JPS63279917A - Stabilizer control device - Google Patents

Abstract

PURPOSE:To improve riding sensation by a method wherein a twist amount of a stabilizer is varied to a twist amount, responding to a car speed and a steering angle, at a given command speed during turn running, and during straight running, it is held at a neutral twist amount at a command speed on which delay correction is made. CONSTITUTION:A car speed and a steering angle are inputted to a deciding means M4 from detecting means M2 and M3, it is decided whether a car is in a straight running state or in a turn running state. When in a turn running state, a control means M5 computes the target twist angle of a stabilizer from the car speed and the steering angle to output a command to vary a twist angle at a given command speed to a twist amount regulating means M1. Meanwhile, when in a straight running state, after a delay holding means M6 varies a twist amount of the stabilizer to a neutral twist amount at a delay command speed by which delay correction is applied on a given command speed, a command, by which a twist amount is held at a neutral value is outputted to the twist amount regulating means M1. This constitution suppresses vibration in a rolling direction due to holding of a stabilizer in a neutral state during straight running, and improves riding sensation.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a stabilizer control device that is effective for improving ride comfort when a vehicle is running at low speed or when it is running straight.

[Prior Art] When a vehicle shifts to a turning state, 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 running 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 those caused when traveling on a long road are not absorbed, resulting in a decrease in ride comfort. 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 runs over 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 spring It acts as. For this reason, the ride comfort deteriorates in the same way as when the spring constant of the suspension is set high. As a countermeasure against such defects, for example, a ``vehicle stabilizer mounting device'' (Japanese Patent Application Laid-Open No. 131024/1983) has been proposed. That is, a hydraulic piston having a predetermined stroke is interposed between the arm that holds the left and right wheels and the attachment part at one end of the stabilizer, and during normal straight-ahead driving, the hydraulic piston is in a movable state to operate the stabilizer. This technology detects centrifugal force to keep the hydraulic piston in a fixed state and act as a stabilizer only when the vehicle is turning.

[Problems to be Solved by the Invention] In the above-mentioned prior art, when traveling straight, the hydraulic piston is set in a movable state and the stabilizer is not activated in consideration of improving riding comfort. However, even when the vehicle is traveling straight, a moment that causes rolling acts on the vehicle due to the height difference between the left and right wheels caused by unevenness of the road surface. Therefore, if the stabilizer is not used at all when the vehicle is traveling straight, there is a problem in that the stability of the vehicle is reduced. This means that when driving straight at high speed,
This was especially noticeable.

Furthermore, since the stability of the vehicle is reduced as described above, the driver is required to frequently perform corrective steering even when the vehicle is traveling straight. However, this has caused the problem of complicating the operation of driving the vehicle and increasing the burden on the driver.

Furthermore, when the vehicle is turning on a rough road, the suspension positions of the left and right wheels may differ greatly from □ due to overcoming irregularities on the road surface, etc. At such times, the stabilizer generates torsional elastic force even when the hole for setting the hydraulic piston in a fixed state is equal to the suspension position of the left and right wheels. Therefore, with simple control such as switching the hydraulic piston between a fixed state and a movable state, the stabilizer may act to increase the rolling of the vehicle, and there is also the problem that rolling cannot be effectively suppressed at all times. Ta.

As a countermeasure for each of the above-mentioned problems, for example, when the vehicle is running in a corner, the stabilizer is actively twisted to a target amount of twist corresponding to the cornering running state, while when the vehicle is running in a straight line, the stabilizer is twisted between the left and right wheels. An improved technique for maintaining the suspension in a neutral state, where the suspension positions are equal, was also studied.

By the way, in order to effectively suppress the rolling of the vehicle in the turning state using the improved technique described above, the stabilizer must be quickly twisted to the target amount of twist, that is,
It is necessary to move the hydraulic piston at maximum speed to improve control responsiveness.

On the other hand, in order to maintain the stabilizer in a neutral state when traveling straight, for example, if the hydraulic piston moves due to leakage of hydraulic fluid from various valves inside the cylinder or in the hydraulic circuit, the stabilizer moves away from the neutral state. Sometimes it is necessary to return to a predetermined neutral state. In such a case, if the hydraulic piston is moved at the same maximum speed as in the turning state to return the stabilizer to the neutral state, shocking vibrations in the roll direction will occur due to sudden stabilization of the stabilizer to maintain the neutral state. It is conceivable that this may occur, causing a sudden change in attitude of the vehicle in the roll direction.

This becomes a factor that reduces ride comfort when the vehicle is traveling straight. The above phenomenon occurs, for example, when the resolution of the detector that detects the position of the hydraulic piston is low and positional deviation cannot be detected until the hydraulic piston moves to a position far away from the neutral state, or It has also been found that this phenomenon is particularly noticeable when the amount of movement required to return the hydraulic piston to the neutral state is large, such as when starting a vehicle's internal combustion engine. In addition, when unexpected vibrations in the roll direction occur in the vehicle as described above in a straight-line running state where rolling is relatively less likely to occur, this vibration is extremely uncomfortable for the occupants, and it is difficult to maintain the straight-line running state. Furthermore, the driver is required to perform corrective steering frequently, which increases the burden on the driver and may reduce the drivability of the vehicle. In this way, the above-mentioned improved technology is still not sufficient.

SUMMARY OF THE INVENTION An object of the present invention is to provide a stabilizer control device that is effective in improving ride comfort by suitably suppressing vibrations in the roll direction caused by stabilizer neutral state maintenance control when a vehicle is running straight.

[Means for solving the problem] The present invention, which was made in order to solve the above-mentioned gap, as illustrated in FIG. a torsion amount adjusting means Ml for adjusting the amount of torsion of the stabilizer coupled to the stabilizer to an amount of torsion commanded from the outside in accordance with an instruction speed commanded from the outside; a vehicle speed detection means M2 for detecting the speed of the vehicle; a steering angle detecting means M3 for detecting a steering angle of the vehicle; and a vehicle speed detected by the vehicle speed detecting means M2 and a steering angle detected by the steering angle detecting means M3. and is in a turning driving state where the steering angle is greater than or equal to a predetermined steering angle, or is in a straight traveling state where the vehicle speed is less than a predetermined vehicle speed and a steering angle is less than a predetermined steering angle. and when the determining means M4 determines that the vehicle is in a turning state, the torsion amount of the stabilizer is determined based on the vehicle speed detected by the vehicle speed detecting means M2 and the steering detected by the steering angle detecting means M3. a control means M5 that outputs a command to the twist amount adjusting means M1 to change the target twist amount determined according to the angle at a predetermined instruction speed; After changing the torsion amount of the stabilizer to a neutral torsion amount that equalizes the suspension positions of the left and right wheels of the vehicle at a delayed command speed obtained by delay-correcting the predetermined command speed, a command to maintain the neutral torsion amount is changed to a neutral torsion amount that equalizes the suspension positions of the left and right wheels of the vehicle. The gist of the present invention is a stabilizer control device characterized by comprising: a delay holding means M6 that outputs an output to the amount adjusting means Ml;

The torsion amount adjusting means M1 is for adjusting the amount of torsion of the stabilizer that connects both unsprung members supporting the left and right wheels of the vehicle to the amount of torsion commanded from the outside in accordance with an instruction speed commanded from the outside. .

For example, a cylinder is installed on one side of the unsprung member and the mounting part of the stabilizer that faces the unsprung member, and a cylinder is installed on the other of the unsprung member and the mounting part of the stabilizer that faces the unsprung member. a piston that is slidably fitted into the cylinder; a hydraulic circuit that connects an upper chamber and a lower chamber of the cylinder separated by the piston with a hydraulic pressure source;
This can be realized by a directional control valve and a flow rate control valve installed in the hydraulic circuit. Here, the flow control valve may be a near solenoid valve that continuously changes its opening degree according to a duty ratio transmitted from the outside, or may be opened by a stepping motor that operates according to a pulse rate transmitted from the outside. A control valve that performs degree control may also be used. moreover,
The functions performed by the flow rate control valve as described above can be achieved by, for example, providing a three-position valve with an orifice or a ridge such as a choke at a predetermined position, and a communicating hole without a restriction at a position other than the predetermined position. This can also be done by switching between the two positions using a switching valve. With this configuration, the flow rate can be controlled by simple switching control. Further, it is preferable to provide an orifice rather than a choke because it is not affected by the viscosity (temperature) of the working fluid. Further, for example, a cylinder and a piston having a structure similar to a well-known variable damping force shock absorber are installed between the unsprung member and the mounting part of the stabilizer facing the unsprung member, and the control is manually operated from the outside. By increasing or decreasing the opening area of the orifice provided in the piston according to the signal,
A connecting actuator that can change the sliding distance and sliding speed of the piston may be provided. moreover,
For example, a configuration in which the vertical position and movement speed of the two left and right bearing parts that attach the stabilizer to the vehicle body and their movement speed are changed by a hydraulic actuator disposed on the vehicle body side;
Alternatively, a configuration may be adopted in which a hydraulic actuator is disposed on the vehicle body near the bearing and actively twists the stabilizer at a designated speed. In this way, when the hydraulic actuator is installed on the vehicle body side, that is, on the sprung mass, the frequency of the sprung mass vibration (
approximately 1 to 2 [Hz]) is the frequency of unsprung vibration (approximately 10 to 2
0 [Hz]), the durability and reliability of the hydraulic actuator can be improved.

The vehicle speed detection means M2 detects the speed of the vehicle. For example, it can be realized by a vehicle speed sensor provided inside 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, a potentiometer that is installed on the steering shaft and outputs the amount of steering as an analog signal;
Alternatively, it can be realized by a steering angle sensor such as a rotary encoder that outputs a high-resolution digital signal.

The determining means M4 is whether the vehicle is in a turning state where the vehicle speed is a predetermined vehicle speed or more and the steering angle is a predetermined steering angle or more, or the vehicle speed is less than the predetermined vehicle speed, and This is to determine whether the vehicle is in a straight-ahead running state where the steering angle is less than a predetermined steering angle. For example, the determination can be made based on an arithmetic expression that defines the relationship between vehicle speed and steering angle, or a map.

The control means M5 outputs a command to change the amount of twist of the stabilizer to a target amount of twist determined according to the vehicle speed and steering angle at a predetermined instruction speed when it is determined that the vehicle is in a turning state. be.

For example, the moving load between the inner and outer wheels in a cornering state is determined based on the vehicle speed and steering angle, and the target torsion amount of the stabilizer is determined to suppress the tilting (so-called rolling) of the vehicle body caused by the deflection of the suspension system caused by the moving load. is calculated, and a command to quickly and actively twist the stabilizer by the target twist amount is output (so-called Active C).
ontr.

Do l. ).

The delay holding means M6 means that when it is determined that the vehicle is in a straight-ahead running state, the predetermined commanded speed is corrected by delay so that the torsion amount of the stabilizer is a neutral torsion amount that equalizes the suspension positions of the left and right wheels of the vehicle. After changing with delay instruction ° speed,
It outputs a command to maintain the neutral twist amount. Here, the amount of neutral twist means that the wheels are in the standard state of the vehicle (
This is a state in which the amount of twist of the stabilizer when the stabilizer is in the suspended position in a stopped state on a flat road or a steady running state on a flat road, that is, the amount of twist is almost zero. for example,
When adjusting the amount of twist of the stabilizer using an actuator consisting of a cylinder and a piston, the piston is gradually moved to a predetermined neutral stroke position at low speed, and then a command is issued to fix the piston at the neutral stroke position. Can be configured to output.

The determination means M4, the control means M5 and the delay holding means M
6 can be realized, for example, by independent discrete logic circuits. Further, 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 allows the running state of the vehicle to be adjusted to a predetermined value based on 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 determining means M4 determines that the vehicle is in a turning state where the vehicle speed is higher than the vehicle speed and the steering angle is equal to or higher than the predetermined steering angle, the amount of twist of the stabilizer is determined based on the vehicle speed and steering detected by the vehicle speed detecting means M2. Angle detection means M3
The control means M5 outputs a command to change the amount of twist at a predetermined instruction speed to the target amount of twist determined according to the detected steering angle to the amount of twist adjustment means M1; , and when the determination means M4 determines that the vehicle is in a straight-ahead running state with a steering angle less than the predetermined steering angle, the amount of torsion of the stabilizer is adjusted to the predetermined amount of neutral torsion that equalizes the suspension positions of the left and right wheels of the vehicle. After changing the commanded speed to the delayed commanded speed obtained by delay correction, the delay holding means M6 outputs a command to maintain the neutral twist amount to the twist amount adjusting means M1.

In other words, when driving in a corner, the amount of torsion of the stabilizer is quickly adjusted to the target amount of torsion determined according to the state of turning to actively generate a restoring force, but when driving in a straight line, the amount of torsion of the stabilizer is is gradually changed to a neutral torsion amount that can supply approximately equal restoring force to the left and right wheels, and then held.

Therefore, the stabilizer control device of the present invention works to suitably prevent a sudden change in the vehicle attitude due to a change in the amount of twist of the stabilizer when the vehicle is traveling straight. The technical problems of the present invention are solved by each component of the present invention acting as described above.

[Embodiment] Next, a preferred embodiment 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 the figure, the stabilizer control device 1 includes a front stabilizer device 2, a vehicle speed sensor 3 installed inside the speedometer to detect the vehicle speed, a steering angle sensor 4 attached to the steering shaft to detect the steering angle, and It is comprised of an electronic control unit (hereinafter simply referred to as ECU) 5 that controls these.

The front stabilizer device 2 includes a connecting actuator 9 interposed between the left attachment part of the front stabilizer bar 6 and the lower arm 8 of the left front wheel 7, and a connecting actuator 9 that is supplied with pressurized oil pressurized by a hydraulic source 10. A coupling unit 12 consisting of a supply valve actuator 11
, is provided with a stabilizer link 15 that connects between the right attachment part of the front stabilizer bar 6 and the lower arm 14 of the right front wheel 13.

On the other hand, there is a stabilizer link 19 between the left attachment part of the rear stabilizer bar 16 and the lower arm 18 of the left rear wheel 17, and there is a stabilizer link 19 between the right attachment part of the rear stabilizer bar 16 and the lower arm 21 of the right rear wheel 20. Each is connected by a stabilizer link 22.

Next, the configuration of the connection unit 12 will be explained based on FIG. 3. The connection unit 12, as shown in FIG.
A connecting actuator 9 adjusts the distance (stroke amount) between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 according to the pressure oil supplied from the valve actuator 11, and the ECU 3 detects the stroke amount.
The valve actuator 11 supplies the connecting actuator 9 with pressurized oil pressurized by the oil pressure source 10 under the control of the ECU 3.

The connected actuator 9 includes a cylinder 31 filled with hydraulic oil, a seal member 32 that oil-tightly seals the top 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 connecting actuator 9 and the bottom surface 38 of the displacement sensor 9a are positioned flush with each other by the base plate 3, and are fixed to the lower arm 8 via a bushing 40.

On the other hand, the piston rod 34 of the connecting actuator 9
The upper end portion is connected to the left mounting portion of the front stabilizer bar 6 via a bushing 41, and is also connected to the arm 43 of the displacement sensor 9a via an upper plate 42. Therefore, the piston rod 34 and the arm 43 integrally interlock. In this way, the displacement sensor 9a detects the distance (stroke amount) between the front stabilizer bar 6 and the lower arm 8.

The valve actuator 11 operates at a cutoff position 51a and at a stop position 5 in accordance with a control law signal output from the ECU 3.
A switching valve (4-bottom, 3-position solenoid valve) 51 switches between three positions: 1b and a communication position 51c, and a first position 52a and a second position 52 according to a control signal output from the ECU 3.
A directional control valve (4-bottom, 3-position solenoid valve) 52 that can be switched to three positions: b and a third position 52c is provided. Note that when the switching valve 51 is switched to the communication position 51c,
A predetermined flow rate determined by the inner diameter of the communication hole is allowed to flow, and when switched to the crest position 51b, the flow rate is reduced from the predetermined flow rate by orifices 51b1 and 51b2 provided in the communication hole.

The hydraulic power source 10 also includes a hydraulic pump 61 that operates by being transmitted with power from the same drive shaft as a hydraulic pump that supplies pressure oil to a power steering device (not shown), and a reservoir 62 that stores hydraulic oil.

In the connection unit 12 having the above configuration, the ECU 3 is connected to the switching valve 51.
By outputting a control signal to the direction control valve 52, it operates as follows.

That is, when the switching valve 51 is switched to the cutoff position 51a and the directional control valve 52 is switched to the first position 52a, the hydraulic fluid flows through the hydraulic pump 61, the pipe 71, the directional control valve 52, and the pipe 72. , and return to the reservoir 62 via.

Furthermore, the hydraulic circuit connecting the upper chamber 35 and lower chamber 36 of the cylinder 31 of the coupling actuator 9 is also shut off by the switching valve 51 . Therefore, the cylinder 33 is fixed at the current position, and the distance (stroke amount) between the front stabilizer bar 6 and the lower arm 8 is maintained at a constant distance.

Further, when the switching valve 51 is switched to the communication position 51c and the directional control valve 52 is switched to the second position 52b, the hydraulic oil is transferred to the hydraulic pump 61, the pipe line 71, the directional control valve 52, and the switching valve 51. , the connected actuator 9 without receiving large flow resistance through the conduit 73 and the boat 35a.
The hydraulic oil inside the lower chamber 36 flows into the upper chamber 35, while the hydraulic oil flows through the boat 36a, the pipe 74, the switching valve 51, the directional control valve 52,
It also flows out via line 72 into reservoir 62 without encountering large flow resistance. Therefore, the piston 33 of the coupling actuator 9 quickly moves in the direction shown by arrow A in the same figure, and the distance (stroke amount) between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 quickly decreases.

At this time, when the switching valve 51 is switched to the stop position 51b, the hydraulic oil is transferred to the connecting actuator 9 via the hydraulic pump 61, the pipe line 71, the direction control valve 52, the switching valve 51, the pipe line 73, and the bow) 35a. It flows into the upper chamber 35, but at this time,
The flow rate decreases due to large flow resistance due to the orifices 51b1 and 51b2. On the other hand, the hydraulic oil inside the lower chamber 36 is transferred to the boat 36a, the pipe line 74, the switching valve 51, and the direction control valve 52.
, flows out to the reservoir 62 via the conduit 72, but is similarly subjected to large flow resistance and the flow rate decreases. therefore,
The piston 33 of the connecting actuator 9 moves at a relatively low speed in the direction shown by arrow A in the figure, and the distance (stroke amount) between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 gradually decreases.

Furthermore, the switching valve 51 is switched to the communication position 51c,
In addition, when the directional control valve 52 is switched to the third position 52c, the hydraulic oil flows through the hydraulic pump 61, the pipe 71, the directional control valve 52, the switching valve 51, the pipe 74, and the bow) 36a. The hydraulic oil in the upper chamber 35 flows into the lower chamber 36 of the connected actuator 9 without resistance, while the hydraulic oil inside the upper chamber 35 flows through the boat 35a, the pipe 73, the switching valve 51, and the directional control valve 52.
, flows into the reservoir 62 via the conduit 72 without encountering any significant flow resistance. Therefore, the piston 33 of the coupling actuator 9 moves quickly in the direction shown by arrow B in the same figure, and the distance (stroke amount) between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 quickly increases.

At this time, when the switching valve 51 is switched to the stop position 51b, the hydraulic oil is transferred to the connecting actuator 9 via the hydraulic pump 61, the pipe line 71, the direction control valve 52, the switching valve 51, the pipe line 74, and the bow) 36a. There are 9M people in the lower chamber 36, but at this time, the orifice 51BL.

51b2 causes a large flow resistance and the flow rate decreases. On the other hand, the hydraulic oil inside the upper chamber 35 flows through the boat 35a and the pipe 7.
3. The liquid flows out into the reservoir 62 via the switching valve 51, the direction control valve 52, and the pipe 72, but the flow rate decreases due to the same large flow resistance. Therefore, the coupled actuator 9
The piston 33 moves at a relatively low speed in the direction shown by arrow B in the figure, and the distance (stroke amount) between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 gradually increases.

As shown in FIG. 4, the ECU 3 described above includes a CPU 5a.
, ROM 5b, and RAM 5c as a logic operation circuit, and is connected to a human output section δe via a common bus 5d to perform human output with the outside. The detection signals of each of the above-mentioned sensors are input to the CPU 5a via the human output section 5e, and the CPU 5a outputs control signals to the switching valve 51 and the direction control valve 52 via the human output section 5e.

Next, the front stabilizer is necessary to suppress the rolling that occurs when the vehicle transitions into a turning state.
Calculation of the distance between the bar 6 and the lower arm 8, that is, the target stroke ff1sG, will be explained based on FIG. 5.

As shown in FIG. 5, a case is assumed in which the vehicle is turning around a turning center O. At this time, the lateral acceleration α acting on the front turning outer wheel 7 as the vehicle turns is expressed by the following equation (1).

α=V2/R... (1) However, ■: vehicle speed, R: turning radius.

Further, the radius of rotation R can be described as in the following equations (2) and (3).

R=L/SI N (β)+d... (2) β
=θ×N (3) where L: wheel base, β: outer wheel turning angle, d: distance between wheel center and king pin center, θ: steering angle, N steering gear ratio.

Note that when the outer ring turning angle β reaches the maximum value βmaX, the rotation radius R at this time becomes the minimum rotation radius Rmin.

By the way, the amount of load movement between the inner and outer wheels that occurs on the front wheel side and the rear wheel side as the vehicle turns can be expressed as shown in the following equations (4) and (5).

Δzf=(α/lf)・((Kφf−WS−h)/(K
φf+ to φr-WS◆h) +Wf-hf) ... (4) ΔZr= Ca/l r) ・< (Kφr-WS-h
)/(Kφf+ to φr−WS◆h) +Wr−hr) (5) Here, h is a value as shown in the following equation (6).

h=hl-Hl... (6) However, ΔZf: Load movement amount on the front wheel side, tf: Front wheel tread, Kφf: Front wheel suspension roll rigidity, Ws: Sprung weight, hl: At the center of gravity position of the roll axis Height from the ground, Hl: Height of the center of gravity, Kφr: Rear wheel suspension roll rigidity, Wf: Front wheel axle load, hf: Roll center height of the front wheel suspension, ΔZr: Rear wheel side load transfer amount, tr: Rear wheel tread, Wr:
Rear wheel axle load, hr: This is the roll center height of the rear wheel suspension.

According to the above equations (4) and (5), if it is assumed that both the front wheel side and the rear wheel side load transfer amount act only on the front stabilizer, the deflection Ss of the stabilizer is calculated by the following equation (7
)become that way.

Ss= (ΔZf+ΔZr)/Kf River (7) However, K
f: Spring constant of front wheel suspension.

Therefore, the rolling that occurs with the transition to the turning driving state is controlled by actively twisting the front stabilizer (Active Control Technology).
3/), the amount of torsion of the stabilizer necessary to suppress it, that is, the target stroke amount SG, which is the distance between the front stabilizer bar 6 and the lower arm 8 shown in FIG. 2, is calculated by the above formula (7). Deflection S determined by
It becomes almost equal to S. For this reason, the target stroke amount SG
may be directly calculated using the above equation (7), or the values obtained by calculation for each vehicle speed V and steering angle θ may be stored in advance as a map, and the target stroke amount can be calculated based on the map. It is also possible to calculate SG. When the connecting actuator 9 is controlled so that the distance between the front stabilizer bar 6 and the lower arm 8 becomes the target stroke amount SG calculated as above, the torsional elastic force generated by the front stabilizer bar 6 is adjusted according to the driving condition. It is possible to sufficiently suppress the rolling of the vehicle.

The above control is realized by the ECU 3 described above executing the stabilizer control process. Therefore, the stabilizer control process executed by the ECU 3 is shown in FIG.
The explanation will be based on the flowcharts shown in 1), (2), and (3). This stabilizer control process is executed when the ECU 3 is started. First, in the step 100, a flag F1. F2. F3
．． Processing is performed to set all F4 to the value 0. In addition,
The flag Fl is reset to the value 0 when the switching valve 51 is switched to the cutoff position 51a, and is set to the value 1 when the switching valve 51 is switched to the communication position 51c. Also, flag F
2 is reset to the value 0 when the directional control valve 52 is switched to the first position 52a, and set to the value 1 when the directional control valve 52 is switched to the second position 52b. Furthermore, flag F
3 is reset to 0 when the directional control valve 52 is switched to the first position 52a, and set to ζ1 when the directional control valve 52 is switched to the third position 52c. Also, flag F
4 is reset to the value O when the switching valve 51 is switched to the cutoff position 51a, and is set to value 1 when the switching valve 51 is switched to the cutoff position 51b.

In the following step 101, processing for resetting and starting the timer T1 is performed. Next, the process proceeds to step 102, where a process of reading the vehicle speed V and steering angle θ is performed.

In the following steps 105 to 150, the above step 102
Based on the vehicle speed V and the steering angle θ read in, a process is performed to determine whether or not the vehicle is in a running state that causes a certain amount of rolling that needs to be suppressed by the action of the stabilizer. This determination is made according to a map as shown in FIG. 7 in which the degree of rolling is defined based on vehicle speed V and steering angle θ. That is, the vehicle speed V and the steering angle θ are determined from the 10th ring determination vehicle speed v1 to the 50th ring determination vehicle speed v5, and the 50th ring determination vehicle speed v5 determined corresponding to these.
Ring judgment steering angle 05 to 10th-ring judgment steering angle θ1
In steps 105 to 150, it is determined whether or not the rolling occurrence area C (indicated by diagonal lines in the figure) is determined by connecting the intersection points on the map. The vehicle speed V and steering angle θ read in step 102 above are
If it is determined that the rolling occurrence area C is not included, no major rolling is expected to occur, so
The process proceeds to steps 160 to 218 in order to control the stabilizer for the purpose of improving riding comfort and stability during low-speed running or straight running. On the other hand, if it is determined in steps 105 to 150 that the vehicle speed V and steering angle θ read in step 102 are included in the rolling occurrence region C, it is predicted that a large rolling will occur. Steps 260 to 318 to control the stabilizer for suppression
Proceed to.

Step 1 executed when the purpose is to improve ride comfort and stability when driving at low speeds or when driving in a straight line
At step 60, it is determined whether or not the time value of the timer T1 that started time measurement at step 101 exceeds a predetermined reference time TO, and if an affirmative determination is made, the process proceeds to step 162;
If a negative determination is made, it is determined that sufficient time has not elapsed and the process returns to step 102. In step 162, which is executed when it is determined that low speed driving or straight driving continues for longer than a predetermined reference time TO, the distance between the front stabilizer bar 6 and the lower arm 〇, that is, the stroke amount S is calculated. The loading process is performed. In the following step 164, it is determined whether the stroke amount S read in the step 162 is within a predetermined range (SO±ΔSo) including the neutral stroke amount SO, and if an affirmative determination is made, it is necessary to adjust the stroke amount Sfe. Assuming that there is no such information, the process returns to step 101, whereas if the determination is negative, the process proceeds to step 165. Note that the neutral stroke amount SO is the distance between the front stabilizer bar 6 and the lower arm 8 when the wheels are in the suspension position in the standard state of the vehicle, and is a constant predetermined based on the vehicle specifications.

In step 165, which is executed when it is determined that the stroke amount S is out of a predetermined range including the neutral stroke amount SO and that the stroke amount S needs to be adjusted, a process of reading the stroke amount S again is performed. be exposed. In the following step 166, it is determined whether or not the stroke amount S exceeds the upper limit value SO+ΔSO of the neutral stroke amount. If an affirmative determination is made, the process proceeds to step 16, and if a negative determination is made, the process proceeds to step 180. In step 16, which is executed when it is determined that the stroke amount S exceeds the upper limit value SO+ΔSO of the neutral stroke amount, the flag F4. It is determined whether both F2 and F2 have been reset to the value O, and if the determination is affirmative, the valve actuator 11 is still reset.
The process proceeds to step 170 assuming that the six valves of the valve actuator 11 have not been switched to gradually decrease the stroke amount S. On the other hand, if a negative determination is made, the six valves of the valve actuator 11 have already been switched to gradually decrease the stroke amount S. Assuming that the switch has been made, the process returns to step 165 above. In step 170, which is executed when it is determined that the six valves of the valve actuator 11 are not switched so as to gradually decrease the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the stop position 51b. will be held.

Through this process, the flow rate of the hydraulic oil that passes through the switching valve 51 is reduced by the action of the orifices 51bl and 51b2 provided at the crest position 51b. In the following step 172, a process of setting the flag F4 to the value 1 is performed in conjunction with the process of step 170 described above.

Next, the process proceeds to step 174, where a process is performed to output a control signal for switching the directional control valve 52 to the second position 52b. In the following step 176, the flag F2 is set to the value 1 in accordance with the process in step 174, and then the process returns to step 165. Step 170 above
Through each of the processes from 176 to 176, the connected actuator 9 operates to gradually reduce the stroke amount S.

On the other hand, in step 180, which is executed when it is determined in step 166 that the stroke amount S is equal to or less than the upper limit value SO+ΔSO of the neutral stroke amount, step 1
The stroke amount S read in step 65 is the neutral stroke amount S
It is determined whether or not the stroke amount S is within a predetermined range (SO±ΔSo) including O. If a positive determination is made, it is assumed that there is no longer a need to adjust the stroke amount S and the process proceeds to step 182. On the other hand, if a negative determination is made, the stroke amount S is still within a predetermined range (SO±ΔSo). Assuming that the amount S needs to be adjusted, each step proceeds to step 210.

In step 182, which is executed when it is determined that there is no longer a need to adjust the stroke amount 5fi, the flag F4. It is determined whether or not F2 are both set to the value 1, and if the determination is affirmative, it is assumed that the valve actuator 11 has been switched to gradually decrease the stroke amount S, and the process proceeds to step 184; Then, the process proceeds to step 200. Step 1 executed when it is determined that the valve actuator 11 is being switched to gradually decrease the stroke amount S
On day 4, a process is performed to output a control signal for switching the switching valve 51 to the cutoff position 51a.

In the following step 186, in conjunction with the process in step 184, a process is performed to reset the flag F4 to the value 0. Next, proceed to Step 18 and turn the directional control valve 52 into the first position.
Processing is performed to output a control signal for switching to position 52a. In the following step 190, the flag F2 is reset to the value 0 in accordance with the process of step 18, and then the process returns to step 101. Above step 1
Through each of the processes 84 to 190, the connected actuator 9 operates to maintain the current stroke amount S.

Meanwhile, in step 182, the valve actuator 11
Step 20 is executed when it is determined that the stroke amount S has not been switched so as to gradually decrease the stroke amount S.
0, flag F4. It is determined whether both F3 and F3 are set to the value 1, and if an affirmative determination is made, it is assumed that the valve actuator 11 is switched to gradually increase the stroke amount S, and the process proceeds to step 202.
On the other hand, if the determination is negative, it is assumed that the valve actuator 11 has already been switched to maintain the current stroke amount S, and the process returns to step 101 described above. In step 202, which is executed when it is determined that the valve actuator 11 is being switched to gradually increase the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the cutoff position 51a. In the following step 204, a process of resetting the flag F4 to the value 0 is performed in conjunction with the process of step 202 described above. Next, the process proceeds to step 206, where processing is performed to output a control signal for switching the directional control valve 52 to the first position 52a. In the following step 208, along with the processing of the above step 206,
After performing the process of resetting the flag F3 to the value 0, the process returns to step 101 described above. Through each of the processes from steps 202 to 20 described above, the connected actuator 9 operates to maintain the current stroke amount S.

On the other hand, in step 210, which is executed when it is determined in step 180 that adjustment of the stroke amount S is still required, it is determined whether or not the flags F4 and F3 described above have both been reset to the value 0. However, if a positive determination is made, it is assumed that the six valves of the valve actuator 11 have not yet been switched to gradually increase the stroke amount S, and the process proceeds to step 212. On the other hand, if a negative determination is made, the process proceeds to step 212. The six valves of the valve actuator 11 have a stroke amount S
The process returns to step 165 assuming that the change has been made to gradually increase the value. Valve actuator 1
In the step 212, which is executed when it is determined that the six valves 1 and 6 are not switched so as to gradually increase the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the stop position 51b. will be held. By this process, the orifice 51b1. provided at the crest position 51b.
51b2 causes the flow rate of hydraulic oil passing through the switching valve 51 to decrease. In the subsequent step 214, a process of setting the flag F4 to the value 1 is performed in conjunction with the process of step 212 described above. Next, proceeding to step 216, the direction control il
A process is performed to output a control signal to switch the valve 52 to the third position 52c. In the following step 218, the flag F3 is set to the value 1 in accordance with the process in step 216, and then the process returns to step 165. Through each process of steps 212 to 21B described above, the connected actuator 9 operates to gradually increase the stroke amount S.

On the other hand, in step 260, which is executed when it is determined in steps 105 to 150 that the stabilizer is to be controlled for the purpose of suppressing rolling, a process is performed to read the vehicle speed V and the steering angle θ. Next step 261
Then, a process is performed in which the target stroke amount SG is calculated using the above-mentioned equation (7) or a map created in advance based on the equation (7). Then step 262
Then, processing is performed to read the distance between the front stabilizer bar 6 and the lower arm 8, that is, the stroke amount S. In the following step 264, it is determined whether the stroke amount S read in the above step 262 is within a predetermined range (SG±ΔSG) including the target stroke amount SG, and if an affirmative determination is made, it is necessary to adjust the stroke amount S. Returning to step 101 above assuming that there is no such thing, on the other hand,
If the determination is negative, the process proceeds to step 265.

In step 265, which is executed when it is determined that the stroke amount S is out of a predetermined range including the target stroke amount SG and that the stroke amount S needs to be adjusted, a process of reading the stroke amount S again is performed. be exposed. In the subsequent step 266, it is determined whether or not the stroke amount S exceeds the upper limit of the target stroke amount ffflsG+ΔSG. If the determination is affirmative, the process proceeds to step 268, and if the determination is negative, the process proceeds to step 280. Stroke amount S
In step 26, which is executed when it is determined that the target stroke amount exceeds the upper limit value SG+△SG, it is determined whether the flags Fl and F2 mentioned above have both been reset to the value 0, and an affirmative determination is made. If so, it is assumed that the six valves of the valve actuator 11 have not yet been switched to quickly reduce the stroke amount S, and the process proceeds to step 270. On the other hand, if a negative determination is made, the six valves of the valve actuator 11 have already been switched to the stroke amount S. The process returns to step 265 assuming that the switching has been made to quickly decrease the value. In step 270, which is executed when it is determined that the six valves of the valve actuator 11 are not switched so as to quickly reduce the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the communication position 51c. It will be done.

This process allows the hydraulic oil to smoothly flow through the switching valve 51. In the following step 272, the above step 27
Along with the processing of 0, processing of setting the flag F1 to the value 1 is performed. Next, proceeding to step 274, the directional control valve 52
A process of outputting a control signal for switching the position to the second position 52b is performed. In the following step 276, the above step 2
After performing the process of setting the flag F2 to the value 1 in accordance with the process of step 74, the process returns to step 265. Through each process of steps 270 to 276 described above, the connected actuator 9 operates to quickly reduce the stroke amount S.

On the other hand, in step 280, which is executed when the step 266 determines that the stroke amount S is less than or equal to the upper limit value of the target stroke amount SG+ΔSG, the step read in step 265 is executed. - Determine whether or not the loaf amount S is within a predetermined range (SG±ΔSG) that includes the target stroke amount SG. If an affirmative determination is made, it is assumed that there is no longer a need to adjust the stroke amount S, and the process proceeds to step 282. ,
If a negative determination is made, it is assumed that the stroke amount S still needs to be adjusted, and the process proceeds to step 310.

In step 282, which is executed when it is determined that it is no longer necessary to adjust the stroke amount S, the flag F is
1. It is determined whether or not F2 are both set to the value 1, and if the determination is affirmative, the valve actuator 11 is assumed to have been switched to rapidly decrease the stroke amount S, and a negative determination is made to the valve actuator 284. Once determined, the process proceeds to step 300. Valve actuator 1
Step 28 is executed when it is determined that the stroke amount S is switched to rapidly reduce the stroke amount S.
4, a process of outputting a control signal for switching the switching valve 51 to the cutoff position 51a is performed.

In the following step 286, in conjunction with the process in step 284, a process is performed to reset the flag F1 to the value 0. Next, the process proceeds to step 288, where processing is performed to output a control signal for switching the directional control valve 52 to the first position 52a. In the following step 290, the flag F2 is reset to the value 0 in accordance with the process of step 28, and then the process returns to step 101. Step 28 above
Through each of the processes 4 to 290, the connected actuator 9 operates to maintain the current stroke amount S.

On the other hand, in step 282, the valve actuator 11
Step 30 is executed when it is determined that the stroke amount S is not switched so as to quickly decrease the stroke amount S.
0, flag F1. It is determined whether or not F3 are both set to the value 1, and if a positive determination is made, it is assumed that the valve actuator 11 has been switched to rapidly increase the stroke amount S, and the process proceeds to step 302. On the other hand, a negative determination is made. Then, the valve actuator 11 is assumed to have been switched to maintain the current stroke amount S, and the process returns to step 101.

In step 302, which is executed when it is determined that the valve actuator 11 is being switched to rapidly increase the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the cutoff position 51a. In the following step 304, a process of resetting the flag F1 to the value 0 is performed in conjunction with the process of step 302 described above. Next, proceeding to step 306, the directional control valve 52 is
Processing is performed to output a control signal for switching to position 52a. In the following step 308, the flag F3 is reset to zero in accordance with the process in step 306, and then the process returns to step 101. Through each process of steps 302 to 308 above, the connected actuator 9
operates to maintain the current stroke amount S.

On the other hand, in step 310, which is executed when it is determined in step 280 that adjustment of the stroke amount S is still required, the flag Fl described above is executed.

Determine whether F3 are both reset to the value O,
If a positive determination is made, it is assumed that the six valves of the valve actuator 11 have not yet been switched to quickly increase the stroke amount S, and the process proceeds to step 312. On the other hand, if a negative determination is made, the six valves of the valve actuator 11 have already been switched to the stroke amount S. Returning to step 265 above, it is assumed that the amount S has been switched to increase quickly. In step 312, which is executed when it is determined that the six valves of the valve actuator 11 are not switched so as to quickly increase the stroke amount S, a process is performed to output a control signal to switch the switching valve 51 to the communication position 51c. It will be done. This process allows the hydraulic oil to smoothly flow through the switching valve 51. In the following step 314, the above step 3
Along with the process of step 12, a process of setting the flag F1 to the value 1 is performed. Next, the process advances to step 316, where processing is performed to output a control signal for switching the directional control valve 52 to the third position 52c. In the following step 318, the flag F3 is set to 1 in accordance with the processing in step 316 described above.
After performing the above processing, the process returns to step 265.

Through each process in steps 312 to 318 described above, the connected actuator 9 operates to quickly increase the stroke amount S. Thereafter, this stabilizer control process repeats steps 101 to 318 at predetermined time intervals.

Note that in this embodiment, the hydraulic power source 10 and the connection unit 12
corresponds to the twist amount adjusting means M1, the vehicle speed sensor 3 corresponds to the vehicle speed detecting means M2, and the steering angle sensor 4 corresponds to the steering angle detecting means M3. Further, steps (105 to 150) of the processing executed by the EC (J5 and the ECU 3) are performed by the determination means M.
4, the step (260-318) is the control means M
5, steps (162 to 218) each function as delay holding means M6.

As explained above, in this embodiment, the vehicle speed V and the steering angle θ
is determined to be included in the rolling occurrence area C, the front stabilizer bar 6 and lower arm 8
The stabilizer is actively activated by rapidly driving the coupling unit 12 so that the stroke amount S, which is the interval between On the other hand, if it is determined that the vehicle speed V and the steering angle θ are not included in the predetermined rolling occurrence region C, the stroke amount S is within a predetermined range including the predetermined neutral stroke amount SO. The connecting unit 12 is gradually driven to twist the stabilizer so that the stabilizer becomes a constant value. For this reason, when the vehicle is running straight or stopped, the torsion of the stabilizer gradually shifts to the neutral state, and a sudden moment in the roll direction that induces vibration is not generated, so that the sudden moment in the roll direction of the vehicle does not occur. In addition to preventing tilting and improving ride comfort, the stabilizer is actively and quickly twisted in accordance with the vehicle speed V and steering angle θ during turning, so it is highly responsive. Extremely effective rolling suppression control is possible.

Furthermore, when there are relatively few changes in vehicle posture or vibration, such as when driving at low speeds or when driving straight, no impactful vibrations in the roll direction occur due to the neutral state maintenance control of the stabilizer. Therefore, there is no discomfort to the occupants, and the driver does not need to perform corrective steering frequently, which reduces the burden on the driver and improves the drivability of the vehicle.

Furthermore, in a cornering state, the stabilizer is actively twisted by the target twist amount SG calculated according to the turning state, so-called active control, so that the optimum restoring force is achieved in order to suppress the tilt of the vehicle body. As a result, the roll angle can be controlled almost to zero, and the maneuverability, stability, and ride comfort of the vehicle are also dramatically improved.

The above effect is extremely effective because it can prevent the stabilizer from acting to increase rolling when the vehicle enters a cornering state on a rough road, for example, and increases the reliability of the rolling suppression control by the stabilizer. be.

In addition, since the stabilizer generates a predetermined restoring force even when driving straight, even if passengers and loaded cargo are unevenly distributed when mounted on a vehicle, tilting of the vehicle due to movement of the center of gravity can be reduced to a minimum.

In this embodiment, the connecting actuator 9 is interposed between the left mounting portion of the front stabilizer bar 6 and the lower arm 8 of the left front wheel 7. However, for example, between the right attachment part of the front stabilizer bar 6 and the lower arm 14 of the right front wheel 13, between the left attachment part of the rear stabilizer bar 16 and the lower arm 18 of the left rear wheel 17,
The above-mentioned implementation may be implemented by interposing a connecting actuator at one or all locations between the right mounting portion of the rear stabilizer bar 16 and the lower arm 21 of the right rear wheel 20. It has the same effect as the example. In particular, when connecting actuators are installed on both the left and right sides of the stabilizer bar, the stroke amount of the connecting actuators can be reduced to about 172, and control responsiveness is further improved.

Further, in this embodiment, the target stroke amount SG is calculated on the assumption that the target stroke amount SG is approximately equal to the deflection Ss determined by the equation (7) described above. However, for example, the target stroke amount SG can be adjusted by taking into account the mechanical loss of the mechanism, the responsiveness of the connected actuator, etc.
It may be configured to be set slightly larger than s. In this case, the target stroke amount SG can be calculated by multiplying the deflection Ss by a predetermined coefficient, or the relationship between the deflection Ss and the target stroke amount SG may be calculated according to a predetermined map.

Furthermore, in this embodiment, the operating speed of the coupling actuator 9 is changed by switching control of the switching valve 51 disposed on the valve actuator 11 of the coupling unit 12. However, for example, instead of the switching valve 51, a linear solenoid valve may be used and the flow rate may be controlled by driving the duty ratio. When configured in this way, the operating speed of the connected actuator 9 can be changed steplessly by adjusting the duty ratio according to the driving condition, so there is an advantage that the control accuracy of the stabilizer control is further improved. .

Although the embodiments of the present invention have been described above, the present invention is not equally 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. .

15th birthday! As detailed above, the stabilizer control device of the present invention includes:
In a cornering state, the amount of torsion of the stabilizer is quickly adjusted to a target amount of torsion determined according to the state of turning, while in a state of going straight, the amount of torsion of the stabilizer can be adjusted to provide approximately equal restoring force to the left and right wheels. It is configured to gradually change to and maintain the neutral twist amount. Therefore, when the vehicle is running straight or when the vehicle is stopped, the amount of twist of the stabilizer is changed to the amount of neutral twist at a relatively low speed, so it does not cause shocking vibrations in the roll direction caused by stabilizer neutral state maintenance control. Therefore, it has the excellent effect of preventing sudden changes in the posture of the vehicle in the roll direction and improving ride comfort.

Furthermore, when the vehicle is running straight ahead, no unintended vibrations in the roll direction occur in the vehicle, which does not cause discomfort to the occupants, which particularly reduces the burden on the driver and improves the drivability of the vehicle.

Furthermore, in a cornering state, the stabilizer twists actively and quickly so that the amount of torsion of the stabilizer becomes the target amount of twist determined according to the turning state, so that an appropriate restoring force is generated in the direction to suppress rolling of the vehicle. is obtained with good responsiveness, the roll angle can be maintained at almost zero at all times, improving vehicle maneuverability and
Stability and ride comfort are dramatically improved. This increases the reliability of the rolling suppression control by the stabilizer, because even when turning on rough roads, there is no problem such as increasing the rolling of the vehicle due to a difference in the suspension positions of the left and right wheels. Therefore, it is particularly effective.

In addition, since the stabilizer acts appropriately even when the vehicle is traveling straight, there is an advantage that tilting of the vehicle posture, which may be caused by, for example, a shift in the vehicle mounting position of passengers or loaded cargo, can be suppressed to a minimum.

[Brief explanation of drawings]

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 an explanatory diagram showing the relationship between various quantities in the turning state of the vehicle, Figures 6 (1), (2), and (3) are flow charts similarly showing the control, and Figure 7 is the same vehicle speed and steering. It is a graph showing a map that defines the relationship with corners. Ml... Torsion amount adjustment means M2... Vehicle speed detection means M3... Steering angle detection means M4... Judgment means M5... Control means M6... Delay holding means 1... Stabilizer control device 3 ... Vehicle speed sensor 4 ... Steering angle sensor 5 ... Electronic control unit (ECU) 5a ...
CPU 10 ... Hydraulic power source 12 ... Connection unit

Claims (1)

[Scope of Claims] 1. A torsion amount adjusting means for adjusting the amount of torsion of a stabilizer that connects both unsprung members supporting the left and right wheels of a vehicle to an amount of torsion commanded from the outside in accordance with an instruction speed commanded from the outside. and a vehicle speed detection means for detecting the speed of the vehicle, a steering angle detection means for detecting the steering angle of the vehicle, and a vehicle speed detected by the vehicle speed detection means and a steering angle detected by the steering angle detection means. , the vehicle is in a turning state where the vehicle speed is greater than or equal to a predetermined vehicle speed and the steering angle is greater than or equal to a predetermined steering angle, or the vehicle speed is less than a predetermined vehicle speed and less than a predetermined steering angle; a determining means for determining whether the vehicle is in a straight-ahead traveling state with a steering angle of a control means for outputting a command to the twist amount adjusting means to change the amount of twist at a predetermined instruction speed to a target twist amount determined according to the steering angle detected by the steering angle detecting means; When it is determined, the torsion amount of the stabilizer is changed to a neutral torsion amount that equalizes the suspension positions of the left and right wheels of the vehicle by a delayed instruction speed that is a delay correction of the predetermined instruction speed, and then the stabilizer is changed to the neutral torsion amount. A stabilizer control device comprising: delay holding means for outputting a command to be held to the twist amount adjusting means.