an analog signal, in this embodiment, the voltage of the analog signal output by the steering angle sensor 5 is 0 [V
] or more and less than 2.5 [V], when steering to the left, 2.5 [V]
If it is greater than 5 [V] and less than 5 [V], it is determined that the vehicle is steering to the right.

In addition, if the voltage of the analog signal is 2.5 [V],
It is determined that the steering wheel is in the neutral position. In the subsequent step 110, the steering angular velocity dθ/dt is calculated by the following formula (1 ) is calculated as follows.

dθ/dt=(θn-θn-1>/T...<'
l) Next, the process proceeds to step 120, where the estimated vehicle width direction acceleration G is calculated as shown in the following equation (2) based on the vehicle speed V and steering angle θn read in step 100.

G=ca(θn,y)...(2
) However, the function q is the product of the steering angle θn and a constant, and the vehicle speed V
This defines the relationship for dividing the power of .

In subsequent step 130, the sign of the steering angular velocity dθ/dt calculated in step 110 is determined,
If the judgment is affirmative, the process proceeds to step 140, while if the judgment is negative, the process proceeds to step 160. Step 130 above
Step 1 is executed when it is determined that the value of the steering angular velocity dθ/dt is positive, that is, there is no change in the steering direction.
40, a process of calculating a target stroke amount SO corresponding to the movement amount of both pistons of the connected actuator 11.21 as shown in the following equation (3) based on the estimated vehicle width direction acceleration G calculated in step 120 above. will be carried out.

5O=GXKO...(3) However, KO is a constant. In the following step 150, the flow control valve 51F corresponds to the moving speed of both pistons of the coupling actuator 11.21.

The duty ratio Do of the control signal to 51R is calculated based on the target stroke amount SO calculated in step 140 as shown in the following equation (4).

DO=do (So)...(
4) However, the function do is an increasing function.

Next, the process proceeds to step 190, and in accordance with the target stroke amount SO calculated in step 140, a control signal is sent to the directional control valves 52F and 52R to switch the positions of the directional control valves 52F and 52R to positions where both pistons of the connected actuator 11.21 are moved. 52F.

Processing for outputting to 52R is performed. Next step 19
5, the duty ratio D calculated in step 150 above is
After performing a process of outputting a control signal according to o to the flow rate control valves 51F and 51R, this stabilizer control process is temporarily terminated. Above steps 140, 150, 190, 19
5, the distance between the mounting portions of both the front and rear stabilizer bars 8.18 and the lower arms 10.20 facing each is adjusted,
, 18 provides a restoring force that suppresses the rolling that occurs in the vehicle as it turns.

On the other hand, in step 160, which is executed when it is determined in step 130 that the value of the steering angular velocity dθ/dt is negative, that is, the steering direction has been reversed, the absolute value 1dθ/dtl of the steering angular velocity is determined in advance. It is determined whether or not the reference angular velocity exceeds the reference angular velocity, and if an affirmative determination is made, step 170
, and on the other hand, step 14, which has already been described, will be determined in the negative.
After 0,150, 190, 195, this stabilizer control process is temporarily terminated.

In step 160 above, the absolute value of the steering angular velocity is 1dθ/dt.
When it is determined that l exceeds a predetermined reference angular velocity, it is assumed that a sudden reverse steering has been performed, and the process proceeds to step 170.

In step 170, a target stroke ff1 corresponding to the amount of movement of both pistons of the connected actuator 11゜21 is determined.
A process is performed to calculate s1 as shown in the following equation (5).

51=GXK1 (5) Here, the constant 1 is set to a value smaller than the constant KO in the above equation (3). Therefore, the target stroke amount S1 calculated using the above equation (5) is a smaller value than the target stroke amount SO calculated based on the above equation (3). In the subsequent step 180, the duty ratio D1 of the control signal to the flow rate control valves 51F and 51R is determined, which corresponds to the moving speed of both pistons of the connecting actuators 11 and 21.
is calculated as shown in the following equation (6) based on step 170T - the calculated target stroke value S1.

D1=d1 (31) ...(6
) Here, the function d1 is an increasing function, but its rate of increase is set smaller than the function do of the above equation (4).

Next, the process proceeds to step 190, and the directional control valve 52F is moved to a position where both pistons of the coupling actuator 11.21 are moved according to the target stroke 181 calculated in the step 17σ.

A control signal for switching the position of 52R is sent to the directional control valve 52.
Processing for outputting to F and 52R is performed.

In subsequent step 195, a control signal corresponding to the duty ratio D1 calculated in step 180 is applied to the flow rate control valve 51.
After performing the process of outputting to F and 51R, this stabilizer control process is temporarily terminated.

In this way, when a sudden reverse steering is performed, steps 170, 180. ．． 190 and 195 treatments, front and rear stabilizer bars 8.1
The distance between the mounting portions 8 and the lower arms 10 and 20 facing each other is adjusted by reducing the amount and speed of piston movement compared to when the steering direction does not change.
Ru. Therefore, the torsion of the stabilizer bars 8, 18 is reduced, and the restoring force acting on the vehicle is also reduced. From then on,
This stabilizer control process includes steps 100 to 19 described above.
Repeat step 5.

In this embodiment, the connecting units 14 and 23 correspond to the connecting means M1, the vehicle speed sensor 4 corresponds to the vehicle speed detecting means M2, and the steering angle sensor 5 corresponds to the steering angle detecting means M3. Also, among the processes executed by the ECLJ7 and the ECU7, (
Steps 120, 140, 150, 190, 195> serve as the control means M4, (Step 110) serve as the steering angular velocity calculation means M5, (Step 130, 160> serve as the determination means M6, and (Step 170, 180> serve as the correction means). Each functions as M7.

As explained above, in this embodiment, the steering angular velocity dθ/dt
is negative, and the absolute value of the steering angular velocity is 1dθ/dt
When l exceeds the reference angular velocity, it is assumed that a sudden steering reversal has occurred, and a target stroke amount corresponding to the movement amount of both pistons of the connected actuator 11.21 and a duty ratio corresponding to the movement speed of both pistons are set. Both values are configured to be changed to small values. For this reason, even when sudden reverse steering is performed, unnecessary twisting of the stabilizer due to the consumption of the elastic energy stored in the stabilizer is suppressed, and excessive restoring force is prevented from acting on the vehicle. For example, unstable changes in the vehicle's posture, such as rolling or yawing, can be suppressed during slalom driving or lane changes.

Furthermore, even in special driving conditions where rapid reverse steering is repeated, the vehicle attitude can always be maintained at an optimum level.

Furthermore, even if a sudden steering reversal is performed, the movement speed and amount of movement of both pistons of the connected actuators I'l and 2'l are changed to small values, so that the stabilizer bar 8,
Since the rolling back caused by the excessive torsional elastic force generated by the roller 18 does not occur, the riding comfort of the vehicle is also improved.

In this embodiment, when a sudden steering reversal is performed, both the moving speed and the moving amount of both pistons of the coupling actuator 11.21 are changed to small values. but,
For example, it may be configured to reduce only either the moving speed or the moving amount.

Furthermore, in this embodiment, a case will be described in which a connecting actuator 11° 21 is interposed between the left mounting part of the front stabilizer bar 8 and the lower arm 10 and between the left mounting part of the rear stabilizer bar 18 and the lower arm 20. did. However, for example, a vehicle is equipped with a connecting actuator on only one of the front or rear stabilizer bar attachment portions, or both left and right attachment portions of the front stabilizer bar 8 and the rear stabilizer bar 18 are equipped with a connecting actuator.
Even in a vehicle in which connected actuators are installed at various locations on both the left and right mounting portions of the piston, when a sudden steering reversal is performed, control is performed to reduce at least one of the moving speed or the moving amount of each piston. , the same effect as this embodiment is achieved.

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

As detailed above, the stabilizer control device of the present invention has the following features:
When the steering direction is in a running state where the steering direction changes rapidly, at least 9 of the commanded speed or target connection interval, which is a control command for adjusting the connection interval between the unsprung member and the mounting part of the stabilizer that faces the unsprung member, It is configured to reduce and correct one of the two. This prevents the stabilizer from twisting more than necessary due to torsional deformation of the stabilizer caused by the consumption of the elastic energy stored in the stabilizer before the change in the turning direction, and controls the adjustment of the connection interval when the steering is reversed. This eliminates the generation of excessive restoring force associated with this, so it is possible to improve the maneuverability and stability of the vehicle by constantly sufficiently suppressing unstable changes in the vehicle's attitude during driving conditions where the steering direction changes suddenly and frequently. It has this excellent effect.

That is, for example, even when the vehicle continues to drive in a meandering manner, it is possible to achieve the remarkable effect of realizing optimal attitude control that does not cause rolling or yawing of the vehicle.

Furthermore, since excessive restoring force is prevented from being generated due to the adjustment control of the connection interval when the steering is reversed, there is no shocking backlash that is uncomfortable for the occupants, and the ride comfort of the vehicle during meandering driving is also improved.

[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 present invention, FIG. 3 is an explanatory diagram showing the configuration of the connection unit, and FIG. The figure is also a block diagram showing the configuration of the electronic control device, No. 5
The figure is also a flowchart showing the control. Ml...Connection means M2...Vehicle speed detection means M3...Steering angle detection means M4...Control means M5...Steering angular velocity calculation means M6...Judgment means Ml...Correction means 1... - Stabilizer control device 4...Vehicle speed sensor 5...Steering angle sensor 7...Electronic control unit (ECU) 7a...CPU 14.23...Connection unit

Claims (1)

[Scope of Claims] 1. A vehicle that is interposed between at least one of both unsprung members that support left and right wheels of a vehicle and a mounting portion of a stabilizer that faces the unsprung member, and that is connected to the unsprung member and the spring of the stabilizer. a connecting means that adjusts a connecting interval between the mounting portion facing the lower member to a target connecting interval that is commanded from the outside in accordance with an instruction speed commanded from the outside; and a vehicle speed detecting means that detects the speed of the vehicle; A steering angle detection means for detecting the steering angle of the vehicle; and a command speed and a target connection interval determined according to the vehicle speed detected by the vehicle speed detection means and the steering angle detected by the steering angle detection means, to the coupling means. A stabilizer control device comprising: a control means for calculating a steering angular velocity based on the steering angle detected by the steering angle detecting means; determining means for determining, based on the angular velocity, whether or not the steering state of the vehicle is in a sudden reversal steering state in which the steering direction is reversed at a steering angular velocity exceeding a predetermined steering angular velocity; When it is determined that the vehicle is in a sudden reverse steering state,
A stabilizer control device comprising: correction means for decreasing at least one of the commanded speed and the target connection interval determined by the control means.