JPH0427615A - Variable stabilizer for vehicle - Google Patents

Variable stabilizer for vehicle

Info

Publication number
JPH0427615A
JPH0427615A JP13312390A JP13312390A JPH0427615A JP H0427615 A JPH0427615 A JP H0427615A JP 13312390 A JP13312390 A JP 13312390A JP 13312390 A JP13312390 A JP 13312390A JP H0427615 A JPH0427615 A JP H0427615A
Authority
JP
Japan
Prior art keywords
wheel side
gear
rolling
stabilizer
rotation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP13312390A
Other languages
Japanese (ja)
Inventor
Fukashi Sugasawa
菅沢　深
Masatsugu Yokote
正継 横手
Toshihiro Yamamura
智弘 山村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP13312390A priority Critical patent/JPH0427615A/en
Publication of JPH0427615A publication Critical patent/JPH0427615A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • B60G2204/4191—Planetary or epicyclic gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/62—Adjustable continuously, e.g. during driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Retarders (AREA)

Abstract

PURPOSE:To provide active control by installing two sets of facing epicyclic gear mechanism at the division position of a stabilizer, and controlling the rotation of either of right wheel side or left wheel side according to a rolling condition to generate twisting rigidity when right and left wheels go upward with an opposite phase. CONSTITUTION:When a vehicle changes to a clockwise condition, for example, from a straight condition and sinking rolling in a vehicle body on a right wheel 2R side when viewed from the rear side of the vehicle occurs, a controller 18 rotates an electric motor 28 in a direction corresponding to an anti-rolling direction, by which a ring gear in an epicyclic gear mechanism 20R rotates by a prescribed amount in a clockwise direction, and a sun gear rotate in the right and left epicyclic gear mechanisms 20L, 20R rotates by an even amount each other through the revolution of respective pinions, and the difference in rotating phase (angular difference) of a prescribed amount, occurs between the respective sun gears. The difference in rotating difference is indicated as twisting in the opposite direction of a right bar 12R, generating twisting rigidity. It is thus possible to restrain rolling actively and control a rolling angle within a proper range.

Description

【発明の詳細な説明】 〔産業上の利用分野〕 この発明は、車両用可変スタビライザに係り、特に、ロ
ール剛性を自在に変更可能なスタビライザの改善に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a variable stabilizer for a vehicle, and particularly to an improvement of a stabilizer that can freely change roll stiffness.

［従来の技術〕 従来、この種の車両用可変スタビライザとしては、例え
ば特開昭６３−２３１０５号記載の装置が知られている
。[Prior Art] Conventionally, as this type of variable stabilizer for a vehicle, a device described in, for example, Japanese Patent Laid-Open No. 63-23105 is known.

この従来装置は、スタビライザバーをその長手方間の一
部において２分割し、各分割端部をケースの壁に回動可
能に対向支持し、ケース内において前記各分割端部に同
形のへベルギヤを間隔をおいて固着し、この両ベヘルギ
ャに噛み合うピニオンギヤを、ケースに取り付けたモー
タの回転軸に固着している。モータは油圧モータ等で構
成されており、このモータの回転が車速、舵角等に基づ
き制御される。これにより、ピニオンギヤが回転し、両
ベベルギヤが相互に逆方向に回転するから、分割された
スタビライザバーに捩じれを与え、ロール剛性を制御す
るようになっている。In this conventional device, a stabilizer bar is divided into two in a part of its longitudinal direction, each divided end is rotatably supported opposite to the wall of a case, and a hevel gear of the same shape is attached to each divided end within the case. A pinion gear that meshes with both beher gears is fixed to a rotating shaft of a motor attached to the case. The motor is composed of a hydraulic motor or the like, and the rotation of this motor is controlled based on vehicle speed, steering angle, etc. This causes the pinion gear to rotate and both bevel gears to rotate in opposite directions, giving twist to the divided stabilizer bar and controlling roll rigidity.

〔発明が解決しようとする課題〕[Problem to be solved by the invention]

しかしながら、上述した従来のスタビライザ装置にあっ
ては、ケース内のピニオンギヤの回転が両ベベルギヤに
相互に反対方向の回転を与える構造であるから、ケース
を車体に固定してしまうと左右輪が同相で上下動するバ
ウンス時には、左右のスタビライザバー各々に捩じり剛
性が発生してしまうことから、サスペンション全体が予
期しないハードなバネ特性を呈して乗心地を悪化させて
しまい、一方、ケースを車体に固定しなければ上記問題
は住しないものの、バウンス時にケースが自由に動き得
る空間を確保しなければならず、軸のレイアウトが非常
に困難になる等の問題があった。However, in the above-mentioned conventional stabilizer device, the rotation of the pinion gear inside the case gives both bevel gears rotation in mutually opposite directions, so if the case is fixed to the vehicle body, the left and right wheels will not be in phase. When bouncing up and down, torsional stiffness occurs in each of the left and right stabilizer bars, which causes the entire suspension to exhibit unexpected hard spring characteristics, worsening ride comfort. Although the above problem would not be solved if the case was not fixed, it was necessary to ensure a space in which the case could move freely when bouncing, making the layout of the shafts extremely difficult.

本願発明は、このような従来装置の未解決の問題に鑑み
てなされたもので、その解決しようとする課題は、大き
なスペースを要することなく、左右輪が逆相に上下する
ときは捩じり剛性を発生でき、しかも、その捩じり剛性
を積極的に制御可能であって、左右輪が同相に上下する
ときは捩じり剛性を発生させず、サスベンシラン特性に
悪影響を及ぼさないようにすることである。The present invention was made in view of the unresolved problems of the conventional devices, and the problem to be solved is to avoid twisting when the left and right wheels move up and down in opposite phases without requiring a large space. To generate rigidity and to be able to actively control the torsional rigidity so that when the left and right wheels move up and down in the same phase, torsional rigidity is not generated and the suspension characteristics are not adversely affected. That's true.

［課題を解決するための手段〕 上記課題を解決するため、本願発明は、左右輪のサスペ
ンションリンクに連結され途中で分割されたスタビライ
ザバーと、このスタビライザバーの分割位置に対向させ
た２組の遊星歯車機構とを備え、この２組の遊星歯車機
構間々におけるサンギヤ、ピニオンキャリア、及びリン
グギヤの内の任意の部材の軸に前記スタビライザバーの
分割端を各々接続するとともに、残りの部材の内、一方
の部材を各遊星歯車機構間でロッドを介して相互に連結
し、他方の部材における左輪側、右輪側の少な（とも片
方の部材の回転をロール状態に応じて制御するロール制
御手段を設けている。[Means for Solving the Problems] In order to solve the above problems, the present invention includes a stabilizer bar connected to suspension links of left and right wheels and divided in the middle, and two sets of stabilizer bars facing each other at the dividing position of the stabilizer bar. a planetary gear mechanism, each split end of the stabilizer bar is connected to the shaft of an arbitrary member among the sun gear, pinion carrier, and ring gear between the two sets of planetary gear mechanisms, and among the remaining members, One member is interconnected via a rod between each planetary gear mechanism, and roll control means for controlling the rotation of the left wheel side and right wheel side of the other member (in both cases, the rotation of one member according to the roll state is provided). It is set up.

〔作用］ 本願発明において、ロール制御手段が２組の遊星歯車機
構の内、一方の側のギヤ、例えば右輪側のリングギヤ（
左輪側のリングギヤは固定され、ピニオンキャリア同士
、即ち対向するビニオン同士がロッドを介して連結され
、サンギヤが分割された左右のスタビライザバーに剛結
されているとする）を旋回状態に応じて回転させると、
とニオンの公転に拠って右輪側のサンギヤが回転する。[Function] In the present invention, the roll control means controls one gear of the two sets of planetary gear mechanisms, for example, the right ring gear (
The ring gear on the left wheel side is fixed, the pinion carriers (that is, the opposing pinions are connected via a rod, and the sun gear is rigidly connected to the divided left and right stabilizer bars) are rotated according to the turning state. If you let
The sun gear on the right wheel side rotates based on the revolution of the nion.

これと同時に、右輪側のビニオンの公転は左輪側のビニ
オンを同一方向に同一量だけ公転させているから、左輪
側のサンギヤが右輪側とは反対方向に同一量だけ回転す
る。これによって、スタビライザバーに左右回転差が生
じ、捩じり剛性となりロールを抑制できる。At the same time, since the right wheel side binion revolves the left wheel side binion by the same amount in the same direction, the left wheel side sun gear rotates by the same amount in the opposite direction to the right wheel side. This creates a left-right rotation difference in the stabilizer bar, which increases torsional rigidity and suppresses roll.

また、上述の左右回転差が生じている状態で、スタビラ
イザバー全体が一方向に回転したとするこのとき、スタ
ビライザバーの回転方向と同一方向への左右ビニオンの
公転によって、係る左右回転差が保持されたまま、スタ
ビライザバーの回転が許容される。このため、旋回状態
においてバウンスを生じた場合でも、バウンスに伴う左
右輪の挙動がスタビライザバーの影響を受けない。In addition, if the entire stabilizer bar rotates in one direction with the above-mentioned left-right rotation difference occurring, the left-right rotation difference is maintained by the revolution of the left and right binions in the same direction as the rotation direction of the stabilizer bar. The stabilizer bar is allowed to rotate while the Therefore, even if bounce occurs in a turning state, the behavior of the left and right wheels accompanying the bounce is not affected by the stabilizer bar.

上述した作用は、左右の遊星歯車機構の内、サンギヤの
軸がロッドを介して連結され、ビニオンの軸、即ちピニ
オンキャリアが左右のスタビライザバーに剛結されてい
る場合も等価である。The above-mentioned effect is equivalent to the case where the sun gear shaft of the left and right planetary gear mechanisms is connected via a rod, and the pinion shaft, that is, the pinion carrier, is rigidly connected to the left and right stabilizer bars.

〔実施例〕〔Example〕

以下、本願発明の一実施例を添付図面の第１図乃至第７
図に基づき説明する。An embodiment of the present invention will be described below with reference to FIGS. 1 to 7 of the accompanying drawings.
This will be explained based on the diagram.

第１図はストラット式独立懸架形のサスペンションを示
す。同図において、２Ｌ、２Ｒは左輪右輪を、４はす・
ノクル６に支持されたサスペンションストラットを、８
はナックル６に連結されたサスペンションリンクとして
のサスペンションアームを夫々示す。Figure 1 shows a strut type independent suspension. In the same figure, 2L and 2R represent the left and right wheels, and 4
The suspension strut supported by Nocle 6 is
1 and 2 respectively show suspension arms as suspension links connected to the knuckle 6.

この図示すスペンションは車両用可変スタビライザ１０
を有している。この車両用可変スタビライザＩＯは、左
右のサスペンションアーム６６間に配設されたスタビラ
イザバーエ２と、このスタビライザバー１２の途中に設
けられた歯車装置１４と、この歯車装置１４を作動させ
るアクチュエータ１６と、このアクチュエータ１６の作
動を指令する制御装置工８とを備えている。ここで、ア
クチュエータ１６と制御装置１８は本願発明のロール制
御手段を構成する。The suspension shown in this figure is a vehicle variable stabilizer 10.
have. This variable stabilizer IO for a vehicle includes a stabilizer bar 2 disposed between left and right suspension arms 66, a gear device 14 provided in the middle of this stabilizer bar 12, and an actuator 16 that operates this gear device 14. , and a control device 8 that commands the operation of the actuator 16. Here, the actuator 16 and the control device 18 constitute roll control means of the present invention.

スタビライザバーエ２は車体上下１前後方向からみて略
コ字状に形成された鋼棒で成り、その車体内側の長片部
分の中央位置で分割され、左輪側バー１２Ｌ、右輪側バ
ー１２Ｒを形成している。The stabilizer bar 2 is made of a steel rod formed in a substantially U-shape when viewed from the front and rear directions of the vehicle body, and is divided at the center of a long piece inside the vehicle body, and is divided into a left wheel side bar 12L and a right wheel side bar 12R. is forming.

このスタビライザバー１２、即ち左輪側、右輪側バー１
２Ｌ、１２Ｒの車輪側端部が左右のサスペンションアー
ム８，８に各々連結されるとともに、その車体内側の長
手部の所定位置ａ、ａで車体１３に回動可能に支持され
ている。This stabilizer bar 12, that is, the left wheel side, right wheel side bar 1
The wheel side ends of the wheels 2L and 12R are connected to the left and right suspension arms 8, 8, respectively, and are rotatably supported by the vehicle body 13 at predetermined positions a and a on the longitudinal portions inside the vehicle body.

歯車装置１４は第２図に示すように、左輪側。As shown in FIG. 2, the gear device 14 is on the left wheel side.

右輪側の２組の遊星歯車機構２０Ｌ、２ＯＲを備え、こ
の機構２ＯＬ、２ＯＲが相互に対向して設けられている
。この遊星歯車機構２ＯＬ、２ＯＲは、夫々、第２．３
図のように中心のサンギヤ２０Ｌ、（２０Ｒ，）と、こ
のサンギヤ２０Ｌ。Two sets of planetary gear mechanisms 20L and 2OR on the right wheel side are provided, and these mechanisms 2OL and 2OR are provided facing each other. These planetary gear mechanisms 2OL and 2OR are the 2nd and 3rd gear mechanisms, respectively.
As shown in the figure, the sun gears 20L, (20R,) in the center and this sun gear 20L.

（２ＯＲ，）と同軸のりングギャ２ＯＬ、（２０Ｒ，）
と、サンギヤ２０Ｌ＋　　（２０Ｒ，）及びリングギヤ
２ＯＬ、（２ＯＲ３）間で公転する複数のビニオン２０
Ｌ２・・・２０Ｌｚ　　（２０Ｒｔ・・・２０Ｒ１）と
を有する。なお、ビニオン２０Ｌ！・・・２０Ｌ、及び
２０Ｒ２・・・２０Ｒ２は、夫々、図示しないピニオン
キャリアによって各ピニオン間の相対位置が等間隔に設
定されている。２組の遊星歯車機構２ＯＬ、２ＯＲの内
、本実施例では左輪側の遊星歯車機構２ＯＬのリングギ
ヤ２０Ｌ、の外周部が車体１３に固定されている。(2OR,) and coaxial ring gear 2OL, (20R,)
, a plurality of binions 20 that revolve between the sun gear 20L+ (20R,) and the ring gears 2OL and (2OR3).
L2...20Lz (20Rt...20R1). In addition, Binion 20L! . . 20L and 20R2 . Of the two sets of planetary gear mechanisms 2OL and 2OR, in this embodiment, the outer circumference of the ring gear 20L of the left-wheel side planetary gear mechanism 2OL is fixed to the vehicle body 13.

この遊星歯車機構２ＯＬ、２ＯＲにおいて、左輪側機構
２ＯＬのビニオン２ＯＬ！・・・２０Ｌ：及び右輪側機
構２ＯＲのビニオン２０Ｒ２・・・２０Ｒ２は、各ロッ
ド２４．・・・、２４を介して相互に連結されるととも
に、各ビニオン２ＯＬ、、２ＯＲ。In these planetary gear mechanisms 2OL and 2OR, the binion 2OL of the left wheel side mechanism 2OL! ...20L: and the binions 20R2...20R2 of the right wheel side mechanism 2OR are connected to each rod 24. ..., 24, and each binion 2OL, 2OR.

及び各ロッド２４間には軸受２６が夫々介挿され、ロッ
ド２４がビニオン２０Ｌ！、２０Ｒｚに対して回転自在
になっている。さらに、左輪側機構２０Ｌのサンギヤ２
０Ｌ１の軸に左輪側バー１２Ｌが剛結され、右輪側機構
２ＯＲのサンギヤ２ＯＲ。A bearing 26 is inserted between each rod 24, and the rod 24 is a pinion 20L! , 20Rz. Furthermore, the sun gear 2 of the left wheel side mechanism 20L
The left wheel side bar 12L is rigidly connected to the shaft of 0L1, and the sun gear 2OR of the right wheel side mechanism 2OR.

の軸に右輪側バー１２Ｒが剛結されている。A right wheel side bar 12R is rigidly connected to the shaft.

一方、右輪側遊星歯車機構２ＯＲでは、そのリングギヤ
２０Ｒｓ’の外周には歯が形成され、この歯にはウオー
ムギヤ２７が噛み合い、そのウオームギヤ２７が電動モ
ータ２８により回転されるようになっている。ウオーム
ギヤ２７及び電動モータ２８がスタビライザバー１２を
涙じるアクチュエータ１６を構成している。On the other hand, in the right-wheel side planetary gear mechanism 2OR, teeth are formed on the outer periphery of the ring gear 20Rs', a worm gear 27 meshes with the teeth, and the worm gear 27 is rotated by the electric motor 28. The worm gear 27 and the electric motor 28 constitute the actuator 16 that moves the stabilizer bar 12.

電動モータ２８は、制御装置１８から供給されるモータ
駆動信号によって回転する。制御装置１８は、車速セン
サ、舵角センサ及びこれらのセンサ信号を処理する信号
処理器を有した従来周知の構成になっており、旋回時の
ロールを抑制する方向の指令値を演算して、この指令値
に対応したモータ駆動信号を出力する。The electric motor 28 is rotated by a motor drive signal supplied from the control device 18. The control device 18 has a conventionally well-known configuration including a vehicle speed sensor, a steering angle sensor, and a signal processor that processes these sensor signals, and calculates a command value in a direction to suppress roll during turning. A motor drive signal corresponding to this command value is output.

ここで、本実施例の左輪側、右輪側遊星歯車機構２ＯＬ
、２ＯＲの回転特性を第４図乃至第７図に基づき説明す
る。Here, the left wheel side and right wheel side planetary gear mechanism 2OL of this embodiment
, 2OR will be explained based on FIGS. 4 to 7.

第４図（ａ）〜（５）は、左輪側、右輪側遊星歯車機構
２ＯＬ、２ＯＲを代表して、左輪側の各ギヤの回転、公
転状況を示す。同図（ａ）は基準状態を示すもので、同
図中、矢印は回転位相を表し、Ａ、Ｂは基準点、０．は
サンギヤ２０Ｌ、の中心点、及び０□、・・・、０．は
ビニオン２０Ｌ、、・・・、２ＯＬ。FIGS. 4(a) to 4(5) represent the rotation and revolution of each gear on the left wheel side, representing the left wheel side and right wheel side planetary gear mechanisms 2OL and 2OR. Figure (a) shows the reference state, in which arrows represent rotational phases, A and B are reference points, 0. is the center point of sun gear 20L, and 0□, ..., 0. is Binion 20L,..., 2OL.

の中心点を夫々示し、サンギヤ２０Ｌ、の回転角／Ｙ○
、Ａ＝θ１．ビニオン２０Ｌ２の公転角Ｚｙｏ、ｏ、−
θ２．リングギヤ２０Ｌ３の回転角／ｙｏ、Ｂ＝０３と
すると、基準状態ではθ１＝θ２＝θ３＝０である。同
図（ｂ）は、公転角θ２＝０、即ちビニオン２０Ｌ２の
公転を中止させたときに、例えばリングギヤ２０Ｌ３を
一３０″回転させた（θ３　＝−３０’　）ときの状態
であるθ＝９０°を示す。同図（Ｃ）は、回転角θ３＝
０．即ちリングギヤ２０Ｌ３の回転を止めたときに、例
えばサンギヤ２０Ｌ１を１２０°回転させた（θ−１２
０°）ときの状態であるθ２＝３０°を示す。さらに、
同図（ｄ）は、回転角θ１＝０．即ちサンギヤ２０Ｌ１
の回転を止めたときに、例えばビニオン２０Ｌ２．・・
・、２ＯＬ、を−９０°公転させた（θｇ＝９０°）と
きの状態であるθ３＝−１２０°を示す。The rotation angle of sun gear 20L/Y○
, A=θ1. Revolution angle Zyo, o, - of the binion 20L2
θ2. Assuming that the rotation angle /yo of the ring gear 20L3 and B=03, θ1=θ2=θ3=0 in the standard state. The same figure (b) shows the state when the revolution angle θ2=0, that is, the revolution of the binion 20L2 is stopped, and the ring gear 20L3 is rotated by 130'' (θ3 = -30'), which is θ=90. The figure (C) shows the rotation angle θ3=
0. That is, when ring gear 20L3 stops rotating, for example, sun gear 20L1 is rotated 120 degrees (θ-12
0°), θ2=30°. moreover,
In the same figure (d), the rotation angle θ1=0. That is, sun gear 20L1
For example, when the rotation of the binion 20L2.・・・
, 2OL, is shown as θ3=-120°, which is the state when it revolves by -90° (θg=90°).

上述した第４図の回転状況は第５図のようにグラフ化で
き、第４図（ａ）〜（ｄ）は第５図の特性Ａ−Ｄに各々
対応するので、この第５図を用いてθ１゜θオ、θ、の
内の２つが決まれば、残りの角度が求められる。The rotational situation in Fig. 4 described above can be graphed as shown in Fig. 5, and Fig. 4 (a) to (d) correspond to the characteristics A-D in Fig. 5, respectively, so using this Fig. 5, Once two of θ1°θo and θ are determined, the remaining angles can be found.

さらに、第５図のように分析される左輪側、右輪側遊星
歯車機構２ＯＬ、２０Ｒを用いて、そのリングギヤ２０
Ｌ３．２ＯＲ３を回転させた場合の状態を分析する。Furthermore, using the left wheel side and right wheel side planetary gear mechanisms 2OL and 20R analyzed as shown in FIG.
Let's analyze the state when L3.2OR3 is rotated.

第６図（ａ）　（ｂ）に左右のリングギヤ２ＯＬ３．２
ＯＲ５を±Δθ、たけ相互に反対方向に回転させたとき
の様子を示す。例えば、θ３＝±Δθ、＝±１５″の場
合はリングギヤ２０Ｌ３．２０Ｒ３が左右で等量ずつ捩
じられるからビニオン２０Ｌ！２０Ｒ２の公転は無く、
θ、５ａ＝Ｑであり、またθ、＝±４５″となる（この
ときの特性は第７図中の特性Ｅ、　　Ｆで示される：第
７図の各位相は第２図中のＸ方向からみた場合を示して
いる）。Figure 6 (a) (b) shows left and right ring gear 2OL3.2.
The situation is shown when OR5 is rotated by ±Δθ in mutually opposite directions. For example, in the case of θ3=±Δθ,=±15″, the ring gears 20L3 and 20R3 are twisted by the same amount on the left and right sides, so there is no revolution of the binions 20L!20R2,
θ, 5a = Q, and θ, = ±45'' (The characteristics at this time are shown by characteristics E and F in Figure 7. Each phase in Figure 7 is in the X direction in Figure 2. )

また、第６図（Ｃ）＠に左側のリングギヤ２０Ｌ。Also, the left ring gear 20L is shown in Fig. 6 (C) @.

を回転させずに、右側のリングギヤ２０Ｒ１のみをΔθ
、たけ回転させたときの様子を。例えば、右輪側のθ、
＝Δθ、（＝２・Δθ、）−３０’の場合は、右輪側の
リングギヤ２０Ｒ８の回転に付勢されて右輪側の各ビニ
オン２０Ｒ２が公転し、この公転に付勢されてサンギヤ
２０Ｒ３が回転する。このとき、各ビニオン２０Ｒ２は
左右でロッド２４を介して連結されているので、左右の
各ビニオン２ＯＲ２，２ＯＬ、の公転角θ２は同一量（
θ２＝４５°／４）となり、これによって、左輪側のサ
ンギヤ２ＯＬ、の回転角θ、の絶対量は右輪側のサンギ
ヤ２０Ｒ１と同じで、且つ、反対方向のθＩ＝＝±４５
＠となる（このときの特性は第７図中の特性Ｇ、Ｈで示
される）。なお、第７図中の特性Ｉ、Ｊは右輪側のリン
グギヤ２０Ｒ３の回転角θ、＝Δθｃ　　（＞Δθ、）
とした場合を示す。without rotating the right ring gear 20R1.
, what it looks like when rotated a lot. For example, θ on the right wheel side,
=Δθ, (=2・Δθ,)-30′, each binion 20R2 on the right wheel side is urged by the rotation of the ring gear 20R8 on the right wheel side, and the sun gear 20R3 is urged by this revolution. rotates. At this time, since the left and right binions 20R2 are connected via the rods 24, the revolution angles θ2 of the left and right binions 2OR2, 2OL are the same amount (
θ2 = 45°/4), and as a result, the absolute amount of rotation angle θ of sun gear 2OL on the left wheel side is the same as that of sun gear 20R1 on the right wheel side, and θI = = ±45 in the opposite direction.
(The characteristics at this time are shown by characteristics G and H in FIG. 7). Characteristics I and J in Fig. 7 are the rotation angle θ of the right ring gear 20R3, = Δθc (>Δθ,)
The case is shown below.

このように、左右のリングギヤ２ＯＬ、、２ＯＲ３は片
方だけ回転させた場合でも、左右のサンギヤ２０Ｌ１．
２ＯＲ，の回転方間は反対となる一方で、その回転量を
調整することによって、両方のサンギヤ２ＯＬ、、２０
Ｒ，の回転量を、左右のリングギヤ２０Ｌ３．２ＯＲ３
両方を回転させた場合と同一にすることができる。つま
り、サンギヤ２ＯＬ＋　、２ＯＲ，の回転量の絶対値は
リングギヤ２ＯＬ３．２ＯＲ，の回転差に比例する。In this way, even when only one of the left and right ring gears 2OL, 2OR3 is rotated, the left and right sun gears 20L1, 2OR3, and 2OR3 are rotated.
While the direction of rotation of 2OR, is opposite, by adjusting the amount of rotation, both sun gears 2OL, 20
The amount of rotation of R, left and right ring gear 20L3.2OR3
It can be made the same as when both are rotated. In other words, the absolute value of the rotation amount of sun gears 2OL+ and 2OR is proportional to the rotation difference between ring gears 2OL3 and 2OR.

次に、本実施例の動作を説明する。Next, the operation of this embodiment will be explained.

まず、車両が直進状態にあって、制御装置１８は電動モ
ータ２８にモータ駆動信号を供給せず、ウオームギヤ２
７が回転停止状態にあるとする。First, when the vehicle is traveling straight, the control device 18 does not supply a motor drive signal to the electric motor 28 and the worm gear 2
7 is in a state where rotation is stopped.

この状態では、右輪側の遊星歯車機構２ＯＲのサンギヤ
２０Ｒ３が回転しないから、左輪側、右輪側の遊星歯車
機構２ＯＬ、２ＯＲは直進状態に対応した初期位置（第
４図（ａ）参照）をとる。このため、スタビライザバー
１２が分割して形成された左輪側、右輪側バー１２Ｌ、
１２Ｒは回転位相差をもって捩じられることがなく、可
変スタビライザ１０によって補助的に発生させるロール
剛性は殆ど零となっている。In this state, the sun gear 20R3 of the planetary gear mechanism 2OR on the right wheel side does not rotate, so the planetary gear mechanisms 2OL and 2OR on the left and right wheel sides are at the initial position corresponding to the straight-ahead condition (see Fig. 4 (a)). Take. For this reason, the stabilizer bar 12 is formed by dividing the left wheel side bar 12L, the right wheel side bar 12L,
12R is not twisted with a rotational phase difference, and the roll rigidity auxiliary generated by the variable stabilizer 10 is almost zero.

この直進状態において、車両が路面段差等を通過してバ
ウンスしたとする。このバウンス状態では、左右の車輪
２Ｌ、２Ｒが同相に上下動するが、この上下動によって
スタビライザバー１２全体が回転する。この回転は、両
方の遊星歯車機構２０Ｌ、２ＯＲにおけるサンギヤ２Ｏ
Ｌ＋　、２ＯＲ。Assume that the vehicle passes a road surface bump or the like and bounces while in this straight-ahead state. In this bounce state, the left and right wheels 2L, 2R move up and down in the same phase, and the entire stabilizer bar 12 rotates due to this up and down movement. This rotation is caused by the sun gear 2O in both planetary gear mechanisms 20L and 2OR.
L+, 2OR.

の回転に付勢されたビニオン２ＯＬ！、・・・、２０Ｌ
２．２ＯＲ，、、・・・、２０Ｒ２の公転（第４図（Ｃ
）参照）に因って、何ら制限を受けることなく許容され
る。そこで、係るバウンス時においてスタビライザバー
１２が車輪２Ｌ、２Ｒの上下動を拘束することが無く、
予めサスペンションに設定しであるバネ特性及び減衰特
性が得られる。したがって、従来装置のように、バウン
ス時におけるサスペンション特性への悪影響を確実に排
除できる。Binion 2OL is energized by the rotation of! ,...,20L
2.2OR,,...,20R2 revolution (Fig. 4 (C
)), it is permitted without any restrictions. Therefore, during such bounce, the stabilizer bar 12 does not restrict the vertical movement of the wheels 2L, 2R,
Spring characteristics and damping characteristics that are preset in the suspension can be obtained. Therefore, unlike the conventional device, it is possible to reliably eliminate the adverse effect on the suspension characteristics during bounce.

さらに、上述した直進状態から例えば右旋回に移行し、
車両後ろ側からみて右輪２Ｒ側の車体が沈み込むロール
が発生しようとしたとする。このような旋回状態に至る
と、制御装置］８が電動モータ２８にモータ駆動信号を
供給し、電動モータ２８を反ロール方向に対応した方向
に回転させる。Furthermore, the above-mentioned straight-ahead state shifts to, for example, a right turn,
Assume that a roll occurs in which the vehicle body on the right wheel 2R side sinks when viewed from the rear of the vehicle. When such a turning state is reached, the control device] 8 supplies a motor drive signal to the electric motor 28 to rotate the electric motor 28 in a direction corresponding to the anti-roll direction.

これにより、例えば第６図（ｃ）　（ｄｌで示される如
く、右輪側のリングギヤ２０Ｒ１が同図中の時計方向に
所定量回転し、左右のサンギヤ２ＯＬ＋　、２０Ｒ３が
各ビニオン２０Ｌｚ、２ｏＲ２の公転を介して互いに反
対方向に同一量ずつ回転し、サンギヤ２ＯＬ１．２ＯＲ
，間に所定量の回転位相差（角度差）を生しさせる。こ
の回転位相差は、左輪側バー１２Ｌ、右輪側バー１２Ｈ
の反対方向の捩じり（第１図中の矢印参照）となって表
れるから、捩じり剛性を生じる。これに因って、右輪側
が沈み込もうとしているロールが積極的に抑制され、ロ
ール角が適性範囲に制御される。As a result, for example, as shown in FIG. 6(c) (dl), the right ring gear 20R1 rotates a predetermined amount clockwise in the figure, and the left and right sun gears 2OL+ and 20R3 rotate around the respective binions 20Lz and 2oR2. The sun gear 2OL1.2OR rotates by the same amount in opposite directions through the
, a predetermined amount of rotational phase difference (angular difference) is generated between the two. This rotational phase difference is between the left wheel side bar 12L and the right wheel side bar 12H.
This results in torsion in the opposite direction (see the arrow in Figure 1), resulting in torsional stiffness. As a result, the roll of the right wheel side being about to sink is actively suppressed, and the roll angle is controlled within an appropriate range.

反対に左輪２Ｌ側の車体が沈む込むときは、電動モータ
２８が上述とは反対に回転制御され、上述とは反対の捩
じり剛性に因ってロール制御がなされる。On the other hand, when the vehicle body on the left wheel 2L side sinks, the rotation of the electric motor 28 is controlled in the opposite manner to that described above, and roll control is performed based on the torsional rigidity opposite to that described above.

一方、上述したロール制御が行われている最中に、路面
凹凸等によってバウンスが生じたとすると、歯車装置１
４は左輪側バー１２Ｌ、右輪側ノ〈−１２Ｒの回転差を
保持したまま、スタビライザバー１２の回転と共に左右
のビニオン２０Ｌ！。On the other hand, if bounce occurs due to road surface irregularities while the above-described roll control is being performed, the gear device 1
4, while maintaining the rotation difference between the left wheel side bar 12L and the right wheel side <-12R, the left and right binions 20L rotate as the stabilizer bar 12 rotates! .

−２０Ｌ！及び２ＯＲ，、−２ＯＲ，＋７１公転によっ
て、スタビライザ１２の回転を許容する。このため、ス
タビライザバー１２の適性な捩しり剛性によってロール
を抑制する一方で、その途中にバウンスを生じても左右
輪２Ｌ、２Ｒの動きを拘束することが無く、サスベンシ
ラン特性に悪影響を与えない。-20L! Rotation of the stabilizer 12 is allowed by 2OR, , -2OR, +71 revolutions. Therefore, while the roll is suppressed by the appropriate torsional rigidity of the stabilizer bar 12, even if bounce occurs during the roll, the movement of the left and right wheels 2L, 2R is not restricted, and the suspension characteristics are not adversely affected.

ところで、本実施例の車両用可変スタビライザ１０は、
前述した従来装置とは異なり、スタビライザバー１２の
左右回転差を許容した状態でスタビライザバー１２全体
が回転できるようになっているため、左輪側のリングギ
ヤ２０Ｌ、を車体１３に固定させることによって、歯車
装置１４を車体側に支持させることができる。これに対
して、前述した従来装置は、ギヤ機構を収納しているケ
ースを車体に固定した場合、車体にバウンス等が生じる
と、ケースに対するスタビライザバーの捩じり角が変わ
ってしまい、この点からも上述と同様に左右のスタビラ
イザバーの動きを拘束してしまうので、ケースを車体に
固定できないものであった。このため、従来装置では、
車体の下方に位置するスタビライザバーに配管を伴うケ
ースを支持無しで設けることは設計上及び製造上１困難
であった。しかし、本実施例では歯車装置１４を車体に
画定できるので、かかる不都合が解消されるという利点
もある。By the way, the vehicle variable stabilizer 10 of this embodiment is as follows:
Unlike the conventional device described above, the entire stabilizer bar 12 can be rotated while allowing the difference in left and right rotation of the stabilizer bar 12. Therefore, by fixing the ring gear 20L on the left wheel side to the vehicle body 13, the gear The device 14 can be supported on the vehicle body side. On the other hand, with the conventional device described above, when the case housing the gear mechanism is fixed to the car body, if the car body bounces, the torsion angle of the stabilizer bar with respect to the case changes. Similarly to the case described above, this restricts the movement of the left and right stabilizer bars, making it impossible to fix the case to the vehicle body. For this reason, with conventional equipment,
It was difficult in design and manufacturing to provide a case with piping to the stabilizer bar located below the vehicle body without support. However, in this embodiment, since the gear device 14 can be defined in the vehicle body, there is an advantage that such a disadvantage is eliminated.

なお、本願発明における左輪側遊星歯車機構２０Ｌ、右
輪側遊星歯車機構２ＯＲを含む歯車装置は、必ずしも前
述した構成に限定されるものでは無く、例えば第８図乃
至第９図記載の構成にしてもよい。これらの図記載の歯
車装置１４にあっては、左輪側遊星歯車機構２０Ｌ、右
輪側遊星歯車機構のサンギヤ２ＯＬ、、２０Ｒ１Ｏ軸同
士をロッド３０を介して剛結する一方、左輪側のビニオ
ン２０’ＬＺ、・・・、２０Ｌｘをキャリア３２Ｌに、
右輪側のビニオン２０Ｒ２，・・・、２０Ｒｚをキャリ
ア３２Ｒに連結し、これらのキャリア３２Ｌ。It should be noted that the gear device including the left wheel side planetary gear mechanism 20L and the right wheel side planetary gear mechanism 2OR in the present invention is not necessarily limited to the configuration described above, and may be configured, for example, as shown in FIGS. 8 to 9. Good too. In the gear device 14 shown in these figures, the left-wheel side planetary gear mechanism 20L, the sun gear 2OL, 20R1O shafts of the right-wheel side planetary gear mechanism are rigidly connected via a rod 30, while the left-wheel side planetary gear mechanism 20L 'LZ,..., 20Lx to carrier 32L,
Binions 20R2, . . . , 20Rz on the right wheel side are connected to a carrier 32R, and these carriers 32L.

３２Ｒに左輪側バー１２Ｌ、右輪側バー１２Ｒを個々に
剛結するとしてもよい。このように構成した場合でも、
サンギヤ２ＯＬ、、２ＯＲ，間のロッド３０．Ｈ１ｌｌ
ちサンギヤ２ＯＬ、、２ＯＲ，の回転に因ってスタビラ
イザバー１２の左右回転位相差を残したまま、バー１２
全体の回転が許容され、前述し実施例と同等の作用効果
を得る。The left wheel side bar 12L and the right wheel side bar 12R may be individually rigidly connected to 32R. Even with this configuration,
Rod 30 between sun gears 2OL, 2OR. H1ll
Due to the rotation of sun gears 2OL, 2OR, the bar 12 is rotated while maintaining the left and right rotation phase difference of the stabilizer bar 12.
Rotation of the entire body is allowed, and the same effect as that of the embodiment described above is obtained.

また、前記実施例におけるアクチュエータ１６では電動
モータを使用したが、これは油圧モータを用いる構成と
してもよい。さらに、前記実施例では左輪側の遊星歯車
機構のリングギヤ２０Ｌ３を車体に画定するとしたが、
リングギヤ２ＯＬ３も右輪側のリングギヤ２０Ｒ３と同
様に積極的に回転させる構成としてもよい。Further, although the actuator 16 in the above embodiment uses an electric motor, it may also be configured to use a hydraulic motor. Furthermore, in the embodiment described above, the ring gear 20L3 of the planetary gear mechanism on the left wheel side is defined in the vehicle body.
The ring gear 2OL3 may also be configured to be actively rotated similarly to the right-wheel side ring gear 20R3.

〔発明の効果］ 以上説明したように本願発明では、途中で分割されたス
タビライザバーど、このスタビライザバーの分割位置に
対向させた２組の遊星歯車機構とを備え、この２組の遊
星歯車機構夫々におけるサンギヤ、ピニオンキャリア、
及びリングギヤの内の任意の部材の軸にスタビライザバ
ーを各々接続するとともに、残りの部材の内の一方を互
いにロッドを介して連結し、他方の部材の内、左輪側右
輪側の少なくとも一方の回転をロール状態に応じて制御
するロール制御手段を設けたため、ロッドを介して連結
した部材の公転又は回転という媒介があることから、ロ
ール制御手段が与える回転に応じて左右のスタビライザ
バーに回転差が生じて、この捩じり剛性に拠るロール制
御を積極的に行えるとともに、スタビライザバーの左右
回転差を保持したままで、スタビライザバー全体が回転
可能になるので、従来装置とは異なり、ロール状態でバ
ウンスが生じた場合でも、左右輪の上下動にスタビライ
ザバーの剛性が関与することもなく、予め設定されたサ
スペンション特性を確保することができる。[Effects of the Invention] As explained above, the present invention includes a stabilizer bar split in the middle and two sets of planetary gear mechanisms opposed to the split position of the stabilizer bar, and these two sets of planetary gear mechanisms. sun gear, pinion carrier,
and the stabilizer bar is connected to the shaft of any member of the ring gear, and one of the remaining members is connected to each other via a rod, and at least one of the other members on the left wheel side and the right wheel side Since a roll control means for controlling the rotation according to the roll state is provided, there is a medium of revolution or rotation of the members connected via the rod, so a rotation difference is created between the left and right stabilizer bars depending on the rotation given by the roll control means. occurs, and roll control based on this torsional rigidity can be actively performed.The entire stabilizer bar can be rotated while maintaining the left-right rotation difference of the stabilizer bar, so unlike conventional devices, the roll state can be controlled. Even when bounce occurs, the rigidity of the stabilizer bar does not affect the vertical movement of the left and right wheels, and the preset suspension characteristics can be maintained.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図乃至第７図は本願発明の一実施例を示す図であっ
て、第１図は全体構成の概略を示す斜視図、第２図は歯
車装置をバーの径方向からみたときの部分断面図、第３
図は第２図を右側面方向からみたときのギヤ配置図、第
４図（ａ）〜（ｄ）は夫々ギヤ回転位置関係をスポット
的に示す説明図、第５図は第４図の回転位置関係を表す
回転位相図、第６図（ａ）〜（ｄ）は夫々リングギヤ回
転時におけるギヤ回転位置関係をスポット的に示す説明
図、第７図は第６図の回転位置関係を表す回転位相図で
ある。 第８図及び第９図は本戦発明のその他の実施例を示す図
であって、第８図は歯車装置をバーの径方向からみたと
きの部分断面図、第９図は第８図を右側面方向からみた
ときのギヤ配置図である。 図中、８・・・サスペンションアーム、１０・・・車両
用可変スタビライザ、１２・・・スタビライザバー１４
・・・歯車装置、１６・・・アクチュエータ、１８・・
・制御装置、２ＯＬ、２ＯＲ・・・遊星歯車機構、２０
Ｌ＋、２ＯＲ＋・・・サンギヤ、２０Ｌｚ、２０Ｒｚ・
・・ビニオン、２ＯＬ３．２０Ｒ３・・・リングギヤ、
２４．３０・・・ロッド、３２Ｌ、３２Ｒ・・・キャリ
ア、である。1 to 7 are views showing one embodiment of the present invention, in which FIG. 1 is a perspective view showing the outline of the overall configuration, and FIG. 2 is a portion of the gear device viewed from the radial direction of the bar. Cross section, 3rd
The figure is a gear arrangement diagram when Figure 2 is viewed from the right side, Figures 4 (a) to (d) are explanatory diagrams showing the rotational positional relationship of the gears in spots, and Figure 5 is the rotation of Figure 4. A rotational phase diagram showing the positional relationship, FIGS. 6(a) to 6(d) are explanatory diagrams spot-wise showing the gear rotational positional relationship when the ring gear rotates, and FIG. 7 is a rotational phase diagram showing the rotational positional relationship in FIG. 6. It is a phase diagram. 8 and 9 are views showing other embodiments of the present invention, in which FIG. 8 is a partial sectional view of the gear device viewed from the radial direction of the bar, and FIG. 9 is a view showing FIG. 8 on the right side. FIG. 3 is a gear arrangement diagram when viewed from the plane. In the figure, 8... Suspension arm, 10... Variable stabilizer for vehicle, 12... Stabilizer bar 14
...Gear device, 16...Actuator, 18...
・Control device, 2OL, 2OR...planetary gear mechanism, 20
L+, 2OR+...Sun gear, 20Lz, 20Rz・
...Binion, 2OL3.20R3...Ring gear,
24.30...rod, 32L, 32R...carrier.

Claims (1)

【特許請求の範囲】[Claims] （１）左右輪のサスペンションリンクに連結され途中で
分割されたスタビライザバーと、このスタビライザバー
の分割位置に対向させた２組の遊星歯車機構とを備え、
この２組の遊星歯車機構夫々におけるサンギヤ、ピニオ
ンキャリア、及びリングギヤの内の任意の部材の軸に前
記スタビライザバーの分割端を各々接続するとともに、
残りの部材の内、一方の部材を各遊星歯車機構間でロッ
ドを介して相互に連結し、他方の部材における左輪側、
右輪側の少なくとも片方の部材の回転をロール状態に応
じて制御するロール制御手段を設けたことを特徴とする
車両用可変スタビライザ。(1) Equipped with a stabilizer bar connected to the suspension links of the left and right wheels and split in the middle, and two sets of planetary gear mechanisms opposed to the split position of the stabilizer bar,
Connecting the divided ends of the stabilizer bar to the shafts of arbitrary members among the sun gear, pinion carrier, and ring gear in each of the two sets of planetary gear mechanisms, and
Among the remaining members, one member is interconnected via a rod between each planetary gear mechanism, and the left wheel side of the other member,
A variable stabilizer for a vehicle, comprising a roll control means for controlling rotation of at least one member on the right wheel side according to a roll state.
JP13312390A 1990-05-23 1990-05-23 Variable stabilizer for vehicle Pending JPH0427615A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP13312390A JPH0427615A (en) 1990-05-23 1990-05-23 Variable stabilizer for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP13312390A JPH0427615A (en) 1990-05-23 1990-05-23 Variable stabilizer for vehicle

Publications (1)

Publication Number Publication Date
JPH0427615A true JPH0427615A (en) 1992-01-30

Family

ID=15097330

Family Applications (1)

Application Number Title Priority Date Filing Date
JP13312390A Pending JPH0427615A (en) 1990-05-23 1990-05-23 Variable stabilizer for vehicle

Country Status (1)

Country Link
JP (1) JPH0427615A (en)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19714565A1 (en) * 1996-06-28 1998-01-08 Mannesmann Sachs Ag Torsion rod stabiliser for vehicle suspension
WO1999067100A1 (en) * 1998-06-25 1999-12-29 Robert Bosch Gmbh Process and system for stabilising vehicles against rolling
WO2001051301A1 (en) * 2000-01-13 2001-07-19 Bayerische Motoren Werke Aktiengesellschaft Electromechanical stabilizer for a vehicle chassis
US6663113B2 (en) 1998-10-09 2003-12-16 Robert Bosch Gmbh System and method for reducing stopping distance and improving traction in motor vehicles
WO2004076210A1 (en) * 2003-02-26 2004-09-10 Trw Automotive Gmbh Stabilizer subassembly
KR100448780B1 (en) * 2001-12-18 2004-09-16 현대자동차주식회사 strucure of stabilizer bar for vehicle
WO2005049344A1 (en) * 2003-11-19 2005-06-02 Aisin Seiki Kabushiki Kaisha Suspension control device
EP1719644A1 (en) * 2005-05-06 2006-11-08 FIAT AUTO S.p.A. Anti-roll bar, and system for its actuation
EP1894756A3 (en) * 2006-08-29 2008-10-22 Toyota Jidosha Kabushiki Kaisha Vehicle suspension system
WO2009103452A1 (en) * 2008-02-19 2009-08-27 Bayerische Motoren Werke Aktiengesellschaft Arrangement of a rolling stabilization system and of a steering system on a motor vehicle
US7588259B2 (en) 2006-12-22 2009-09-15 Honda Motor Co., Ltd. Reduction gear and vehicular active stabilizer system
US7946602B2 (en) 2005-09-09 2011-05-24 Toyota Jidosha Kabushiki Kaisha Stabilizer
CN103818211A (en) * 2014-02-26 2014-05-28 湖南大学 Vehicle active transverse stabilizer bar

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19714565A1 (en) * 1996-06-28 1998-01-08 Mannesmann Sachs Ag Torsion rod stabiliser for vehicle suspension
DE19714565C2 (en) * 1996-06-28 1998-05-14 Mannesmann Sachs Ag Stabilizer arrangement
WO1999067100A1 (en) * 1998-06-25 1999-12-29 Robert Bosch Gmbh Process and system for stabilising vehicles against rolling
US6425585B1 (en) 1998-06-25 2002-07-30 Robert Bosch Gmbh Process and system for stabilizing vehicles against rolling
US6663113B2 (en) 1998-10-09 2003-12-16 Robert Bosch Gmbh System and method for reducing stopping distance and improving traction in motor vehicles
WO2001051301A1 (en) * 2000-01-13 2001-07-19 Bayerische Motoren Werke Aktiengesellschaft Electromechanical stabilizer for a vehicle chassis
US6550788B2 (en) * 2000-01-13 2003-04-22 Bayerische Motoren Werke Aktiengesellschaft Electromechanical stabilizer for a vehicle chassis
KR100448780B1 (en) * 2001-12-18 2004-09-16 현대자동차주식회사 strucure of stabilizer bar for vehicle
WO2004076210A1 (en) * 2003-02-26 2004-09-10 Trw Automotive Gmbh Stabilizer subassembly
WO2005049344A1 (en) * 2003-11-19 2005-06-02 Aisin Seiki Kabushiki Kaisha Suspension control device
EP1719644A1 (en) * 2005-05-06 2006-11-08 FIAT AUTO S.p.A. Anti-roll bar, and system for its actuation
US7946602B2 (en) 2005-09-09 2011-05-24 Toyota Jidosha Kabushiki Kaisha Stabilizer
EP1894756A3 (en) * 2006-08-29 2008-10-22 Toyota Jidosha Kabushiki Kaisha Vehicle suspension system
US8041479B2 (en) 2006-08-29 2011-10-18 Toyota Jidosha Kabushiki Kaisha Vehicle suspension system
US7588259B2 (en) 2006-12-22 2009-09-15 Honda Motor Co., Ltd. Reduction gear and vehicular active stabilizer system
WO2009103452A1 (en) * 2008-02-19 2009-08-27 Bayerische Motoren Werke Aktiengesellschaft Arrangement of a rolling stabilization system and of a steering system on a motor vehicle
CN103818211A (en) * 2014-02-26 2014-05-28 湖南大学 Vehicle active transverse stabilizer bar

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