JP2023134849A - Elastic support device and stabilizer device - Google Patents

Abstract

To provide an elastic support device etc. which can change support rigidity with a simple structure.SOLUTION: An elastic support device includes: a first member 111; a second member 140 which is displaced relative to the first member; and an elastic member 130 provided between the first member and the second member. A cavity part 131 is provided in the elastic member. The elastic support device includes a pressing member 150 which shifts between a first state in which the pressing member presses an area, which is located near the cavity part, at a surface part of the elastic member and a second state where the pressing is released.SELECTED DRAWING: Figure 3

Description

The present invention relates to an elastic support device having an elastic body between a pair of relatively movable members, and a stabilizer device having such an elastic support device.

2. Description of the Related Art Vehicles such as automobiles are equipped with a stabilizer device that generates a reaction force according to the stroke difference between left and right suspensions in order to improve roll rigidity, suppress vehicle body roll behavior, and improve steering stability. Such a stabilizer device connects both ends of a stabilizer bar, which has an intermediate portion that extends in the vehicle width direction and functions as a torsion bar, to so-called unsprung parts such as suspension arms and struts through ball joints (or bushings) and links. It is constructed by connecting.

The intermediate portion of the stabilizer bar is connected to a relatively rigid body such as a cross member of the vehicle body through an elastic bushing made of rubber material, etc., in order to allow for twisting and to reduce the transmission of vibration from the suspension device to the vehicle body. Attached to a high structural member.

As a conventional technique related to such a stabilizer device, for example, Patent Document 1 discloses a stabilizer device in which a torsion portion of a stabilizer is inserted into the inner diameter side of a cylindrical bush, and the outer diameter side of the bush is held by a vehicle body side member. It is described that a cavity, a plate material, etc. are provided inside the bush so that the support rigidity of the torsion part changes depending on the phase of the bush with respect to the vehicle body side member.

Japanese Patent Application Publication No. 2008-137526

Improving the roll rigidity of a vehicle with a stabilizer device can suppress the roll behavior of the vehicle body and improve steering stability when driving at high speeds on good roads.
However, the roll stiffness required of a vehicle is not always constant. For example, when driving on a rough road, if the roll stiffness is high, one of the left and right wheels may easily lift off the road surface, causing the drive Power is lost and running performance is reduced.
For this reason, there is a demand for a stabilizer device that can vary the roll rigidity of a vehicle.

Conventionally, variable-rigidity stabilizer devices have been known that include an actuator that generates torsional force in the middle of the stabilizer bar, but the device and control configurations are complicated and the output is relatively high. actuators are required, which increases power consumption.
On the other hand, if it is possible to change the rigidity of the elastic member that supports the stabilizer bar, it is possible to change the roll rigidity with a relatively simple configuration. With the method of changing the rigidity by rotating around an axis, it is difficult to change the rigidity while the vehicle is in use (particularly while driving).
In view of the above-mentioned problems, an object of the present invention is to provide an elastic support device that can change the support rigidity with a simple configuration, and a stabilizer device that can change the roll rigidity of a vehicle with a simple configuration. It is.

The present invention solves the above-mentioned problems by the following solving means.
The invention according to claim 1 is an elastic support device comprising: a stabilizer bar; a clamp that is relatively displaced with respect to the stabilizer bar; and an elastic member provided between the stabilizer bar and the clamp; A recess is provided in which a part of the surface of the elastic member is recessed, and the insertion member transitions between a first state inserted into the recess and a second state separated from the recess. This is an elastic support device characterized by the following.
According to this, the rigidity of the elastic support device can be changed with a simple configuration by inserting the insertion member into the recess and suppressing or nullifying the effect of lowering the rigidity due to the recess.

In the invention according to claim 2, the elastic member is formed in a cylindrical shape, the recess is provided on an end face, the stabilizer bar is inserted into the inner diameter side of the elastic member, and the clamp is arranged on the outer side of the elastic member. 3. The elastic support device according to claim 2, wherein the insertion member moves relative to the elastic member along the longitudinal direction of the first member.
According to this, in the elastic support device having the cylindrical elastic member, the support rigidity in the radial direction can be reliably changed.

The invention according to claim 3 provides a stabilizer bar having an intermediate part whose both ends are connected to left and right suspension devices via links and which is arranged along the vehicle width direction, and between the intermediate part and the vehicle body. and the elastic support device according to claim 1 or 2, wherein the first member is the intermediate portion of the stabilizer bar, and the second member is the clamp fixed to the vehicle body. This is a stabilizer device characterized by:
According to this, by changing the rigidity of the elastic support device to change the support rigidity with respect to displacement in the direction in which the middle part of the stabilizer bar tilts from side to side, the roll rigidity of the vehicle can be changed with a simple configuration, and the roll rigidity of the vehicle can be changed. It is possible to obtain exercise performance that matches the driving conditions.
For example, when driving on good roads, roll rigidity is increased to improve handling stability, while when driving on rough roads, roll rigidity is lowered to prevent the wheels on the rebound side from lifting up, preventing loss of driving force and improving all-terrain performance. can be increased.

The invention according to claim 4 provides an input unit through which an occupant inputs a driving mode selection operation of the vehicle, and control for driving an actuator to switch between the first state and the second state according to the driving mode selection operation. 4. The stabilizer device according to claim 3, further comprising a portion.
According to this, the roll stiffness of the vehicle can be changed faithfully to the intention of the occupant.

The invention according to claim 5 includes a road condition detection unit that detects the condition of a road on which a vehicle travels, and a control that drives an actuator to switch between the first state and the second state according to the road state. 4. The stabilizer device according to claim 3, further comprising a portion.
According to this, by automatically changing the roll stiffness of the vehicle according to the road surface condition, the roll stiffness suitable for the driving condition can be obtained without any operation by the driver, and convenience is improved.

In the invention according to claim 6, the control unit causes the transition to the second state when at least one of the traveling speed of the vehicle, the steering angle of the steering device, and the steering speed of the steering device is equal to or higher than a predetermined threshold value. 6. The stabilizer device according to claim 4 or 5, wherein the stabilizer device prohibits the following.
According to this, when the vehicle is running at high speed, when the vehicle is turning suddenly, etc., by improving the roll stiffness of the vehicle, it is possible to suppress the roll behavior of the vehicle body and ensure steering stability.

As described above, the present invention provides an elastic support device that can change the support rigidity with a simple configuration, and a stabilizer device that can change the roll rigidity of a vehicle with a simple configuration. Can be done.

FIG. 1 is an exploded perspective view of a suspension device having a stabilizer device according to Reference Example 1 of the present invention. FIG. 2 is a schematic cross-sectional view of the stabilizer bushing peripheral portion (elastic support device) in the stabilizer device of Reference Example 2, and is a diagram showing a low rigidity state. FIG. 7 is a schematic cross-sectional view of the stabilizer bushing peripheral portion (elastic support device) in the stabilizer device of Reference Example 2, showing a high rigidity state. FIG. 3 is a block diagram schematically showing the configuration of a control system for a stabilizer device of Reference Example 2. FIG. 7 is a flowchart showing control of the stabilizer device of Reference Example 2. FIG. It is a flow chart which shows control of reference example 3 of the stabilizer device to which the present invention is applied. FIG. 2 is a schematic cross-sectional view of a peripheral portion of a stabilizer bush (elastic support device) in an embodiment of a stabilizer device to which the present invention is applied.

Embodiments of an elastic support device and a stabilizer device to which the present invention is applied will be described below.
<Reference example 1>
First, prior to describing the embodiments, the configuration of a stabilizer device for an automobile, which is Reference Example 1 of the present invention, will be described.
FIG. 1 is an exploded perspective view of a suspension device having a stabilizer device of Reference Example 1.
The vehicle provided with this stabilizer device is, for example, an automobile such as a passenger car, and the front suspension device is of the MacPherson strut type.

The front suspension device includes a housing 10, a strut assembly 20, and a lower arm 30, and the lower arm 30 is attached to a vehicle body (not shown) via a cross member 40.
The front suspension device also includes a stabilizer device 100.

The housing 10 accommodates a hub bearing that rotatably supports a front wheel (not shown), and is formed by performing predetermined machining on a cast product made of steel, for example.

The strut assembly 20 is an assembly of a strut 21, a spring 22, and an upper mount 23.
The strut 21 includes a shock absorber (damper) that is a hydraulic shock absorber, and is arranged with a piston rod protruding above the shell case. A housing bracket 21a to which the upper end of the housing 10 is fixed is provided at the lower end of the shell case. Further, a spring seat 21b is provided at the upper part of the shell case, which is formed to protrude from the outer circumferential surface of the shell case in the shape of a brim and holds the lower end portion of the spring 22.
Further, below the spring seat 21b of the strut 21, a stabilizer bracket 21c is provided which is formed so as to protrude from the outer peripheral surface toward the rear of the vehicle body, and to which a stabilizer link 120, which will be described later, is attached.

The spring 22 is a coil spring made of spring steel, for example, and the upper part of the strut 21 is inserted into the inner diameter side of the spring 22. The spring 22 has a lower end held by a spring seat 21b of the strut 21 and an upper end held by a spring seat of the upper mount 23.
The upper mount 23 is fixed to the vehicle body and holds the upper end of the piston rod of the strut 21 and the upper end of the spring 22, and allows the strut 21 and the spring 22 to rotate together with the housing 10 around the kingpin axis when steering the front wheels. Equipped with rolling bearings.

The lower arm 30 is an L-shaped lower arm formed by, for example, a steel press, and is connected to the lower end of the housing 10 via a ball joint 31. On the vehicle body side, the lower arm 30 is connected to a cross member 40, a front bush 32, and a rear bush. They are connected via 33. The lower arm 30 is supported so as to be swingable relative to the cross member 40 about a central axis that substantially coincides with a straight line connecting the center portions of the front bushing 32 and the rear bushing 33.

The cross member 40 is a structural member that serves as a base to which the lower arm 30 and the stabilizer device 100 are attached, and is, for example, the lower side of a main frame (not shown) that extends in the longitudinal direction of the vehicle along both sides of an engine room (not shown). Fixed.

The stabilizer device 100 is an anti-roll device that improves the roll rigidity of a vehicle by using the spring reaction force of a stabilizer bar that connects left and right suspensions.
The stabilizer device 100 includes a stabilizer bar 110, a stabilizer link 120, a stabilizer bush 130, and a clamp 140.

The stabilizer bar 110 is integrally formed by bending a spring steel wire, for example, and includes an intermediate portion 111 and an arm portion 112.
The intermediate portion 111 is a portion extending substantially along the vehicle width direction.
The arm portion 112 is a portion formed to protrude diagonally forward from both ends of the intermediate portion 111, and is curved to prevent interference with each member of the suspension device.

The stabilizer link 120 is a rod-shaped member that connects the tip of the arm portion 112 of the stabilizer bar 110 and the stabilizer bracket 21c of the strut 21, and is arranged to extend substantially in the vertical direction. The stabilizer link 120 is provided with a ball joint or an elastic bush at both ends, and is swingable relative to the stabilizer bar 110 and the strut 21.

Stabilizer bush 130 is an elastic member that supports intermediate portion 111 (first member) of stabilizer bar 110, and is fixed to the upper surface of cross member 40 by clamp 140. The stabilizer bush 130 is made of a high-loss rubber material such as SBR-based rubber material whose damping (loss) characteristics are strongly frequency-dependent.
The stabilizer bush 130 is formed, for example, in a cylindrical shape, and the intermediate portion 111 of the stabilizer bar 110 is inserted into the inner diameter side thereof.
The outer peripheral surface of the stabilizer bush 130 is held by a clamp 140.
The stabilizer bush 130 and the clamp 140 are provided at both ends of the intermediate portion 111 of the stabilizer bar 110 so as to be spaced apart in the vehicle width direction and are substantially symmetrical in pairs. (In Figure 1, only the left side of the vehicle is shown, and the right side is omitted.)

The clamp 140 fixes the stabilizer bush 130 to the upper surface of the cross member 40 (second member), and is made of, for example, a sheet metal, and has a U-shape with an open bottom when viewed from the vehicle width direction. The curvature and the like are adapted to the shape of the outer peripheral surface of the stabilizer bush 130. Further, a flange portion is formed that protrudes from the open end portion (lower end portion) in the longitudinal direction of the vehicle and has a bolt hole into which a bolt for fastening the clamp 140 to the cross member 40 is inserted.

In such a stabilizer device, when a stroke difference occurs between the left and right suspensions (typically when the strokes occur in opposite directions), the intermediate portion 111 of the stabilizer bar 110 is twisted to restore the stroke difference. A moment is generated in the direction of the roll (anti-roll direction).
At this time, the stabilizer bush 130 receives a load in the radial direction (for example, in the vertical direction) and elastically deforms in opposite directions on the left and right sides, so that the intermediate portion 111 of the stabilizer bar 110 tilts in the left-right direction. For example, if the rigidity of the stabilizer bushing 130 against loads in the radial direction (typically the vertical direction) is reduced, the inclination of the intermediate portion 111 of the stabilizer bar 110 will increase even if the roll angle of the vehicle is the same. On the other hand, since the torsion angle becomes smaller, the moment in the anti-roll direction is suppressed, and the roll rigidity of the vehicle decreases.
Therefore, if the rigidity of the stabilizer bush 130 in the radial direction (vertical direction) can be changed, for example, an actuator that applies a torsional moment to the stabilizer bar 111 or a complicated mechanism that changes the lever ratio can be used. Even without the provision, the roll rigidity of the vehicle (the effectiveness of the stabilizer device) can be made variable with a relatively simple configuration, making it possible to adapt it to various driving conditions.

Hereinafter, an elastic support device and a stabilizer device, which is Reference Example 2 of the present invention, will be explained.
In each of the embodiments described below, the same reference numerals are given to the same parts as in the above-mentioned comparative example and the previous embodiment, and the explanation thereof will be omitted, and the differences will be mainly explained.
In Reference Example 2, a variable rigidity elastic support device described below is provided at the attachment point of the stabilizer bar 110 to the cross member 40.
FIG. 2 is a schematic cross-sectional view of the stabilizer bushing peripheral portion (elastic support device) in the stabilizer device of Reference Example 2, and is a diagram showing a low rigidity state (second state).
FIG. 3 is a schematic cross-sectional view of the stabilizer bushing peripheral portion (elastic support device) in the stabilizer device of Reference Example 2, showing a high rigidity state (first state).
2 and 3(a) show a state in which the stabilizer bar 110 is cut along a plane perpendicular to the axis of the intermediate portion 111.
FIG. 3(b) is a sectional view taken along the line bb in FIG. 3(a).

The elastic support device of Reference Example 2 includes a cam 150 (pressing member).
The cam 150 is supported by the cross member 40 so as to be rotatable around a rotating shaft 151 arranged parallel to the intermediate portion 111 of the stabilizer bar 110 .
The cam 150 includes an actuator 211 (see FIG. 4) that rotates the cam 150 around the rotation shaft 151. The actuator may include, for example, an electric motor and a gear mechanism that reduces its output rotation.

When the stabilizer device 100 is in operation, a load in the vertical direction is applied to the intermediate portion 111 of the stabilizer bar 110 along with a moment in the torsional direction.
A hollow portion 131 in the form of a hollow is formed in a region below the intermediate portion 111 of the stabilizer bush 130 .
The cam 150 is housed below the stabilizer bush 130 and inside the cross member 40 so as to be able to press a region of the outer circumferential surface of the stabilizer bush 130 that is close to the cavity 131 .
An opening 41 is formed in a region below the stabilizer bush 130 in the cross member 40, and the cam crest of the cam 150 is formed on the stabilizer bush 130 side through the opening 41 when transitioning from the second state to the first state. It is designed to be carried out.

When the cam 150 is rotationally driven by an actuator, the cam 150 has two states: a first state in which it presses the outer peripheral surface of the stabilizer bushing 130 to collapse the cavity 131 as shown in FIG. 3, and a first state in which the cavity 131 is crushed as shown in FIG. A second state in which the stabilizer bushing 130 is spaced apart from the outer circumferential surface of the stabilizer bushing 130 can be made.
In the first state, the radially opposing inner surfaces of the cavity 131 are in contact with each other.
Note that the region above the intermediate portion 111 in the stabilizer bush 130 is configured as a solid body without a cavity or the like.
Since the rubber-based material that constitutes the stabilizer bush 130 is substantially incompressible, even if it is pressed horizontally from below to crush the cavity 131, the amount by which the intermediate portion 111 rises relative to the clamp 140 can be virtually ignored. It is fairly small, and the axial center position of the stabilizer bar 110 does not change significantly.
Furthermore, as shown in FIG. 3(b), the top of the cam crest of the cam 150 is formed with a continuous uneven shape along the cylinder axis direction of the stabilizer bush 130.
This uneven shape has a function of preventing the stabilizer bush 130 from being displaced relative to the cam 150 in the axial direction when the stabilizer bush 130 is pressed by the cam 150.
In this case, an uneven shape that engages with the uneven shape of the cam 150 may also be formed on the stabilizer bush 130 side.

The stabilizer device of Reference Example 2 includes a control system that controls the actuator 211 that drives the cam 150 described above.
FIG. 4 is a block diagram schematically showing the configuration of a control system for a stabilizer device of Reference Example 2.
The control system 200 includes a stabilizer control unit 210, a vehicle mode control unit 220, an environment recognition unit 230, a transmission control unit 240, an engine control unit 250, and the like.
Each unit includes, for example, an information processing section such as a CPU, a storage section such as a RAM or ROM, an input/output interface, a bus connecting these, and the like.
Each unit can communicate with each other directly or via an in-vehicle LAN such as a CAN communication system.

The stabilizer control unit 210 controls an actuator 211 that rotationally drives the cam 150.
Stabilizer control unit 210 switches between a first state in which cam 150 presses stabilizer bush 130 and a second state in which cam 150 separates from stabilizer bush 130 in response to a command from vehicle mode selection unit 220.

Vehicle mode control unit 220 selects one from a plurality of vehicle control modes prepared in advance, and issues commands to stabilizer control unit 210, transmission control unit 240, engine control unit 250, etc. according to the selected control mode. It gives
Here, the control modes include, for example, a good road mode used when driving on a normal paved road, and a rough road mode used when driving on a rough road or rough terrain.

A mode selection switch 221, a vehicle speed sensor 222, a steering angle sensor 223, and the like are connected to the vehicle mode control unit 220.
The mode selection switch 221 is an input operation section through which an occupant such as a driver inputs the control mode selection operation described above.
The vehicle speed sensor 222 detects the traveling speed of the vehicle.
The steering angle sensor 223 detects the steering angle (the amount of steering operation by the driver) in a steering device (electric power steering device) that steers the front wheels of the vehicle.

The environment recognition unit 230 recognizes the environment in front of the host vehicle.
For example, a stereo camera device 231 is connected to the environment recognition unit 230.
The stereo camera device 231 has, for example, a pair of imaging devices that have an imaging range in front of the vehicle and are arranged apart from each other in the vehicle width direction, and performs known stereo camera image processing on the captured images. It is equipped with a function to determine the shape of the subject and its relative distance from the vehicle.
The environment recognition unit 230 functions as a road condition detection unit that determines whether the condition of the road on which the vehicle is traveling is a good road such as a paved road or a bad road, based on the output of the stereo camera device 231. .

The transmission control unit 240 comprehensively controls a transmission that changes the rotational output of the engine, which is the driving power source of the vehicle, and a transfer that distributes driving force to the front wheel drive mechanism and rear wheel drive mechanism of an AWD vehicle. It is something to do.

The engine control unit 250 comprehensively controls the engine and its auxiliary equipment, and performs engine output adjustment and the like.

Hereinafter, the rigidity variable control of the elastic support device and the stabilizer device of Reference Example 2 will be explained.
FIG. 5 is a flowchart showing control of the stabilizer device of Reference Example 2.
Below, each step will be explained in order.

<Step S01: Rough road mode selection operation judgment>
Vehicle mode control unit 220 determines whether the driver inputs a rough road mode selection operation from mode selection switch 221 or not.
If there is a rough road mode selection operation, the process advances to step S02; otherwise, the process advances to step S06.

<Step S02: Vehicle speed judgment>
Vehicle mode control unit 220 compares the vehicle speed detected by vehicle speed sensor 222 with a preset threshold (for example, 40 km/h).
If the vehicle speed is equal to or higher than the threshold value, the process proceeds to step S06, otherwise the process proceeds to step S03.

<Step S03: Steering angle judgment>
Vehicle mode control unit 220 compares the steering angle (steering angle) detected by steering angle sensor 223 with a preset threshold (for example, 90 degrees).
If the steering angle is equal to or greater than the threshold value, the process proceeds to step S06; otherwise, the process proceeds to step S04.

<Step S04: Steering speed judgment>
The vehicle mode control unit 220 compares the steering speed, which is the rate of change in the steering angle (rudder angle) detected by the steering angle sensor 223, with a preset threshold (for example, 45 deg/sec).
If the steering speed is equal to or greater than the threshold value, the process proceeds to step S06; otherwise, the process proceeds to step S05.
In addition, in the above-mentioned determination regarding the vehicle speed, steering angle, and steering speed, in order to prevent control hunting, the determination may be made if the state continues to be equal to or higher than a threshold value for a predetermined period of time.
Further, the threshold value may be changed depending on the current state of the actuator (first state or second state) to give control a hysteresis characteristic.

<Step S05: Execute rough road mode control>
Vehicle mode control unit 220 determines the selection of rough road mode and provides commands to stabilizer control unit 210, transmission control unit 240, and engine control unit 250.
In response, the stabilizer control unit 210 controls the actuator 211 so that the cam 150 is separated from the outer peripheral surface of the stabilizer bushing 130 (second state), reducing the vertical rigidity of the stabilizer bushing 130, Decrease the roll stiffness of the vehicle.
In addition, the transmission control unit 240 shifts the speed change characteristics of the transmission to a lower speed side (higher reduction ratio side) to make it suitable for driving on rough roads, and increases the fastening force of the AWD transfer to bring it closer to a so-called direct coupling state. Improve power.
Furthermore, the engine control unit 250 switches the output characteristic, which is a correlation between the engine output torque and the accelerator opening, to a characteristic suitable for driving on rough roads.
After that, the series of processing ends (returns).

<Step S06: Execute good road mode control>
Vehicle mode control unit 220 determines the selection of the good road mode and provides commands to stabilizer control unit 210, transmission control unit 240, and engine control unit 250.
In response, the stabilizer control unit 210 controls the actuator 211 so that the cam 150 presses the outer circumferential surface of the stabilizer bush 130 (first state), improving the vertical rigidity of the stabilizer bush 130, Improve vehicle roll stiffness.
Furthermore, the transmission control unit 240 and the engine control unit 250 set the speed change characteristics of the transmission, the engagement force of the transfer, and the output characteristics of the engine to normal characteristics suitable for driving on a good road.
After that, the series of processing ends (returns).

As explained above, according to Reference Example 2, the following effects can be obtained.
(1) The cam crest of the cam 150 presses the area close to the cavity 131 on the outer circumferential surface of the stabilizer bush 130 to compress the cavity 131 and suppress or nullify the stiffness reducing effect due to the cavity 131. With a simple configuration, the support rigidity in the vertical direction of the intermediate portion of the stabilizer bar 110 by the stabilizer bush 130 can be changed.
(2) By pressing the outer diameter side surface of the cylindrical stabilizer bush 130 provided with the cavity 131 with the cam 150, the radial rigidity of the stabilizer bush 130 can be reliably changed.
(3) By providing the cavity 131 only on the cam 150 side (lower side) when viewed from the stabilizer bar 110, the stabilizer bar 110 is pushed up against the bracket 140 when pressed by the cam 150, thereby forming the stabilizer device 100. Changes in the positional relationship of each component can be suppressed.
(4) By using the cam 150 that is rotationally driven by an actuator as the pressing member, the above-mentioned effects can be reliably obtained with a simple configuration.
(5) By changing the rigidity of the stabilizer bushing 130 using the cam 150 and changing the supporting rigidity for displacement in the direction in which the intermediate portion 111 of the stabilizer bar 110 is tilted from side to side, the roll rigidity of the vehicle can be improved with a simple configuration. It is possible to obtain dynamic performance that matches the driving conditions of the vehicle.
Specifically, when driving on good roads, the roll rigidity is increased to reduce the roll behavior of the vehicle body and improve steering stability, while when driving on rough roads, the roll rigidity is reduced to prevent the rebound side wheels from lifting. It is possible to prevent loss of driving force and improve running performance.
(6) By reducing the roll stiffness of the vehicle in response to the selection operation of the rough road mode by the occupant, it is possible to control the roll stiffness faithfully to the occupant's intention.
(7) When at least one of the vehicle running speed, the steering angle of the steering device, and the steering speed of the steering device is equal to or higher than a predetermined threshold, reduction in roll stiffness is prohibited, so that when the vehicle is running at high speed or when turning suddenly. For example, it is possible to improve the roll rigidity of a vehicle, suppress body roll, and ensure steering stability.

<Reference example 3>
Next, Reference Example 3 of an elastic support device and a stabilizer device to which the present invention is applied will be described.
Reference Example 3 is characterized in that the roll stiffness of the vehicle is automatically controlled in accordance with the result of detecting the road surface condition on which the vehicle travels, without depending on the driver's control.

FIG. 6 is a flowchart showing control of the stabilizer device of Reference Example 3.
In Reference Example 3, in step S01, instead of the judgment related to the rough road mode selection operation in Reference Example 2, it is determined based on the recognition result of the environment recognition unit 230 that the state of the road on which the own vehicle is traveling is a rough road. It is determined whether or not.
For example, when irregularities or undulations (planar irregularities) exceeding a predetermined level are recognized on the road surface, a rough road determination can be established.
If the rough road determination is established, the process proceeds to step S02; otherwise, the process proceeds to step S06.

According to Reference Example 3 described above, in addition to the same effects as those of Reference Example 2 described above (excluding those described in section (6)), the roll stiffness of the vehicle is automatically adjusted according to the road surface condition. By changing the roll stiffness, it is possible to obtain a roll stiffness suitable for the driving condition without any operation by the driver, improving convenience.

<Embodiment>
Next, embodiments of an elastic support device and a stabilizer device to which the present invention is applied will be described.
FIG. 7 is a schematic cross-sectional view of the surrounding area of the stabilizer bush in the stabilizer device of the embodiment.
FIG. 7 shows a cross section corresponding to FIG. 3(b) in Reference Example 1.
FIG. 7(a) shows a low rigidity state (second state), and FIG. 7(b) shows a high rigidity state (first state).

The third embodiment includes a recess 132 and an insertion member 160, which will be described below, in place of the cavity 131 and cam 150 in Reference Example 2.
The recess 132 is formed by recessing one end surface of the stabilizer bush 130.
For example, the recess 132 can have a configuration in which a region around the intermediate portion 111 of the stabilizer bar 110 is recessed into a cup shape in the axial direction.
The insertion member 160 is made of a hard material, such as metal, that is harder than the material of the stabilizer bush 130 , and inserts the protruding end 161 into the recess 132 to substantially fill the inside of the recess 132 . This improves the rigidity of the

The insertion member 160 is formed, for example, in a cylindrical shape, into which the intermediate portion 111 is inserted, and is movable relative to the intermediate portion 111 along its longitudinal direction (the cylindrical axis direction of the stabilizer bush 130). There is.
The insertion member 160 is driven in the translational direction along the longitudinal direction of the intermediate portion 111, and the first state in which the tip portion 161 is inserted into the recess 132 (see FIG. 7(b)) and the recess 132 are and a second state (see FIG. 7(a)), which is not shown in the drawings.
The actuator is controlled in the same manner as the actuator 211 in Reference Examples 1 and 2, and is caused to transition between the first state and the second state.

According to the third embodiment described above, the tip end 161 of the insertion member 160 is inserted into the recess 132 of the stabilizer bush 130, and the effect of reducing the stiffness due to the recess 132 is suppressed or nullified. The stiffness of 130 can be varied.

(Modified example)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the elastic support device, stabilizer device, suspension device, etc. are not limited to the embodiments described above, and can be modified as appropriate.
For example, in each embodiment, the suspension device is a MacPherson strut type front suspension, but the present invention is also applicable to a rear suspension or a stabilizer device provided in various suspension devices having a configuration other than the MacPherson strut type. be able to.
(2) The shape of the elastic member is not limited to the cylindrical shape as in the embodiment, but can be changed as appropriate.
(3) In Reference Example 2, the vicinity of the cavity of the elastic member is pressed by a cam, but the present invention is not limited to this, and the specific configuration of the pressing member can be changed as appropriate.
For example, instead of the cam, the elastic member may be pressed by a columnar plunger driven by power such as hydraulic pressure, pneumatic pressure, or an electric actuator.
(4) In Reference Example 2, a cavity is provided at one location on the circumference of the cylindrical stabilizer bush, and the structure is pressed by a cam, but such a cavity is provided at multiple locations on the circumference. , may be configured to be pressed respectively.
Further, in the third embodiment, the recess and the insertion member are provided only on one side in the axial direction of the elastic member, but they may be provided on both sides.
(5) In Reference Examples 2 and 3, the stiffness of the elastic member is mainly changed in the vertical direction, but the direction in which the stiffness is changed can be determined as appropriate depending on the use of the elastic support device. Is possible.
For example, when the elastic member is used as a stabilizer bush, when a force other than the vertical direction acts on the elastic member during the stroke of the suspension device, the rigidity in that direction can be changed.
(6) In the embodiment, the cam (pressing member) and the insertion member are driven by an actuator, but they may be moved manually, for example.
(7) In Reference Example 3, an environment recognition unit having a stereo camera device is used as the road condition detection section, but the method of detecting the road condition is not limited to this and can be changed as appropriate.

10 Housing 20 Strut assembly 21 Strut 21a Housing bracket 21b Spring seat 21c Stabilizer bracket 22 Spring 23 Upper mount 30 Lower arm 31 Ball joint 32 Front bush 33 Rear bush 40 Cross member 41 Opening 100 Stabilizer device 110 Stabilizer bar 111 Middle part 112 Arm part 120 Stabilizer link 130 Stabilizer bush 131 Cavity 132 Recess 140 Clamp 150 Cam 151 Rotating shaft 160 Insertion member 161 Tip 200 Control system 210 Stabilizer control unit 211 Actuator 220 Vehicle mode control unit 221 Mode selection switch 222 Vehicle speed sensor 223 Rudder Angle sensor 230 environment Recognition unit 231 Stereo camera device 240 Transmission control unit 250 Engine control unit

Claims (6)

stabilizer bar and
a clamp that is displaced relative to the stabilizer bar;
An elastic support device comprising: an elastic member provided between the stabilizer bar and the clamp;
A recess is provided by recessing a part of the surface of the elastic member,
An elastic support device comprising: an insertion member that transitions between a first state inserted into the recess and a second state separated from the recess. The elastic member is formed in a cylindrical shape, and the recess is provided at an end surface,
The stabilizer bar is inserted into the inner diameter side of the elastic member,
the clamp holds the outer diameter side of the elastic member;
The elastic support device according to claim 2, wherein the insertion member moves relative to the elastic member along the longitudinal direction of the first member. a stabilizer bar having both ends connected to left and right suspension devices via links and having an intermediate portion disposed along the vehicle width direction;
An elastic support device according to claim 1 or 2 provided between the intermediate portion and the vehicle body,
the first member is the intermediate portion of the stabilizer bar;
The stabilizer device, wherein the second member is the clamp fixed to the vehicle body. an input section through which a passenger inputs a driving mode selection operation for the vehicle;
The stabilizer device according to claim 3, further comprising: a control unit that drives an actuator to switch between the first state and the second state according to the driving mode selection operation. a road condition detection unit that detects the condition of the road on which the vehicle travels;
The stabilizer device according to claim 3, further comprising: a control unit that drives the actuator depending on the state of the road and switches between the first state and the second state. The control unit is characterized in that the control unit prohibits the transition to the second state when at least one of the traveling speed of the vehicle, the steering angle of the steering device, and the steering speed of the steering device is equal to or higher than a predetermined threshold. The stabilizer device according to claim 4 or claim 5.

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