Stabilizer control device and method

Abstract

Device for controlling a stabilizer, which includes: a steering angle velocity detection unit (110) designed to detect a steering angle velocity of a vehicle during operation; a steering angle detection unit (130) designed to detect a steering angle of the vehicle; and a control unit (140) designed to determine, based on the steering angle velocity information and the steering angle information of the vehicle, whether the vehicle is driving a curve and, if it is determined that the vehicle is driving a curve, to perform a coupling connection by driving a coupling (1) of a stabilizer equipped with the coupling (1), wherein the control unit (140) determines a clutch connection period in response to an instantaneous cornering speed of the vehicle and performs the coupling of the clutch (1) in response to the determined clutch connection period.

Description

Cross-reference to related registrations

[0001] The present application claims priority over Korean patent application No. 10-2019-0107189, filed on August 30, 2019, which is incorporated by reference into the subject matter of the present application. Background of the invention: Area

[0002] Exemplary embodiments of the present disclosure relate to a device and a method for controlling a stabilizer, and in particular a device and a method for controlling a stabilizer which, when a clutch engagement is required, can determine a clutch connection period of a stabilizer according to the road surface condition or depending on the steering angle and control a connection position of the clutch in response to the clutch connection period, thereby avoiding noise and vibration. Discussion of the background of the invention

[0003] Generally, any rolling that occurs when a vehicle is cornering contributes to a decrease in the vehicle's stability. In severe cases, the vehicle can roll over.

[0004] To prevent such a rolling motion of the vehicle, a stabilizer can be used to provide stability to the vehicle body when there is a difference between the left and right height of the vehicle, thereby reducing the rolling motion.

[0005] However, a difference in the vehicle's height between the left and right sides can also occur when driving on an uneven road surface, such as when cornering. In this case, the overall suspension stiffness may be increased, contributing to a reduced ride comfort.

[0006] A stabilizer bar with a coupling is a system designed such that a coupling is provided in the center of an existing stabilizer bar, and that varies the vehicle's roll stiffness by engaging and disengaging the coupling according to driving conditions. For example, when the vehicle is cornering, the stabilizer bar can engage the coupling to achieve relatively high roll stiffness, thus ensuring vehicle stability. Furthermore, when the vehicle is driving off-road, the stabilizer bar can disengage the coupling to reduce left / right roll stiffness, thereby maintaining ride comfort.

[0007] Fig. Figure 1 is a diagram illustrating a conventional stabilizer equipped with a coupling. The coupling on this stabilizer can only be engaged at a specific angle due to the coupling's unique tooth profile.

[0008] Therefore, with the conventional stabilizer of Fig. 1. The coupling cannot be engaged or disengaged when the vehicle is cornering, and the stabilizer at both ends can only be actuated under a predetermined condition, for example, while the vehicle is stationary. In this case, the stiffness of the stabilizer cannot be actively changed according to changing driving conditions, thus affecting ride comfort and steering stability depending on the driving conditions.

[0009] The background information disclosed above serves only to provide a better understanding of the invention's background and may therefore contain information that does not represent prior art. DE 10 2017 105 095 A1 discloses a device for controlling a roll stabilizer, comprising a steering angle velocity detection unit, a steering angle detection unit, and a control unit configured to adjust the stiffness of the roll stabilizer based on the steering angle velocity and steering angle information of the vehicle. A coupling for the stabilizer is also described. DE 10 2016 218 922 A1 and DE 20 2018 002 699 U1 describe coupling devices for stabilizers. DE 10 2006 000 366 A1 discloses a stabilizer control device. Overview of the invention

[0010] Exemplary embodiments of the present invention provide a device and a method for controlling a stabilizer which, when a clutch engagement is required, can determine a clutch connection period of a stabilizer according to the road surface condition or depending on the steering angle and control a connection position of the clutch in response to the clutch connection period, thereby avoiding noise and vibration.

[0011] An exemplary embodiment of the present invention provides a device for controlling a stabilizer, comprising: a steering angle velocity detection unit configured to detect a steering angle velocity of a vehicle during operation; a steering angle detection unit configured to detect a steering angle of the vehicle; and a control unit configured to determine, based on the steering angle velocity information and the steering angle information of the vehicle, whether the vehicle is turning and, if it is determined that the vehicle is turning, to perform a coupling connection by driving a coupling of a stabilizer equipped with the coupling.The control unit determines a clutch engagement period in response to the vehicle's current cornering speed and engages the clutch in response to that determined engagement period.

[0012] The coupling provided on the stabilizer may have: a spherical coupling connecting element; and a groove- or slot-shaped surface on which the coupling connecting element is moved during cornering of the vehicle and via which the coupling is connected and disconnected.

[0013] The control unit can set the clutch engagement period to a relatively long period to engage the clutch slowly when the vehicle is making a steady turn, and set the clutch engagement period to a relatively short period to engage the clutch quickly when the vehicle is making a fast turn.

[0014] The device may further include a vehicle speed detection unit configured to detect the speed of the vehicle, wherein the control unit determines whether the vehicle is cornering by using a look-up table in which the steering angle for determining whether the vehicle is cornering is specified differently depending on the vehicle speed.

[0015] The control unit can determine a road surface condition and disengage the clutch if the road surface is a level roadway or an off-road track, but engage the clutch if the road surface is an out-of-phase undulating roadway on which the vehicle alternately and regularly rolls like a wave from one side to the other, even though the vehicle is traveling straight ahead.

[0016] The control unit can initiate the coupling connection if the vehicle speed exceeds a predetermined vehicle speed, even though the vehicle is traveling straight ahead.

[0017] The control unit can calculate an autocorrelation of information about the vehicle's lateral acceleration, determine that the vehicle is traveling on an out-of-phase undulating road surface if a value obtained by calculating the autocorrelation is equal to or greater than a predetermined threshold, and connect the stabilizer coupling.

[0018] If the value obtained by calculating the autocorrelation is less than the predetermined threshold, the control unit can determine whether the road surface is a level roadway or an off-road track, and disengage the stabilizer coupling.

[0019] The control unit can determine the clutch engagement period based on a look-up table in which the clutch engagement period is specified, in response to the current cornering speed or steering angle speed of the vehicle.

[0020] In response to the clutch connection period determined according to the detection result indicating that the vehicle is cornering, the control unit can determine a target position of the clutch and move the position of the clutch connecting element slowly or quickly by means of an actuator in response to the determined target position, wherein the target position of the clutch is a target position of the clutch connecting element for the clutch connection.

[0021] Another exemplary embodiment of the present invention provides a method for controlling a stabilizer comprising the following steps: detecting a steering angular velocity of a vehicle in operation by means of a steering angular velocity detection unit; detecting a steering angle of the vehicle by means of a steering angle detection unit; and determining by means of a control unit whether the vehicle is performing a turn, based on the steering angular velocity information and the steering angle information, and performing a clutch connection by actuating a clutch of a stabilizer equipped with the clutch when it is determined that the vehicle is performing a turn, wherein the control unit determines a clutch connection period in response to an instantaneous turn speed of the vehicle and performs the clutch connection in response to the determined clutch connection period.

[0022] The coupling provided on the stabilizer can have: a spherical coupling connecting element, and a groove- or slot-shaped surface on which the coupling connecting element is moved during cornering of the vehicle and via which the coupling is connected and disconnected.

[0023] When performing the clutch connection, the control unit can set the clutch connection period to a relatively long period to connect the clutch slowly when the vehicle is making a steady turn, and set the clutch connection period to a relatively short period to connect the clutch quickly when the vehicle is making a fast turn.

[0024] The method may further include detecting the vehicle's speed using a vehicle speed detection unit. The control unit can determine whether the vehicle is cornering by using a lookup table in which the steering angle for determining whether the vehicle is cornering is defined differently depending on the vehicle speed.

[0025] When performing the coupling connection, the control unit can determine a road surface condition and disengage the coupling if the road surface is a level roadway or an off-road surface, and engage the coupling if the vehicle is traveling on an out-of-phase undulating roadway where the vehicle alternately and regularly rolls like a wave from side to side, even though the vehicle is traveling straight ahead.

[0026] During the clutch engagement process, the control unit can engage the clutch even if the vehicle speed exceeds a predetermined speed, although the vehicle is traveling straight ahead.

[0027] During the coupling process, the control unit can calculate an autocorrelation of information about the vehicle's lateral acceleration, determine that the vehicle is traveling on an out-of-phase undulating road surface if a value obtained by calculating the autocorrelation is equal to or greater than a predetermined threshold, and connect the stabilizer coupling.

[0028] When performing the coupling connection, if the value obtained by calculating the autocorrelation is less than the predetermined threshold, the control unit can determine that the road surface is a level roadway or a roadway off-road, and disconnect the stabilizer coupling.

[0029] To determine the clutch engagement period, the control unit can determine the clutch engagement period based on a look-up table in which the clutch engagement period is specified, in response to the current cornering speed or steering angle speed of the vehicle.

[0030] After the clutch connection period has been determined, the control unit can, in response to the clutch connection period determined according to the detection result indicating that the vehicle is cornering, determine a target position of the clutch and move the position of the clutch connecting element slowly or quickly by means of an actuator in response to the determined target position, wherein the target position of the clutch is a target position of the clutch connecting element for the clutch connection.

[0031] According to the invention, the device and method for controlling a stabilizer can determine the coupling connection period of the stabilizer, when the coupling connection is required, according to the road surface condition and depending on the degree of cornering of the vehicle, and control the coupling position of the coupling in response to the coupling connection period, thereby avoiding noise and vibration.

[0032] It should be noted that both the preceding general description and the following detailed description are exemplary and explanatory and are intended to provide further explanations of the claimed invention. Brief description of the drawings

[0033] The accompanying drawings, which are included for a further understanding of the invention and are incorporated into the description and form part thereof, show exemplary embodiments of the invention and, together with the description, serve to explain the principles of the invention. Fig. Figure 1 is a diagram describing a schematic form and problem of a conventional stabilizer equipped with a coupling. Fig. Figure 2 is a diagram illustrating a stabilizer equipped with a ball- and groove-shaped coupling, according to an exemplary embodiment of the present invention for solving the problem of the stabilizer equipped with a coupling according to Fig. 1. Fig. Figure 3 is a diagram illustrating a schematic configuration of a device for controlling a stabilizer equipped with a ball and groove coupling, according to an exemplary embodiment of the present invention. Fig. Figure 4 is a flowchart illustrating a method for controlling a stabilizer equipped with a ball and groove coupling, according to an exemplary embodiment of the present invention. Fig. Figure 5 is a flowchart illustrating a procedure for determining a road surface condition for the purpose of connecting or disconnecting the stabilizer coupling according to Fig. 4. Fig. 6 is a flowchart illustrating a procedure for determining a coupling position in response to a coupling connection period, which is based on Fig. 4 was determined according to a current cornering speed. Fig. Figure 7 is a perspective view showing that a spherical element (or a ball) is moved from one side of a first guide groove to the other by means of a cage in the coupling according to an exemplary embodiment of the present invention. Fig. Figure 8 is a cross-sectional view from the front, which shows that the spherical element is moved to a second groove according to an exemplary embodiment of the present invention. Fig. Figure 9 is a lateral cross-sectional view showing that the spherical element is positioned in the second groove according to an exemplary embodiment of the present invention. Fig. Figure 10 is a perspective view showing that an angular difference occurs when the spherical element is positioned in the second groove according to an exemplary embodiment of the present invention. Fig. Figure 11 is a cross-sectional view from the front, which shows that the spherical element is moved to a first groove according to an exemplary embodiment of the present invention. Fig. Figure 12 is a lateral cross-sectional view showing that the spherical element is positioned in the first groove according to an exemplary embodiment of the present invention. Fig. Figure 13 is a perspective view showing that the spherical element is positioned in the first groove according to an exemplary embodiment of the present invention. Fig. Figure 14 is a diagram illustrating the shape of the second groove according to an exemplary embodiment of the present invention. Fig. Figure 15 is a diagram illustrating the shape of the second groove according to another exemplary embodiment of the present invention. Fig. Figure 16 is a diagram illustrating the shape of the second groove according to a further exemplary embodiment of the present invention. Fig. Figure 17 is a perspective view illustrating a process in which the spherical element, according to an exemplary embodiment of the present invention, is moved from the second groove to the first groove and engages in the initial position. Fig. Figure 18 is a front view illustrating a process in which the ball element, according to an exemplary embodiment of the present invention, is moved from the second groove to the first groove and engages in the initial position. Fig. Figure 19 is a perspective view showing that the spherical element is moved to the outside of the second groove according to an exemplary embodiment of the present invention. Detailed description of the illustrated exemplary embodiments

[0034] The invention is described in more detail below with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. However, the invention can be implemented in numerous different forms and should not be understood as limited to the exemplary embodiments shown here. Rather, these exemplary embodiments are presented for the purpose of a comprehensive disclosure and fully convey the scope of the invention to those skilled in the art. Identical reference numerals in the drawings denote identical elements.

[0035] Numerous advantages and features of the present invention and the methods implementing it will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings. However, the present invention is not limited to the exemplary embodiments described herein, but can be implemented in numerous different forms. The exemplary embodiments presented here serve to fully disclose the present invention and convey to the person skilled in the art the complete scope of the invention; therefore, the invention is defined by the scope of the claims. The same reference numerals throughout the entire description denote identical elements.

[0036] Unless otherwise defined, it should be noted that all terms used in this description (including technical and scientific terms) have the meanings customary for a person skilled in the art. Furthermore, terms defined by commonly used dictionaries should not be defined ideally or overly formally unless they are clearly and specifically defined. It should be noted that, for the purposes of this disclosure, “X and / or Y and / or Z” may be understood as only X, only Y, only Z, or as any combination of two or more elements X, Y, and Z (for example, XYZ, XYY, YZ, ZZ). Unless expressly stated otherwise, the terms “have,” “configure,” “contain,” or the like as used herein should be understood as implicitly including the components mentioned and should therefore be understood as including, rather than excluding, other components.

[0037] To overcome the limitations of the conventional stabilizer equipped with a coupling, the applicant proposes a stabilizer equipped with a ball-and-groove coupling according to a design in Fig. The ball- and groove-shaped coupling according to the exemplary embodiment of the present invention is provided with reference to the 2 illustrated embodiment. Fig. 7 to 19 described in more detail. The in Fig. The coupling shown in Figure 2, unlike the coupling used in the conventional stabilizer, can be engaged or disengaged while the ball (i.e., a coupling connecting element) is moved along a groove surface as a vehicle makes a turn.

[0038] Depending on the shape of the coupling, an impact inevitably occurs between the ball and the groove when the coupling is engaged. This impact can cause impulsive noise and vehicle vibrations. Therefore, the present exemplary embodiment of the invention provides a control method for reducing impulsive noise and vibrations when a coupling of a stabilizer equipped with the ball- and groove-shaped coupling is engaged, wherein the coupling has a spherical coupling element and a groove-shaped surface on which the coupling element moves to engage and disengage the coupling during cornering of the vehicle.

[0039] Fig. Figure 3 is a diagram illustrating a schematic configuration of a device for controlling a stabilizer equipped with a ball and groove coupling, according to an exemplary embodiment of the present invention.

[0040] As in Fig. Figure 3 shows the device for controlling a stabilizer according to an exemplary embodiment of the present invention comprising a steering angle velocity detection unit 110, a vehicle speed detection unit 120, a steering angle detection unit 130, a control unit 140 and a clutch drive unit 150.

[0041] The steering angle velocity detection unit 110 detects the steering angle velocity of a vehicle during operation and outputs the detected steering angle velocity to the control unit 140.

[0042] The vehicle speed detection unit 120 detects the vehicle speed during operation and outputs the detected vehicle speed to the control unit 140.

[0043] The steering angle detection unit 130 detects a steering angle of the vehicle during operation and outputs the detected steering angle to the control unit 140.

[0044] The steering angle speed, vehicle speed and steering angle can each be detected by means of several (not shown) sensors installed in the vehicle, or received by communication with an (not shown) ECU (Electronic Control Unit) of the vehicle.

[0045] The control unit 140 can determine whether the vehicle is making a turn based on the steering angle velocity information and the steering angle information of the vehicle.

[0046] For example, if the steering angle velocity and steering angle are equal to or greater than a predefined threshold, the control unit 140 can determine that the vehicle is making a turn.

[0047] In the present exemplary embodiment, a constant threshold is used as the steering angle speed information; however, the steering angle required to determine whether the vehicle is cornering is modified depending on the vehicle's steering angle information. For example, the control unit 140 adjusts the steering angle significantly so that the vehicle can corner when traveling at low speed, and adjusts the steering angle slightly so that the vehicle can corner when traveling at high speed.

[0048] In the case of steering angle information, this means that the steering angle used to determine whether the vehicle is cornering is changed depending on the vehicle speed. Therefore, the threshold for determining whether the vehicle is cornering is defined using a map or a lookup table based on the vehicle speed.

[0049] Since the steering angle required for cornering is large at low speeds and small at high speeds, such a characteristic is represented, for example, in the map or look-up table. Furthermore, if the two types of vehicle signals (e.g., steering angle velocity and steering angle) are equal to or greater than the specified threshold, the control unit 140 can determine that the vehicle is cornering.

[0050] When it is detected that the vehicle is cornering, the control unit 140 actuates the stabilizer coupling via the coupling drive unit 150. This means that when it is detected that the vehicle is cornering, the control unit 140 engages the stabilizer coupling.

[0051] The control unit 140 detects the road surface condition and disengages the clutch if the road surface is level or an off-road track. If the vehicle is traveling on an undulating road surface (for example, an out-of-phase undulating road surface) where the vehicle rolls alternately and regularly from side to side like a wave, even though the vehicle is traveling straight ahead, the control unit 140 can engage the clutch. Furthermore, the control unit 140 can also engage the clutch at a predetermined or higher vehicle speed if the vehicle is traveling straight ahead.

[0052] However, if the stabilizer with the ball- and groove-shaped coupling, which was invented by the applicant, is used in a vehicle for the coupling connection in order to overcome the limitations of the one based on the Fig. When overcoming the conventional stabilizer provided with the coupling described in section 2, noise and vehicle vibrations may occur due to impacts between the ball and the groove during coupling.

[0053] The device for controlling a stabilizer according to an exemplary embodiment of the present invention therefore determines a coupling connection period in response to the instantaneous cornering speed of the vehicle (i.e., the speed at the time it is determined that the vehicle is cornering) when the coupling of the stabilizer, as shown in Fig. 2 shown with the ball and groove-shaped coupling, is connected and adjusts the position of the ball of the coupling in response to the specific coupling connection period, thereby reducing impulse noises and vibrations generated during coupling connection.

[0054] For example, the control unit 140 engages the clutch slowly (e.g., in a clutch engagement period of 3 seconds) when the vehicle is driving at a constant speed around a curve, and engages the clutch quickly (e.g., in a clutch engagement period of 1 ms) when the vehicle is making a fast turn.

[0055] Fig. Figure 4 is a flowchart illustrating a method for controlling a stabilizer equipped with a ball and groove coupling, according to an exemplary embodiment of the present invention.

[0056] As in Fig. As shown in Figure 4, the control unit 140 monitors certain vehicle signals (for example, the steering angle velocity, the vehicle speed and the steering angle) in step S101.

[0057] In step S102, the control unit 140 determines, based on the vehicle signals (for example, the steering angle velocity, the vehicle speed and the steering angle), whether the vehicle is performing a turn.

[0058] For example, if the steering angle velocity and steering angle are equal to or greater than the specified threshold, the control unit 140 can detect that the vehicle is cornering. However, the detection of cornering based on the steering angle also incorporates vehicle speed information. For instance, if the vehicle is traveling at low speed, the control unit 140 will detect cornering if the steering angle is significantly adjusted. However, if the vehicle is traveling at high speed, the control unit 140 will detect cornering even if the steering angle is only slightly adjusted.

[0059] After determining whether the vehicle is cornering, the control unit 140 also determines the road surface condition in step S103.

[0060] Fig. Figure 5 is a flowchart illustrating a procedure for determining a road surface condition for the purpose of connecting or disconnecting the stabilizer according to Fig. 4. If it is determined that the vehicle is cornering (“Yes” in step S201), the control unit 140 connects the stabilizer coupling in step S204.

[0061] However, if it is determined that the vehicle is not cornering (“No” in step S201), the control unit 140 calculates the autocorrelation of the vehicle's lateral acceleration information in step S202. If a result value p obtained by calculating the autocorrelation is equal to or greater than a certain threshold Th Fahrbahn If (“Yes” in step S203), the control unit 140 connects the stabilizer coupling in step S204.

[0062] The threshold Th FahrbahnThis indicates the autocorrelation of lateral acceleration information, which is used to determine whether the road surface is a corrugated road surface (for example, an out-of-phase corrugated road surface) on which the vehicle alternately and regularly rolls like a wave from one side to the other.

[0063] If the result value p, obtained by calculating the autocorrelation, is less than the determined threshold Th Fahrbahn If the value is "No" in step S203, the road surface is either a level road or a roadway located off the road. Therefore, control unit 140 disconnects the stabilizer coupling in step S205.

[0064] In the present exemplary embodiment, if a coupling connection is required depending on the road surface, the control unit 140 can connect the coupling of the stabilizer even if the vehicle is not making a turn (for example, if the vehicle is driving on a road surface with out-of-phase undulations), thereby avoiding unnecessary head-tossing.

[0065] Referring again to Fig. 4, the control unit 140 decides that the clutch is actuated (i.e., a clutch connection is made) when the vehicle is driving around a curve or that the clutch connection is required due to the road surface condition, even if the vehicle is not driving around a curve (for example, when the vehicle is driving on a road surface with out-of-phase undulations).

[0066] When the decision is made to actuate the clutch (i.e., to perform a clutch connection), the control unit 140 determines a clutch connection period in step S104 according to an instantaneous cornering degree (an instantaneous cornering speed) or the steering angle speed.

[0067] For example, if the current cornering speed (the current cornering degree) is low, that is, if the vehicle is making a steady turn, the control unit 140 sets the clutch engagement period to a relatively long time (for example, 3 seconds). Conversely, if the current cornering speed (the current cornering degree) is high, that is, if the vehicle is making a fast turn, the control unit 140 sets the clutch engagement period to a relatively short time (for example, 1 ms).

[0068] If the coupling connection period is set to a relatively long period, the coupling connection must be carried out relatively slowly. Therefore, the coupling drive unit 150 (for example, an actuator) moves the position of the ball for the coupling connection slowly. Conversely, if the coupling connection period is set to a relatively short period, the coupling connection must be carried out quickly. Therefore, the coupling drive unit 150 moves the position of the ball for the coupling connection quickly.

[0069] This means that the target position of the coupling (i.e., the target position of the ball for the coupling connection or the speed of movement of the ball for the coupling connection) is determined in response to the coupling connection period.

[0070] Fig. 6 is a flowchart illustrating a procedure for determining a coupling position in response to a coupling connection period, which is based on Fig. 4 was determined according to a current cornering speed.

[0071] Referring to Fig. 6 In step S301, the control unit 140 determines the clutch connection period based on a predefined map or look-up table in response to the current cornering degree (the current cornering speed) or the steering angle speed.

[0072] If, based on the finding that the vehicle is driving around a curve (“Yes” in S302), it is determined that the clutch should be actuated (i.e., the clutch connection should be made), the control unit 140 determines a first clutch target position E1 (i.e., a target position of the ball for the clutch connection) in step S303 in response to the clutch connection period.

[0073] If, based on the finding that the vehicle is not cornering (“No” in S302), it is determined that the clutch should not be actuated (i.e., the clutch connection should not be made), the control unit 140 determines a second clutch target position E2 (i.e., a target position of the ball for clutch disengagement) in step S304.

[0074] In steps S305 and S306, the clutch drive unit 150 (for example, the actuator) therefore moves the position of the ball for the clutch connection slowly or quickly in response to the clutch target position E1, which is determined when the clutch is actuated, or it moves the position of the ball for the clutch connection quickly, or it moves the position of the ball for the clutch connection to the target position of the ball for disengaging the clutch in response to the second clutch target position E2 when the clutch is not actuated.

[0075] The clutch engagement period is determined in response to the current steering angle speed within a certain range (for example, a clutch engagement period specified by the characteristic map).

[0076] For example, the vehicle exhibits a low steering angle speed when cornering at a steady speed and a high steering angle speed when cornering at high speed. Such characteristics are therefore defined as a map for determining the clutch engagement period.

[0077] When the decision is made to engage the clutch, the control unit 140 generates a clutch connection position such that the clutch ball is moved for the specified clutch connection period. The clutch connection position can be used not only for engaging but also for disengaging, thus preventing noise and vibration from the vehicle in more situations.

[0078] In the present exemplary embodiment, the control unit 140 can determine the stabilizer's coupling connection period when a coupling connection is required due to the road surface condition and depending on the degree of the vehicle's cornering, and control the coupling position of the coupling in response to the coupling connection period, thereby preventing noise and vibration.

[0079] The Fig. Figures 7 to 19 are diagrams illustrating the ball- and groove-shaped coupling used in the stabilizer according to an exemplary embodiment of the present invention. Fig. Figure 7 is a perspective view showing that a spherical element (or a ball) is moved from one side of a first guide groove to the other by means of a cage in the coupling according to an exemplary embodiment of the present invention; Fig. Figure 8 is a cross-sectional view from the front, which shows that the ball element is moved to a second groove according to an exemplary embodiment of the present invention; Fig. Figure 9 is a side cross-sectional view showing that the spherical element is positioned in the second groove according to an exemplary embodiment of the present invention; Fig. Figure 10 is a perspective view showing that an angular difference occurs while the spherical element is positioned in the second groove according to an exemplary embodiment of the present invention; Fig. Figure 11 is a cross-sectional view from the front, which shows that the spherical element is moved to a first groove according to an exemplary embodiment of the present invention; Fig. Figure 12 is a side cross-sectional view showing that the spherical element is positioned in the first groove according to an exemplary embodiment of the present invention; Fig. Figure 13 is a perspective view showing that the spherical element is positioned in the first groove according to an exemplary embodiment of the present invention; Fig. Figure 14 is a diagram illustrating the shape of the second groove according to an exemplary embodiment of the present invention; Fig. Figure 15 is a diagram illustrating the shape of the second groove according to another exemplary embodiment of the present invention; Fig. Figure 16 is a diagram illustrating the shape of the second groove according to a further exemplary embodiment of the present invention; Fig. Figure 17 is a perspective view illustrating a process in which the spherical element, according to an exemplary embodiment of the present invention, is moved from the second groove to the first groove and engages in the initial position; Fig. Figure 18 is a front view illustrating a process in which the ball element, according to an exemplary embodiment of the present invention, is moved from the second groove to the first groove and engages in the initial position; and Fig. Figure 19 is a perspective view showing that the spherical element is moved to the outside of the second groove according to an exemplary embodiment of the present invention.

[0080] As in the Fig. Figures 7 to 10 illustrate a coupling 1 for a stabilizer according to an exemplary embodiment of the present invention, comprising an inner race 30, a housing 40, a ball element 70, and a drive 80. The inner race 30 is attached to a first transmission rod 10 and has a first guide groove 34 formed in the longitudinal direction D on its outer surface. The housing 40 is attached to a second transmission rod 20 such that it covers the outer surface of the inner race 30 and has a second guide groove 46 formed at a position opposite the first guide groove 34. The ball element 70 is arranged between the inner race 30 and the housing 40 and is inserted into and held in the first and second guide grooves 34 and 46 with both sides.The drive 80 is arranged in the housing 40 and moves the ball element 70 along the first and second guide grooves 34 and 46 to regulate the power transmission between the inner running ring 36 and the housing 40.

[0081] The coupling 1 for a stabilizer according to the exemplary embodiment of the present invention has a coupling structure used for power transmission and power interruption, and can transmit power because the ball element 70 engages at its origin through the second guide groove 46. During the process in which the ball element 70 is moved along a second groove 48 and subsequently engages between the first guide groove 34 and a first groove 47, only the force required to move the ball element 70 is necessary. Thus, the process can be carried out with a relatively small force. The coupling 1 for a stabilizer can also be used as a coupling for other power transmission devices, just as it is used for the stabilizer itself.

[0082] As in Fig. Figure 8 shows the first transmission rod 10 on one side of the coupling 1 for a stabilizer (left side in Fig. 2) arranged and the transmission rod 20 is on the other side of the coupling 1 (right side in Fig. 2) arranged. According to an exemplary embodiment, the first transmission rod 10 is a first stabilizer and the second transmission rod 20 is a second stabilizer.

[0083] The inner race 30 is attached to the first transmission rod 10 and has the first guide groove 34, which is formed on its outer surface in the longitudinal direction D. According to an exemplary embodiment, the inner race 30 has an inner body 32 and the first guide groove 34. The inner body 32 is installed in such a way that it covers one end of the first transmission rod 10. The inner body 32 is tubular, and the first guide groove 34 formed on the outer surface of the inner body 32 is straight and extends in the longitudinal direction D of the inner body 32. Furthermore, several guide grooves 34 are formed along the outer circumference of the inner body 32.

[0084] The inner running ring 30 is installed opposite the second transmission rod 20 and torque transmission is carried out when the ball element 70 is moved into an engagement position.

[0085] The housing 40 is attached to the second transmission rod 20 and is installed in such a way that it covers the outer surface of the inner race 30, and the second guide groove 46 is formed in a position opposite the first guide groove 34. The second guide groove 46 has the first groove 47, which has the same linear shape as the first guide groove 34, and the second groove 48, which has a wider surface than the first groove 47. When the ball element 70 is arranged in the second groove, the housing 40 and the inner race 30 are not synchronized. When the ball element 70 is moved into the first groove 47, the housing 40 and the inner race 30 can be synchronized for power transmission. In one embodiment, the housing 40 has a fixed body 42, an extended body 44, and the second guide groove 46.

[0086] The fixed body 42 is attached to the second transmission rod 20, and the extended body 44 extends from the fixed body 42 and is shaped to cover the inner race 30. The extended body 44 has a second guide groove 46, which is formed to guide the ball element 70 to the position where it engages or disengages. In an exemplary embodiment, the second guide groove 46 has a first groove 47 and a second groove 48.

[0087] The first groove 47 is formed in a straight line at a position opposite the first guide groove 34. The first groove 47 is formed on the inside of the housing 40, facing the first guide groove 34 of the inner race 30. The first guide groove 34 and the first groove 47 are linear in the longitudinal direction D of the housing 40. Furthermore, since the first groove 47, which faces the ball element 70, and the first guide groove 34 are curved, the first groove 47 and the first guide groove 34 are in surface contact with the ball element 70. Because the ball element 70 can be selectively brought into surface contact, line contact, or point contact with the inner race 30 and the housing 40 while it is positioned between the first groove 47 and the first guide groove 34, force transmission is therefore easily achieved.

[0088] Since the second groove 48 is connected to the first groove 47 and is fan-shaped, the ball element 70 positioned in the second groove 48 can be moved in a circumferential direction C. Because a cage 85 for moving the ball element 70 has a long guide hole 87 extending in the circumferential direction C, the cage 85 and the housing 40 can be rotated in the circumferential direction C with the second transmission rod 20. Therefore, when the ball element 70 is positioned in the second groove 48, the force of the housing 40 is not transmitted to the inner race 30 via the ball element 70, even though the first and second transmission rods 10 and 20 are rotated in different directions. When the ball element 70 is held in the first groove 47 and the first guide groove 34, force is transmitted between the inner race 30 and the housing 40 via the ball element 70.

[0089] The ball element 70 is positioned between the inner race 30 and the housing 40 and is spherical in shape, with both sides inserted into and held in the first and second guide grooves 34 and 46. The ball element 70 is inserted into the guide hole 87 formed in the cage 85 of the drive 80 and is moved longitudinally D by moving the cage 85. Since the ball element 70 moves along the second guide groove 46, it is possible to reduce the frictional force required for the engagement of the inner race 30 and the housing 40 at the origin.

[0090] Various types of drive devices can be used as the drive 80, provided that the drive 80 is arranged in the housing 40 and regulates the power transmission between the inner race 30 and the housing 40 by moving the ball element 70 along the first and second guide grooves 34 and 46. According to an exemplary embodiment, the drive 80 comprises a motor element 81, a ball screw 83, a ball nut 84, the cage 85, and a pressure element 88.

[0091] An electric motor is used as the motor element 81, and the motor element 81 is attached to the inside of the fixed body 42. The fixed body 42 is tubular, and the second transmission rod 20 is inserted into and attached to one end of the fixed body 42. The motor element 81 is inserted and attached inside the fixed body 42, facing the second transmission rod 20.

[0092] The ball screw 83 is connected to an output shaft 82 of the motor element 81 and moves the ball nut 84 linearly while it is rotated by the operation of the motor element 81.

[0093] The ball nut 84 converts the rotation of the ball screw 83 into a linear motion. In an exemplary embodiment, the ball nut 84 is locked to the inside of the extended body 44 and prevented from rotating. Furthermore, the ball nut 84 engages with the ball screw 83 and is moved linearly. The ball nut 84 has a gear formed on its inside, which corresponds to a gear formed on the outside of the ball screw 83.

[0094] The cage 85 extends from the ball nut 84 and is arranged between the extended body 44 and the inner race 30, and has the guide hole 87 into which the ball element 70 is inserted. The cage 85 and the ball nut 64 can be formed as a single body or manufactured as separate elements and subsequently assembled and joined together.

[0095] The guide hole 87 has a long oval shape, and the multiple guide holes 87 are formed in the circumferential direction of the cage 85. The cage 85, extending from the ball nut 84, is mounted with a form covering the outer surface of the inner running ring 30. The cage 85 has a guide projection 86 formed on its outer surface and extending in the longitudinal direction D of the cage 85. The guide projection 86 can be inserted into a guide groove 45 formed in the housing 40, secured against rotation in the circumferential direction C, and movable only linearly in the longitudinal direction D. The cage 85 has the guide hole 87, which is formed in one side of the cage such that the ball element 70 is inserted into the guide hole 87.

[0096] According to one exemplary embodiment of the present invention, the rotation of the cage 85 in the circumferential direction is limited by the configuration in which the groove is formed in the housing 40 and the projection is formed on the outside of the cage 85. According to another exemplary embodiment, however, the rotation of the cage 85 can be limited by the configuration in which a projection is formed on the housing 40 and a groove is formed on the outside of the cage 85.

[0097] Numerous different elastic elements can be used as the pressure element 88, provided that the pressure element 88 is positioned in the housing 40 and elastically pushes the ball nut 84 towards the inner raceway 30. In one exemplary embodiment, a helical spring is used as the pressure element 88, and the pressure element 88 has one side supported by the ball nut 84 and another side supported by the inside of the housing 40. Therefore, when the ball nut 84 is moved towards the inner raceway 30, the load on the motor element 81 can be reduced. Even if a malfunction of the motor element 81 occurs, the pressure element 88 can push the ball nut 84 towards the inner raceway 30 to move the ball element 70 to the first groove 47.

[0098] As the ball element 70 moves from the first groove 47 to the second groove 48 while the cage 85 moves towards the motor element 81, the power transmission is blocked. The ball nut 84 moves with the cage 85 towards the motor element 81, compressing the pressure element 88, and is then locked and prevented from moving by a separate locking device. If no separate locking device is provided, the motor element 81 must operate continuously and generate torque for the ball nut 84.

[0099] The magnitude of the force required to move the spherical element 70 changes depending on the shape of the groove side surface 49, 52 or 62 of the second groove 48 or a second groove 50 or 60. If, as in Fig. As shown in Figure 8, the first groove 47 and the second groove 48 are connected to each other and the groove side surface 49 of the second groove 48 is inclined and extends in a linear direction, it is assumed that the spherical element 70 moved to the second groove 48 can be moved by applying an average force.

[0100] Fig. Figure 15 is a diagram illustrating a second groove according to another exemplary embodiment of the present invention. If, as in Fig. As shown in Figure 15, if the groove side surface 52 of the second groove 50 in the housing 40 is concave, the magnitude of the force required to move the spherical element 70 in the early phase is further reduced than if the groove side surface 49 were a flat surface. In the late phase, the magnitude of the force required to move the spherical element 70 is increased.

[0101] Fig. Figure 16 is a diagram illustrating the shape of a second groove according to a further embodiment of the present invention. If, as in Fig. As shown in Figure 16, where the groove side surface 62 of the second groove 60 is convex towards the inside of the housing 40, the magnitude of the force required to move the spherical element 70 in the early phase is further increased than if the groove side surface 49 were a flat surface. In the late phase, the magnitude of the force required to move the spherical element 70 is decreased.

[0102] The coupling 1 for a stabilizer, which is a device for moving the ball element 70 to achieve a connection or disconnection, can minimize friction occurring during operation by using the operating characteristics of the ball element 70 and adjust the force for moving the ball element 70 according to the shape of the second groove 48.

[0103] The following describes in detail the functioning of the coupling 1 for a stabilizer according to an exemplary embodiment of the present invention with reference to the associated drawings.

[0104] As in the Fig. 7 to 10 and Fig. As shown in Figure 17, no force is transmitted between the inner race 30 and the housing 40 when the ball element 70 is moved to the other end of the second groove 48. Since the second groove 48 is fan-shaped and the cage 85 has the long guide hole 87, the ball element 70 can be moved in the circumferential direction C.

[0105] If, as in Fig. As shown in Figure 19, the inner running ring 30 guides the ball element 70 to the outside of the second groove 48. The inner running ring 30 can rotate freely 360 degrees in relation to the first transmission rod 10, as there is no structure to restrict the rotation of the ball element 70.

[0106] In the coupling 1 for a stabilizer according to an exemplary embodiment of the present invention, the inner race 30 is attached to the first transmission rod 10 and the second transmission rod 20 is attached to the housing 40. However, the inventive concepts are not limited to this; the housing 40 can be attached to the first transmission rod 10 and the second transmission rod 20 can be attached to the inner race 30.

[0107] As shown in Figures 11 and 13, the motor element 81 is operated to rotate the ball screw 83 such that force is transmitted between the inner race 30 and the housing 40. The rotation of the ball screw 83 moves the ball nut 94 towards the inner race 30.

[0108] While the cage 85 connected to the ball nut 84 is moved, the ball element 70 is moved from the second groove 48 to the first groove 47. Force is transmitted between the inner race 30 and the housing 40 by means of the ball element 70 moving to one end of the first groove 47.

[0109] Since the first groove 47 formed in the housing 40 is straight, a torque can be transmitted without a large axial force when the ball element 70 is fully engaged in the first groove 47 and the first guide groove 34.

[0110] As in the Fig. 17 and Fig.As shown in Figure 18, the ball element 70 deviates from the origin when it is positioned in the second groove 48, but is moved to the first groove 47 by the movement of the cage 85 and engages with the first groove 47 at the origin. This means that, since the coupling 1 can perform mechanical origin compensation for a stabilizer, a separate part, such as a synchronizer, is not required, thus reducing manufacturing costs.

[0111] When the coupling 1 is used for a stabilizer to implement the power transmission connection / disconnection structure, engagement can be achieved while the origin compensation is performed. In particular, since the ball element 70 is used to achieve engagement while minimizing friction, the capacity of the motor element 81 can be reduced to lower manufacturing costs.

[0112] The coupling 1 for a stabilizer is located between the first transmission rod 10 and the second transmission rod 20, and blocks power transmission when no power transmission is required. This means that the operation of disconnecting when the vehicle is traveling straight ahead and connecting when the vehicle is cornering can improve ride quality and cornering stability.

[0113] According to an exemplary embodiment of the present invention, the coupling operation, in which the ball element 70 is moved from the fan-shaped second groove 48 to the linear first groove 47 and engages with the first groove 47 at its origin, can be carried out quickly and easily. When the vehicle is traveling straight ahead, the ball element 70 can further move to the second groove 48 to block the power transmission between the housing 40 and the inner race 30, and when the vehicle is turning, the ball element 70 can move to the first groove 47 to transmit power between the housing 40 and the inner race 30, thereby improving ride quality and cornering stability.

[0114] Although exemplary embodiments of the present disclosure have been disclosed for illustrative purposes, it is apparent to the person skilled in the art that numerous different modifications, additions, and substitutions are possible without departing from the scope and spirit of the disclosure as defined in the appended claims. The true technical scope of the disclosure should therefore be defined by the subsequent claims. Furthermore, the embodiments described herein may be implemented, for example, in a method or process, an apparatus, a software program, a data stream, or a signal. While the embodiments have been discussed only in the context of a single implementation (for example, only as a method), the features discussed may also be implemented in other forms (for example, as an apparatus or program).The device can be implemented, for example, as suitable hardware, software, and firmware. The method can be implemented in a device such as a processor, which generally refers to processing devices, including, for example, a computer, a microprocessor, an integrated circuit, or a programmable logic device. The processor further includes a communication device, such as a computer, a mobile phone, a portable / personal digital assistant (“PDA”), and other devices that can facilitate the transmission of information between end users.

Claims

[1] Device for controlling a stabilizer, comprising: a steering angle velocity detection unit (110) designed to detect a steering angle velocity of a vehicle during operation; a steering angle detection unit (130) designed to detect a steering angle of the vehicle; and a control unit (140) designed to determine, based on the steering angle velocity information and the steering angle information of the vehicle, whether the vehicle is driving a curve and, if it is determined that the vehicle is driving a curve, to perform a coupling connection by driving a coupling (1) of a stabilizer equipped with the coupling (1), wherein the control unit (140) determines a clutch connection period in response to an instantaneous cornering speed of the vehicle and performs the coupling of the clutch (1) in response to the determined clutch connection period. [2] Device according to claim 1, wherein the coupling (1) provided on the stabilizer comprises: a spherical coupling connecting element (70); and a groove- or slot-shaped surface on which the coupling connecting element (70) is moved during cornering of the vehicle and via which the coupling (1) is connected and disconnected. [3] Device according to claim 1, wherein the control unit (140) sets the clutch connection period to a relatively long period in order to connect the clutch (1) slowly when the vehicle is performing a steady turn, and sets the clutch connection period to a relatively short period in order to connect the clutch (1) quickly when the vehicle is performing a fast turn. [4] Device according to claim 1, further comprising a vehicle speed detection unit (120) configured to detect the speed of the vehicle, wherein the control unit (140) determines whether the vehicle is making a turn by using a look-up table in which the steering angle for determining whether the vehicle is making a turn is defined differently depending on the vehicle speed. [5] Device according to claim 1, wherein the control unit (140) determines a road surface condition and disengages the clutch (1) when the road surface is a level road surface or a road surface off the road, and engages the clutch (1) when the road surface is an out-of-phase corrugated road surface on which the vehicle alternately and regularly rolls like a wave from one side to the other, although the vehicle is traveling straight ahead. [6] Device according to claim 5, wherein the control unit (140) performs the coupling connection when the vehicle speed exceeds a predetermined vehicle speed, even though the vehicle is traveling straight ahead. [7] Device according to claim 5, wherein the control unit (140) calculates an autocorrelation of information about the lateral acceleration of the vehicle, determines that the vehicle is traveling on an out-of-phase undulating road surface when a value obtained by calculating the autocorrelation is equal to or greater than a predetermined threshold, and connects the coupling (1) of the stabilizer. [8] Device according to claim 7, wherein, when the value obtained by calculating the autocorrelation is less than the predetermined threshold, the control unit (140) determines that the roadway is a level roadway or a roadway off the road, and disconnects the coupling (1) of the stabilizer. [9] Device according to claim 1 or 2, wherein the control unit (140) determines the clutch connection period based on a look-up table in which the clutch connection period is specified, in response to the instantaneous cornering speed or steering angle speed of the vehicle. [10] Device according to claim 9, wherein: The control unit (140) determines a target position of the clutch (1) in response to the clutch connection period, which was determined according to the detection result indicating that the vehicle is driving around a curve, and moves the position of the clutch connection element (70) slowly or quickly by means of an actuator in response to the determined target position. and wherein the target position of the coupling (1) is a target position of the coupling connecting element (70) for the coupling connection. [11] Method for controlling a stabilizer with the following steps: Detecting the steering angle velocity of a vehicle in operation by means of a steering angle velocity detection unit (110); Detection of a vehicle's steering angle by a steering angle detection unit (130); and Determining by a control unit (140) whether the vehicle is performing a turn, based on the steering angle velocity information and the steering angle information, and performing a coupling connection by driving a coupling (1) of a stabilizer equipped with the coupling (1) when it is determined that the vehicle is performing a turn, wherein the control unit (140) determines a clutch connection period in response to an instantaneous cornering speed of the vehicle and performs the clutch connection in response to the determined clutch connection period. [12] Method according to claim 11, wherein the coupling (1) provided on the stabilizer comprises: a spherical coupling connecting element (70), and a groove- or slot-shaped surface on which the coupling connecting element (70) is moved during cornering of the vehicle and via which the coupling (1) is connected and disconnected. [13] Method according to claim 11, wherein, during the execution of the coupling connection, the control unit (140) sets the coupling connection period to a relatively long period in order to connect the coupling (1) slowly when the vehicle is performing a steady curve, and sets the coupling connection period to a relatively short period in order to connect the coupling (1) quickly when the vehicle is performing a fast curve. [14] Method according to claim 11, wherein the method further comprises detecting a vehicle speed by a vehicle speed detection unit (120); wherein the control unit (140) determines whether the vehicle is making a turn by using a look-up table in which the steering angle for determining whether the vehicle is making a turn is specified differently depending on the vehicle speed. [15] Method according to claim 11, wherein, during the execution of the coupling connection, the control unit (140) determines a road surface condition and disconnects the coupling (1) when the road surface is a level road surface or a road surface off the road, and connects the coupling (1) when the vehicle is traveling on an out-of-phase undulating road surface in which the vehicle alternately and regularly rolls like a wave from one side to the other, although the vehicle is traveling straight ahead. [16] Method according to claim 15, wherein, during the execution of the coupling connection, the control unit (140) executes the coupling connection when the vehicle speed exceeds a predetermined vehicle speed, even though the vehicle is traveling straight ahead. [17] Method according to claim 15, wherein, during the execution of the coupling connection, the control unit (140) calculates an autocorrelation of information about the lateral acceleration of the vehicle, determines that the vehicle is traveling on an out-of-phase undulating road surface if a value obtained by calculating the autocorrelation is equal to or greater than a predetermined threshold, and connects the coupling (1) of the stabilizer. [18] Method according to claim 17, wherein, during the execution of the coupling connection, the control unit (140) determines, when the value obtained by calculating the autocorrelation is less than the predetermined threshold, that the roadway is a level roadway or a roadway off the road, and disconnects the coupling (1) of the stabilizer. [19] Method according to claim 11 or 12, wherein, to determine the clutch connection period, the control unit (140) determines the clutch connection period based on a look-up table in which the clutch connection period is specified, in response to the instantaneous cornering speed or steering angle speed of the vehicle. [20] The method of claim 19, wherein: After the clutch connection period has been determined, the control unit (140) determines a target position of the clutch (1) in response to the clutch connection period, which was determined according to the detection result indicating that the vehicle is driving around a curve, and moves the position of the clutch connection element (70) slowly or quickly by an actuator in response to the determined target position. and the target position of the coupling (1) is a target position of the coupling connecting element (70) for the coupling connection.

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