JP4368735B2 - Roll control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle roll control device that is mounted on a vehicle or the like and that is linked to a stabilizer to adjust the torsional force of the stabilizer to suppress the roll of the vehicle.

  Conventionally, as a roll control device for a vehicle of this type, for example, a roll control device for a hydraulically variable vehicle (see, for example, Patent Document 1) is known.

  That is, this is configured by connecting an actuator to one end of a stabilizer that connects suspension arms of the left and right wheels in the front and rear wheels.

  The corresponding pressure chambers of both actuators on the front and rear wheels are communicated with the direction switching valves on the front and rear wheels by pipes, and each direction is switched through a pressure control valve provided on each of the front and rear wheels. One conduit communicating with the valve communicates with a hydraulic pressure source, and the other conduit communicates with the reservoir through each of the pressure control valves.

Further, the solenoid for switching each direction switching valve and each pressure control valve is connected to a control unit that outputs a vehicle body lateral acceleration signal corresponding to the direction and magnitude of the lateral acceleration generated on the vehicle body side, When the lateral acceleration acts on the vehicle body while the vehicle is running, the control unit detects the direction and magnitude of the lateral acceleration as a vehicle lateral acceleration signal, and corresponds to the direction and magnitude of the vehicle body lateral acceleration signal. Each direction switching valve and the pressure control valve are controlled to be switched.
JP 7-228124 A (paragraph number 0018, FIG. 3)

  However, the conventional vehicle roll control device does not have a problem in terms of function, but there is a possibility that it may be pointed out that it may cause the following problems.

  That is, in the conventional vehicle roll control device, each direction switching valve on the front wheel side and the rear wheel side is controlled using a solenoid, so two solenoids are required on the front wheel side and the rear wheel side. The cost of the roll control device for the vehicle becomes high.

  Accordingly, the present invention has been made to improve the above-described problems, and an object of the present invention is to provide a vehicle roll control device that can reduce costs.

  In order to achieve the above-described object, front wheel side and rear wheel side actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and front wheels provided between the fluid pressure source and each actuator, respectively. Vehicle for controlling the roll of the vehicle body by increasing the torsional force of the stabilizer by connecting the fluid pressure source to one of the pressure chambers of the front and rear actuators. In this roll control device, one direction switching valve on the front wheel side or the rear wheel side performs a switching operation using the fluid pressure in each pressure chamber in the other actuator on the front wheel side or the rear wheel side as a pilot pressure. It is characterized by.

  In addition, the front wheel side and rear wheel side actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and the front wheel side and rear wheel side provided between the fluid pressure source and each actuator, respectively. In a roll control device for a vehicle that includes a direction switching valve, and connects the fluid pressure source to any one of the pressure chambers of the front and rear actuators in each direction switching valve to increase the torsional force of the stabilizer and suppress the roll of the vehicle body. The direction switching valve on the front wheel side is a switching valve having two positions and four ports, and the fluid pressure in one pressure chamber in the actuator on the rear wheel side is used as a pilot pressure to perform switching operation with the pilot pressure. To do.

  According to the present invention, since only one solenoid is used for the front and rear direction switching valves, the cost of the vehicle roll control device is reduced, and the power is saved and economical.

  Further, since one of the direction switching valves can omit the solenoid, the entire apparatus can be downsized.

  Further, since only one solenoid is used for the direction switching valve, there is no risk of erroneous connection during the electrical wiring process in the manufacturing process of the vehicle roll control device and the mounting process in the vehicle.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a hydraulic circuit diagram of a roll control device for a vehicle according to an embodiment. FIG. 2 is a perspective view showing an actuator and a stabilizer of a roll control device for a vehicle. FIG. 3 is a hydraulic circuit diagram of a vehicle roll control device according to a modification of the embodiment. FIG. 4 is a hydraulic circuit diagram of a vehicle roll control device according to another embodiment. FIG. 5 is a perspective view showing another actuator and a stabilizer in the roll control device of the vehicle.

  First, the vehicle roll control apparatus in the embodiment shown in FIG. 1 will be described. In the case of the present embodiment, the front wheel side and rear wheel side actuators 2f and 2r are configured as so-called oscillating actuators that are driven by hydraulic pressure. A housing having two partition walls configured with an interval of degrees, and a rotor having two vanes configured with an interval of 180 degrees on the outer peripheral surface with respect to the inside of the housing are rotatably housed. It is configured. Therefore, in this embodiment, the fluid is hydraulic oil.

  Further, the rotor is slidably contacted with the tip of the partition wall provided on the inner wall of the housing, and the tip of the vane is slidably contacted with the inner wall of the housing, thereby dividing the inside of the housing into two pressure chambers by the rotor, Ports 10f, 10r, 11f, and 11r that open to two pressure chambers are formed in the housing.

  Thereby, each actuator 2f, 2r can be swung by applying hydraulic pressure as fluid pressure to one pressure chamber or the other pressure chamber through the ports 10f, 10r, 11f, 11r. In the above description, the actuators 2f and 2r are so-called double vane type oscillating actuators, but it is of course possible to use single vane type or triple vane type, and double vane type two vanes. The interval may be an angle other than 180 degrees.

  As shown in FIG. 2, the front wheel stabilizer 1f is constructed by dividing the torsion bar portion into two at the center, and one of the divided portions is provided on the housing side of the hydraulic rotary actuator on the front wheel side. The other is fixed to the rotor side. Similarly, the stabilizer 1r for the rear wheel is also divided into two at the center of the torsion bar portion, and one of the divided portions is on the housing side of the rotary actuator on the rear wheel side, and the other is on the rotor side. It is comprised by combining with.

  In this manner, the actuator 2f on the front wheel side acts as an actuator for varying the torsional force of the stabilizer with respect to the front wheel stabilizers 1r and 1f, and the actuator 2r on the rear wheel side twists the stabilizer with respect to the stabilizer for the rear wheel. Each act as a force variable actuator.

  As shown in FIG. 1, the ports 10f and 11f of the front wheel side actuator 2f are connected to control ports A and B of the direction switching valve 12f configured as a 4-port 3-position switching valve. That is, the supply / discharge passages 25f and 26f are respectively connected to the control ports A and B of the direction switching valve 12, and are selectively connected to the supply passage 30f and the discharge passage 29f via the direction switching valve 12. It is designed to communicate or block. Further, a pressure control valve 15f and a check valve 16f are provided between the supply flow path 30f and the discharge flow path 29f.

  That is, the supply port P in the direction switching valve 12 is connected to the upstream side of the check valve 16f that prevents the flow of hydraulic oil from the supply flow path 30f through the supply flow path 30f. When 30f is traced upstream, the upstream side of the pressure control valve 15f and one outlet port D of the diversion valve 35 are sequentially communicated, and further, relief is provided via the supply flow path 40 connected to the inlet port C of the diversion valve 35. It communicates with the upstream side of the valve 17 and a hydraulic pump 20 as a fluid pressure source.

  Further, the discharge port T of the direction switching valve 12 is connected to the downstream side of the check valve 16f through the discharge flow path 29f, and further downstream of the pressure control valve 15f in descending order further down the discharge flow path 29f. And to the downstream side of the relief valve 17 and further to the reservoir R via the discharge channel 41.

  The ports 10r and 11r of the rear wheel side actuator 2r are connected to the control ports A and B of the direction switching valve 13 configured as a four-port three-position switching valve. That is, the supply / discharge flow paths 25r and 26r are connected to the control ports A and B of the direction switching valve 13, respectively, and are selectively connected to the supply flow path 30r and the discharge flow path 29r via the direction switching valve 13. It is designed to communicate or block. Further, a pressure control valve 15r and a check valve 16r are provided between the supply flow path 30r and the discharge flow path 29r, similarly to the supply flow path 30f on the front wheel side.

  That is, the supply port P in the direction switching valve 13 is connected to the upstream side of the check valve 16r that blocks the flow of hydraulic oil from the supply flow path 30r through the supply flow path 30r. Going upstream 30r to the upstream, the upstream side of the pressure control valve 15r and the other outlet port E of the diverter valve 35 are sequentially communicated. Furthermore, the relief valve is connected via the supply flow path 40 connected to the inlet port C of the diverter valve 35. 17 and the hydraulic pump 20 serving as a fluid pressure source.

  Further, the discharge port T of the direction switching valve 13 is connected to the downstream side of the pressure control valve 15r through the discharge flow path 29r, and further down the discharge flow path 29r to the downstream side of the check valve 16r in order. , Communicates with the downstream side of the relief valve 17, and further communicates with the reservoir R via the discharge channel 41.

  The diversion valve 35 diverts the hydraulic oil supplied from the hydraulic pump 20 at a constant flow rate ratio, and the diverged hydraulic oil is distributed to the actuators 2f and 2r through the directional control valves 12 and 13, respectively. Is done.

  At this time, the flow rate ratio to be diverted by the diversion valve 35 is such that the torsional force suitable for the situation in which the roll control device of the vehicle is used, that is, the vehicle in which the stabilizers 1f and 1r are mounted in the present embodiment. Just decide. The reservoir R and the hydraulic pump 20 are communicated with each other through a suction pipe 31, and the hydraulic oil supplied from the hydraulic pump 20 is finally guided to the reservoir R and each flow path 40, 41, 30 f, 30r, 29f, 29r, 25f, 25r, 26f, and 26r are refluxed.

Further, the direction switching valve 12 on the front wheel side has a communication position where the supply port P connected to the supply flow path 30f communicates with the control port A, and the discharge port T connected with the discharge flow path 29f communicates with the control port B. There are three positions: a shut-off position that shuts off the control ports A and B and connects the supply port P and the discharge port T, and a communication position that connects the supply port P to the control port B and the discharge port T to the control port A. The pilot pipe 37 which is a three-position four-port valve provided with both ends urged by springs (not shown) and which loads the pressure of the rear wheel side supply / discharge passage 25r on one end side Pilot pipes 38 for loading the pressure of the rear wheel side supply / discharge passage 26r are respectively provided on the side, and supply is performed when the pressure of the rear wheel side supply / discharge passage 25r is higher than the pressure of the supply / discharge passage 26r. Port P and control port A and the discharge port T of the control port B communicate each pressure supply and discharge passage 26r of the rear wheel side to the opposite, i.e. one pressure pressure in the chamber in the actuator 2r on the rear wheel side, the Kyuhairyuro 25r When the pressure is higher than the pressure in the other pressure chamber in the actuator 2r on the rear wheel side, the supply port P and the control port B and the discharge port T and the control port A are connected to each other, and the supply / discharge flow passages 25r and 26r are connected. When there is not much difference in the pressure, the blocking position which is the neutral position is taken by the spring force.

  At the shut-off position, the supply port P and the discharge port T are communicated and the control port A and the control port B are shut off as described above, so that the hydraulic pump 20 is unloaded, and the actuator 2f is in a state where it cannot swing, that is, in a locked state, and the stabilizer 1f functions as a normal stabilizer.

  On the other hand, the direction switching valve 13 on the rear wheel side has a communication position for communicating the supply port P connected to the supply flow path 30r to the control port A, the discharge flow path 29r to the discharge port T to the control port B, There are three communication positions: a communication position for communicating all of the discharge and control ports P, T, A, B, a communication port for communicating the supply port P to the control port B, and a communication position for communicating the discharge port T to the control port A. An electromagnetic three-position four-port valve is provided with a push-pull solenoid 7 that is energized by springs (not shown) at both ends and has a double coil at one end. In this embodiment, the solenoid as described above is used, but a solenoid may be provided on each end of the direction switching valve.

  When a current is applied to the solenoid 7, the supply port P communicates with the control port B and the discharge port T, and the control port A, or the supply port P communicates with the control port A, the discharge port T, and the control port B. When no current is applied to the solenoid 7, supply, discharge, and control ports T, P, A, and B are all communicated by spring force.

  Therefore, in the state where the solenoid 7 of the direction switching valve 13 on the rear wheel side is excited and the supply port P, the control port A, the discharge port T, and the supply port B are communicated with each other, the pressure in the supply / discharge passage 25r is supplied. The pressure in the exhaust passage 26r becomes higher, and the actuator 2r on the rear wheel side can be driven. At this time, the pressure in the supply / exhaust passages 25r and 26r acts on the direction switching valve 12 on the front wheel side as a pilot pressure. The front wheel side direction switching valve 12 also communicates the supply port P, the control port A, the discharge port T, and the control port B, and drives the front wheel side actuator 2f in the same direction as the rear wheel side actuator 2r. Become. That is, when the torsional force of the stabilizers 1f and 1r is increased, the torsional force in the same direction can be increased.

  On the other hand, in the state where the solenoid 7 of the direction switching valve 13 on the rear wheel side is excited and the supply port P, the control port B, the discharge port T, and the control port A communicate with each other, similarly, the direction switching valve on the front wheel side 12 also communicates with the supply port P, the control port B, the discharge port T, and the control port A, and when the solenoid 7 is not excited and the direction selector valve 13 on the rear wheel side assumes the neutral position, the supply / discharge flow Since the pressures in the passages 25r and 26r are substantially the same, the direction switching valve 12 on the front wheel side takes the above-described blocking position.

  That is, the direction switching valve 12 on the front wheel side adopts the communication or blocking position in conjunction with any one of the communication positions taken by the direction switching valve 13 on the rear wheel side.

Furthermore, each of the pressure control valves 15f and 15r has a communication position for connecting the supply flow paths 30f and 30r and the discharge flow paths 29f and 29r, and a blocking position for blocking the supply flow paths 30f and 30r, and includes a spring (not shown) at one end. , the solenoid 14 f opposite to the spring at the other end provided with a 14r, the solenoid 14f, when 14r is energized, it is possible to switch the interrupting position, proportional to the current applied solenoid 14f, the 14r Thus, the valve opening area can be proportionally controlled.

  Therefore, when no current is applied to the solenoids 14f and 14r, the valve opening area is maximized by the spring force and the valve opening area is maximized. Normally, the solenoid 14f and 14r are set to take the shut-off position when applied. By controlling the magnitude of the current, the pressure in the supply flow paths 30f and 30r can be controlled.

  The relief valve 17 is provided in the middle of the communication path 36 that connects the supply flow path 40 and the discharge flow path 41, and has a communication position that connects the communication path 36 and a blocking position that blocks it. When the internal pressure of the passage 40 rises abnormally, the hydraulic pressure is opened to the reservoir R by opening with the pilot pressure.

  As the check valves 16f and 16r, those which have been widely used in various hydraulic devices in the past can be applied as they are, and since their configurations are well known, detailed description is given here. Description is omitted.

  Further, pressure detectors 22f and 22r for detecting the oil pressure loaded on the actuators 2f and 2r are provided in the middle of the supply flow paths 30f and 30r, and detect the oil pressure in the supply flow paths 30f and 30r. If the pressure detectors 22f and 22r are provided at such positions, the pressure chambers of the actuators 2f and 2r in the state where the direction switching valves 12 and 13 communicate the supply port P and the discharge port T with the control ports A and B, respectively. It is possible to detect the pressure.

  On the other hand, in addition to these, the amount of current supplied to the solenoids 14f, 14r of the pressure control valves 15f, 15r by the lateral acceleration, steering angle, vehicle speed, yaw rate, and oil pressure signals detected by the pressure detectors 22f, 22r acting on the vehicle body. And an ECU (not shown) which is a controller for controlling the torsional force of the stabilizers 1f and 1r through the actuators 2f and 2r while controlling the switching of the direction switching valve 13. In the case where the purpose is to suppress the roll of the vehicle, it is possible to control based on only the lateral acceleration.

  The ECU includes, for example, a lateral acceleration detector (not shown, for example, a lateral acceleration sensor provided at a corresponding part of the vehicle body) that detects the direction and magnitude of the lateral acceleration acting on the vehicle body as a lateral acceleration signal, and a steering angle. A steering angle detector (not shown) for detecting the vehicle speed as a signal, a vehicle speed detector (not shown) for detecting the vehicle speed as a signal, a yaw rate detector for detecting the yaw rate of the vehicle body, and the pressure detectors 22f and 22r described above. The lateral acceleration signal, the steering angle signal, the vehicle speed signal, the yaw rate signal and the pressure signal are processed, and the solenoids 7, 14f and 14r are applied to control the direction switching valve 13 and the pressure control valves 15f and 15r. Make it work.

  That is, the ECU includes a plurality of output terminals (not shown), and these output terminals are connected to the solenoid 7 of the direction switching valve 13 and the solenoids 14f and 14r of the pressure control valves 15f and 15r by signal lines (not shown). In conclusion, the ECU controls the direction switching valve 13 and the pressure control valves 15f and 15r.

  Next, the operation of the roll control device for a vehicle according to the embodiment of the present invention configured as described above will be described according to one control example.

  For example, when the vehicle is traveling straight on a flat road, that is, when there is no detection signal from the lateral acceleration detector and the rudder angle detector, the vehicle body does not roll, so if the torsional force of the stabilizer is increased, the ride comfort becomes worse. Become. In such a state, the ECU suppresses the supply of current to the solenoids 14f and 14r of the pressure control valves 15f and 15r to increase the valve opening area. As a result, the hydraulic oil from the hydraulic pump 20 returns to the reservoir R from the discharge passages 29f and 29r according to the valve opening area via the communication positions of the pressure control valves 15f and 15r.

  Further, no current is supplied or supplied to the solenoid 7 of the direction switching valve 13 on the rear wheel side, and one of the three communication positions is taken.

  On the other hand, in the front wheel side direction switching valve 12, the pressure control valve 15r keeps a large opening area in each pressure chamber in the rear wheel side actuator 2r, so that almost no oil pressure is supplied. Since there is almost no difference, the cut-off position will be taken.

  Thus, when the vehicle is traveling straight on a flat road, the stabilizer 1f functions as a normal stabilizer because the front wheel side actuator 2f is locked, and the rear wheel side actuator 2r is in the free state. Thus, the function of the stabilizer 1r on the rear wheel side is reduced, and the riding comfort in the vehicle is improved.

  The specific processing of the ECU in the above case is as follows. First, since the lateral acceleration and the steering angle are zero, and there is no signal input from each detector, the ECU is traveling straight on a flat road, so no roll is generated on the vehicle body. Recognizing this, as described above, the torsional force is lowered to reduce the function of the stabilizer 1r. In this case, it is calculated that no oil pressure should be applied to each pressure chamber of the actuator 2r, that is, that the required hydraulic pressure value is zero. Then, the ECU suppresses the current supply to the pressure control valves 15f and 15r as described above in order to stop the supply of the oil pressure to each pressure chamber, but the value of the oil pressure detected by the pressure detector 22r at this time. And when the detected oil pressure is larger than the calculated oil pressure value, the current supplied to the pressure control valve 15r is further reduced to reduce the pressure control valve 15r. And the control is performed so that the calculated oil pressure value becomes the same as the detected oil pressure value. On the other hand, current is supplied to the solenoid 7 so that the direction switching valve 13 takes one of the communication positions, or no current is supplied.

  Therefore, in this case, as described above, the hydraulic oil supplied from the hydraulic pump 20 preferentially passes through the pressure control valve 15r, flows into the reservoir R, and no hydraulic pressure is applied to the actuator 2r. It will be possible to control. On the other hand, the actuator 2f on the front wheel side is maintained in the locked state as described above. At this time, the direction switching valve 12 on the front wheel side assumes the blocking position as described above.

  When the vehicle as described above is traveling straight on a flat road, the valve opening height area may be unconditionally maximized without supplying any current to the pressure control valves 15f and 15r.

  From the above, it is needless to say that the vehicle roll control device of the present embodiment can improve the ride comfort when the vehicle is traveling straight, as described above. Even in this case, the rear wheel side actuator 2r is in a free state, and the front wheel side actuator 2f is in a locked state, so that the steering characteristic is maintained in an understeer tendency, and the vehicle control can be simplified. it can.

  On the other hand, when the vehicle enters cornering, such as when cornering or when the vehicle speed is high and the steering angle is large, and lateral acceleration occurs in the vehicle body, the ECU has a lateral acceleration detector, steering angle detector, and yaw rate detection. Each signal detected by the detector and the vehicle speed detector is input.

  The ECU performs energization so as to increase the current supplied to the solenoids 14f, 14r of the pressure control valves 15f, 15r based on these detected signals, and reduces the valve opening area of the pressure control valve 15. Adjust to increase.

  Based on the signals from the lateral acceleration detector, rudder angle detector, vehicle speed detector, and yaw rate detector, the ECU responds to the magnitude of the roll moment acting on the vehicle body and the direction of the stabilizer 1f. , 1r and the direction of the torsional force generated, and a control signal according to this is output as a current to the solenoids 14f, 14r of the pressure control valves 15f, 15r and the solenoid 7 of the direction switching valve 13.

  Accordingly, the direction switching valve 13 is switched to any one of the communication positions other than the neutral position described above, and the supply port P, the control port B, the discharge port T, and the control port A are communicated or the supply port P, the control port A, and Switching operation is performed so that the discharge port T and the control port B communicate with each other, and the hydraulic oil supplied from the hydraulic pump 20 is supplied from the supply / discharge passages 25r and 26r to the respective ports 10r and 11r in the actuator 2r on the rear wheel side. At the same time, the direction switching valve 12 on the front wheel side is also switched by the pilot pressure, and the hydraulic oil is the same as the port of the actuator 2r on the rear wheel side among the ports 10f and 11f in the actuator 2f on the front wheel side. Flow into the side port.

  Thus, the hydraulic pressure in the pressure chamber on the hydraulic oil inflow side is increased in the actuators 2f and 2r by the hydraulic oil flowing into one of the ports 10f, 10r, 11f and 11r, and the stabilizers 1f and 1r It is possible to suppress the roll of the vehicle body by generating a torsional force that opposes the direction and magnitude of the roll moment generated in the vehicle. That is, when a roll is generated in the vehicle body, the front and rear wheel stabilizers 1f and 1r are twisted in a direction to tilt the vehicle body to the opposite side in accordance with the magnitude of the lateral acceleration. Thereby, stabilizer 1f, 1r suppresses the roll motion which the torsional force to the direction improves and it is going to produce in a vehicle body.

  In addition, the specific processing of the ECU during the above-described body roll is as follows. First, based on the lateral acceleration, the vehicle speed, the steering angle, and the yaw rate, the ECU recognizes that the vehicle body is rolling and increases the torsional forces of the stabilizers 1f and 1r as described above. In this case, an oil pressure should be applied to either of the pressure chambers of the actuators 2f and 2r to increase the torsional force of the stabilizers 1f and 1r, that is, the hydraulic pressure value required for the torsional force that should be generated by the stabilizers 1f and 1r. Is calculated.

  Then, the ECU increases or decreases the current supply to the pressure control valves 15f and 15r as described above in order to supply the oil pressure required for one of the respective pressure chambers in the actuators 2f and 2r. However, if the detected oil pressure is larger than the calculated oil pressure value by comparing the oil pressure value detected by the pressure detectors 22f and 22r with the calculated oil pressure value, the pressure When the current supplied to the control valves 15f and 15r is reduced to increase the valve opening area of the pressure control valves 15f and 15r, conversely, when the detected oil pressure is smaller than the calculated oil pressure value, The current supplied to the pressure control valves 15f and 15r is increased to reduce the valve opening area of the pressure control valves 15f and 15r, and the calculated oil pressure value and the detected oil pressure value are controlled to be the same. You .

  On the other hand, current is supplied to the solenoid 7 so that the directional control valve 13 supplies hydraulic pressure to one of the pressure chambers in the actuator 2r on the rear wheel side as described above. At this time, the direction switching valve 12 on the front wheel side is switched by the pilot pressure in the same manner as the direction switching valve 13 on the rear wheel side.

  Therefore, in this case, the hydraulic oil supplied from the hydraulic pump 20 is divided into hydraulic oil that passes through the pressure control valves 15f and 15r and hydraulic oil that flows into the actuators 2f and 2r. Thus, it is possible to control to the state where the calculated oil pressure is loaded.

  In the present embodiment, the pressure detectors 22f and 22r detect the oil pressure in the pressure chambers of the actuators 2f and 2r. However, the hydraulic pump capacity can be increased in advance without using the pressure detectors 22f and 22r. If it is determined, it can be understood how much oil pressure is loaded in the pressure chamber by the valve opening area of the pressure control valve. In this case, the oil pressure can be determined by how much current is supplied to the pressure control valve. The value may be recognized by the ECU.

  As described above, in the vehicle roll control device of the present embodiment, the oil pressure loaded in each pressure chamber of the actuators 2f and 2r can be optimized, and the pressure control valve has an opening area. Since the pressure can be changed, the oil pressure loaded in each pressure chamber can be finely controlled, that is, highly accurate control is possible. That is, instead of controlling the differential pressure of each pressure chamber as in the past, the oil pressure loaded directly into each pressure chamber is controlled, so that each actuator connected to the stabilizer by a sudden input from the road surface is controlled. Even if the hydraulic pressure in the pressure chamber fluctuates, the oil pressure loaded in each pressure chamber can be grasped in real time, so that the moment to be loaded can be maintained and controlled. In addition, since the control is not differential pressure control that is difficult to control, the control is simplified and the oil pressure can be stably supplied to the actuator. Therefore, it is possible to supply a stable oil pressure to the actuator, so that the roll suppressing effect is high, and the riding comfort during rolling of the vehicle is improved.

  At this time, if the actuators 2f and 2r are moved by the unevenness of the road surface and the pressure in the supply flow paths 30f and 30r becomes lower than the pressure in the discharge flow paths 29f and 29r, the check valves 16f and 16r Therefore, the pressure chambers of the actuators 2f and 2r do not become negative pressure, and the oil pressure in each pressure chamber is maintained in a state where no pressure is generated.

  As described above, in the roll control device of this vehicle, since only one solenoid is used for the direction switching valve, the cost of the roll control device of the vehicle is reduced, and the power is saved and economical.

  Further, since one of the direction switching valves can omit the solenoid, the entire apparatus can be downsized.

  Further, since only one solenoid is used for the direction switching valve, there is no risk of erroneous connection during the electrical wiring process in the manufacturing process of the vehicle roll control device and the mounting process in the vehicle.

  Furthermore, since one of the directional control valves is switched by the pilot pressure, the front and rear directional control valves always switch in the same direction, so there is a malfunction that the front and rear directional control valves are switched in the reverse direction. Absent.

  In addition, since the spring force for maintaining the neutral position can be set high with respect to the direction switching valve that performs switching operation with the pilot pressure, for example, disturbance such as contamination or fluid force that disturbs sliding of the spool. On the other hand, a stronger design than that of the solenoid-driven direction switching valve, that is, a design with high robustness is possible.

  Incidentally, in the present embodiment, the solenoid 7 is provided in the direction switching valve 13 on the rear wheel side, but the solenoid is provided in the direction switching valve 12 on the front wheel side, and the direction switching valve 13 on the rear wheel side is controlled by the pilot pressure. You may make it switch.

  It should be noted that when the vehicle roll control device or a vehicle equipped with the vehicle has some abnormality and becomes uncontrollable, or the signal lines for the direction switching valve 13 and the pressure control valves 15f and 15r are disconnected. When an abnormality occurs in the control system, the ECU detects this, shifts to the fail mode, and stops the operation of the direction switching valve 13 and the pressure control valves 15f and 15r.

  Then, the pressure control valves 15f and 15r maximize the valve opening area by the spring force, and the direction switching valve 13 shifts to a position where all of the control ports P, T, A, and B communicate with each other by the spring force. . Then, the hydraulic oil supplied from the hydraulic pump 20 passes through the pressure control valves 15f and 15r, flows into the reservoir R, circulates between the hydraulic pump 20 and the reservoir R, and the rear wheel side actuator 2r has The oil pressure is not applied at all and becomes free. At this time, since there is no difference between the pilot pressures guided from the rear wheel side supply / discharge passages 25r and 26r, the front wheel side direction switching valve 12 takes the cutoff position, and the front wheel side actuator 2f is locked. . Therefore, even during a failure, the steering characteristics are maintained in an understeer tendency, and vehicle control can be simplified.

  In addition, when setting the spring force of the direction switching valve that performs switching operation with the pilot pressure, even if the control of the vehicle roll control device is interrupted due to some failure, the direction switching valve that performs the switching operation with the pilot pressure is Because the spring is returned to the neutral position by a strong spring force, the transition to fail-safe becomes more steady, the steering characteristics during fail-safe can be maintained in an understeer tendency, and the vehicle control is surely simplified. Can do.

  In the event of a failure, even if the pressure control valves 15f and 15r are closed due to contamination or the like, the hydraulic oil supplied from the hydraulic pump 20 increases the oil pressure in the supply passages 30f and 30r. Therefore, since the relief valve 17 of the communication path 36 is opened and flows into the reservoir R, the torsional stiffness control device is prevented from being damaged.

  As described above, the direction switching valve that performs switching operation with the pilot pressure has no fail mode related to the driving of the solenoid, and therefore, the fail mode as the system can be reduced accordingly.

  The above is the basic operation of the vehicle roll control device. However, in the control of the vehicle roll control device in the present embodiment, the control method described above is an example, and other control methods may be used. In fact, an optimal control method may be employed according to the vehicle or the like on which the roll control device for this vehicle is mounted.

  Next, a roll control device for a vehicle in a modification of the embodiment of the present invention shown in FIG. 3 will be described. In addition, since description overlaps about the member similar to one Embodiment mentioned above, suppose that the detailed description is abbreviate | omitted only to attach | subject the same code | symbol.

  The difference between the vehicle roll control device in this embodiment and the vehicle roll control device in this embodiment is that the direction switching valve 42 on the front wheel side is driven by a solenoid, and the direction switching valve 43 on the rear wheel side is The hydraulic pressure in each pressure chamber of the front wheel side actuator 2f is used as a pilot pressure, and the switching operation is performed with the pilot pressure. Further, the front wheel side direction switching valve 42 and the front wheel side actuator 2f are connected. In the middle of the supply / discharge passages 25f, 26f, the communication position for connecting the supply / discharge passages 25f, 26f and the pressure chambers of the actuator 2f are locked, and the upstream side of the supply / discharge passage 25f and the supply / discharge passages 26f. A fail-safe valve 44 having a shut-off position that short-circuits the downstream side of the vehicle is provided, and the other configuration is the vehicle low speed in one embodiment. Is the same as the control device.

  The front wheel side direction switching valve 42 includes three communication positions similar to those of the rear wheel side direction switching valve 13 of the embodiment, and push type solenoids 47 and 48 are provided at both ends thereof. And the other rear wheel side direction switching valve 43 has the same three communication positions as the rear wheel side direction switching valve 13 in the embodiment. However, both ends are energized by springs (not shown), and the pilot pipe 51 that loads the pressure of the front wheel side supply / discharge passage 25f on one end side is connected to the front wheel side supply / discharge flow passage 26f on the other end side. A pilot pipe 52 for loading the pressure is provided.

  Therefore, in the vehicle roll control apparatus according to this modification, the rear-wheel-side direction switching valve 43 is linked to any one of the communication positions adopted by the front-wheel-side direction switching valve 42. Any one of them is adopted, but in the case of the present embodiment as well, the rear wheel side actuator 2r is driven in the same direction as the front wheel side actuator 2f as in the case of the first embodiment. That is, when the torsional force of the stabilizers 1f and 1r is increased, the torsional force in the same direction can be increased.

  Further, one end of the fail safe valve 44 is energized by a spring (not shown), and a solenoid (not shown) is provided on the other end side. This solenoid is also connected to the ECU. During the control, the ECU continuously supplies current to the solenoid to keep the fail-safe valve 44 in the communication position. On the other hand, at the time of failure, the solenoid is not energized and the fail safe valve 44 shifts to the cutoff position by the spring force.

  In the vehicle roll control device according to the modified example configured as described above, when the vehicle is traveling straight, the direction switching valve 42 on the front wheel side is controlled to take one of the communication positions, and the other rear wheel is controlled. The side direction switching valve 43 is maintained at the neutral position because there is no difference in pressure in each pressure chamber of the front wheel side actuator 2f, and communicates all of the supply, discharge, and control ports P, T, A, and B. Since the communication position is adopted, both the front and rear actuators 2f and 2r can be set in a free state.

  Therefore, in addition to the operational effects of the roll control device for a vehicle in one embodiment, even if there is an input from the road surface suddenly while the vehicle is traveling straight ahead, no oil pressure is generated in each pressure chamber. Therefore, it is possible to effectively prevent the functions of the stabilizers 1f and 1r, and it is possible to improve the riding comfort of the vehicle when going straight.

  In addition, since the front and rear actuators 2f and 2r can be set in a free state, for example, the running performance of the vehicle on irregular roads such as off-road is improved, that is, the road surface following characteristics (wheel attication of each wheel). ) Can be improved.

  Finally, a vehicle roll control apparatus according to another embodiment shown in FIG. 4 will be described. The vehicle roll control device according to another embodiment has the same arrangement in place of the direction switch valve 12 on the front wheel side in the vehicle roll control device according to the embodiment, and has one pressure chamber in the actuator 2r on the rear wheel side. A direction switching valve 62 configured as a two-position four-port valve that performs switching operation using the hydraulic pressure of the engine as a pilot pressure is provided, and a modification of the embodiment is provided between the direction switching valve 62 and the front wheel side actuator 2f. A similar fail-safe valve 44 is provided.

  The direction switching valve 62 on the front wheel side is urged by a spring (not shown) provided on one end side, and on the other end side, a pilot pipe 63 connected to the supply / discharge passage 25r on the rear wheel side. The front wheel side direction switching valve 62 adopts one of the two communication positions in conjunction with one of the communication positions taken by the rear wheel side direction switching valve 13. In the present embodiment, however, the rear wheel side actuator 2r is driven in the same direction as the front wheel side actuator 2f, as in the case of the first embodiment. That is, when the torsional force of the stabilizers 1f and 1r is increased, the torsional force in the same direction can be increased. When the rear wheel side direction switching valve 13 takes the neutral communication position, the supply port P communicates with the control port B and the discharge port T communicates with the control port A by the biasing force of the spring. However, the supply port P and the discharge port T may communicate with the control port A and the control port B, respectively.

  Also in this embodiment, the fail-safe valve 44 is set to always take a communication position during control.

  In other embodiments, as in the modification of the embodiment, the front and rear actuators 2f and 2r can be maintained in a free state when the vehicle is traveling straight, and rolls can be suppressed. Therefore, the same operational effects as those of the modification of the embodiment can be obtained, and at the same time, the structure of the direction switching valve 62 on the front wheel side can be simplified, and the roll control device of the vehicle can be made compact and The cost can be further reduced.

  As described in each embodiment, the actuator is a rotary actuator. However, as shown in FIG. 5, for example, two opposing ones of stabilizers 70 f and 70 r provided on the front and rear wheels of the vehicle are opposed to each other. It goes without saying that double rod type cylinders 70f and 70r having pressure chambers may be connected.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

1 is a hydraulic circuit diagram of a vehicle roll control device in an embodiment. FIG. It is a perspective view which shows the actuator and stabilizer of a roll control apparatus of a vehicle. It is a hydraulic circuit figure of the roll control apparatus of vehicles in the modification of one embodiment. It is a hydraulic circuit diagram of the roll control apparatus of the vehicle in other embodiment. It is a perspective view which shows the other actuator and stabilizer in the roll control apparatus of a vehicle.

Explanation of symbols

1f, 1r, 50f, 50r Stabilizer 2f Front wheel side actuator 2r Rear wheel side actuator 7, 14f, 14r Solenoid 10f, 10r, 11f, 11r Actuator ports 12, 42, 62 Front wheel side direction switching valve 13, 43 Rear wheel side direction switching valve 15f, 15r Pressure control valve 16f, 16r Check valve 17 Relief valve 20 Hydraulic pump 22f, 22r Pressure detector 25f, 25r, 26f, 26r Supply / exhaust flow path 29f, 29r Discharge flow path 30f, 30r Supply flow path 36 Communication path 37, 38, 51, 52, 63 Pilot pipe 70f, 70r Cylinder

Claims (7)

Front wheel side and rear wheel side actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and front wheel side and rear wheel side direction switching provided between the fluid pressure source and each actuator, respectively. A roll control device for a vehicle that controls a roll of a vehicle body by increasing a torsional force of a stabilizer by communicating a fluid pressure source with any of the pressure chambers of the front and rear actuators in each direction switching valve. Alternatively, the vehicle roll control is characterized in that one direction switching valve on the rear wheel side uses the pilot pressure as the fluid pressure in each pressure chamber in the other actuator on the front wheel side or the rear wheel side to perform switching operation with the pilot pressure. apparatus. Front wheel side and rear wheel side actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and front wheel side and rear wheel side direction switching provided between the fluid pressure source and each actuator, respectively. In the vehicle roll control device for suppressing the roll of the vehicle body by increasing the torsional force of the stabilizer by connecting any one of the pressure chambers of the front and rear actuators to the fluid pressure source with each directional switching valve, A roll control device for a vehicle, wherein the direction switching valve performs a switching operation using the fluid pressure in one pressure chamber of the actuator on the rear wheel side as a pilot pressure. 2. The vehicle roll control device according to claim 1, wherein the front wheel side direction switching valve and the rear wheel side direction switching valve perform switching operation so as to increase torsional force in the same direction of the front and rear stabilizers. The direction switch valve on the front wheel side has a cutoff position that locks each pressure chamber of the actuator on the front wheel side while unloading at least the fluid pressure source, and the direction switch valve on the rear wheel side includes at least the fluid pressure source and the rear wheel The roll control device for a vehicle according to claim 1, wherein the vehicle roll control device has a communication position for communicating each pressure chamber of the side actuator. The direction switch valve on the rear wheel side performs a switching operation using the pilot pressure as the fluid pressure in each pressure chamber in the actuator on the front wheel side, and each of the direction switch valves on the front wheel side and the rear wheel side includes at least a fluid pressure source. Each of the pressure chambers of each actuator and a communication position that communicates each of the actuators, and the direction switching valve and the actuator are not communicated between the front wheel side direction switching valve and the front wheel side actuator during excitation. 4. The vehicle roll control device according to claim 1, further comprising a fail-safe valve that disconnects the communication between the direction switching valve and the actuator while unloading the fluid pressure source during excitation. Between the direction switch valve on the front wheel side and the actuator on the front wheel side, the direction switch valve and the actuator communicate with each other when the solenoid is excited, and the fluid pressure source is unloaded when the solenoid is not excited. The vehicle roll control device according to claim 2, further comprising a fail-safe valve that cuts off the communication. A shunt valve is provided between the fluid pressure source and each directional switching valve, a front wheel side and a rear wheel side supply flow path for connecting the supply port of each directional switching valve and the shunt valve, respectively, are provided. A front-wheel-side and rear-wheel-side discharge flow path for connecting the discharge port and the reservoir is provided, between the front-wheel-side supply flow path and the front-wheel-side discharge flow path, and between the rear-wheel-side supply flow path and the rear-wheel side. The vehicle roll control device according to any one of claims 1 to 6, wherein a pressure control valve for each of the front wheels and the rear wheels is provided between each of the exhaust flow paths.

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