JP4630569B2 - Roll control device for vehicle - Google Patents

Description

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

  Conventionally, as a roll control device for a vehicle of this type, for example, an actuator is coupled to each of the front and rear stabilizers, and two pressure control valves are arranged in series with respect to a hydraulic power source and controlled by each pressure control valve. There has been known one provided with a direction switching valve for supplying the hydraulic pressure to any one of the pressure chambers of the front and rear actuators (see Patent Document 1).

The vehicle roll control device, for example, drives the pressure control valve and the direction switching valve from the hydraulic power source when the vehicle enters turning (cornering) and lateral acceleration acts on the vehicle body. Hydraulic pressure is supplied to the actuators, and each actuator generates moments in the direction corresponding to the direction and magnitude of the lateral acceleration of the vehicle body. These moments increase the torsional force of the stabilizers for the front and rear wheels. A roll moment in the opposite direction that antagonizes the roll moment acting on the vehicle body is added to the vehicle body to effectively suppress the roll motion generated in the vehicle body.
Japanese translation of PCT publication No. 2003-525159 (FIG. 1)

  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, the hydraulic pressure is supplied to the front wheel side and rear wheel side actuators by separately driving the pressure control valve and the direction switching valve as described above. It is necessary to precisely control the driving timing of both directional control valves using control logic.

  Here, at the drive timing, it is desirable that the valves (pressure control valve and direction switching valve) are driven simultaneously. For example, if the pressure control valve is driven prior to the direction switching valve to increase the pressure, then if the switching operation is performed by driving the direction switching valve thereafter, the hydraulic pressure suddenly increased to some extent will act on the pressure chamber of the actuator. At the same time as the impact is applied, the initial operation becomes abrupt, and the vehicle occupant feels uncomfortable.

  On the other hand, if the direction switching valve is driven prior to the pressure control valve, a sufficient roll suppression effect cannot be obtained until the pressure in the pressure chamber of the actuator increases. Rolling occurs, and then the vehicle body is returned to a flat posture, which again makes the passenger feel uncomfortable.

  Therefore, it is desirable that both valves are driven simultaneously as described above, but it is expected that it is actually difficult to control using the control logic.

  This is because pressure control valves and directional control valves as actual products usually vary in responsiveness from product to product, and a control device that controls both valves sends drive signals to the both in accordance with control logic. This is because, even if output to the valves, both valves cannot be driven at the same time due to the variation in response.

  Accordingly, the present invention has been developed to improve the above-described problems, and an object of the present invention is to provide a vehicle roll control device that does not give the passenger a sense of incongruity.

In order to achieve the above-described object, an actuator coupled to the stabilizer, a fluid pressure source, and a reservoir connected to the fluid pressure source, and the fluid pressure generated by the fluid pressure source is transferred to the two pressure chambers of the actuator. To increase the torsional force of the stabilizer to suppress the roll of the vehicle body, and selectively switch the communication between the fluid pressure source and each pressure chamber between the fluid pressure source and the actuator and the fluid pressure. In a vehicle roll control device provided with a control valve capable of adjusting a fluid pressure supplied to one pressure chamber communicated with a power source, the control valve is slidable in a hollow valve case and the valve case And a pair of springs for urging the spool from both ends, and the valve cases are arranged in a row on the inner periphery thereof. First to fourth annular grooves, two control ports that are opened in the second and third annular grooves located in the center of the annular grooves and communicate with the pressure chambers of the actuator, and second, The first through third reservoirs that open to the shoulders of the annular groove sandwiched between the third annular grooves and the outer shoulders of the first and fourth annular grooves located on both sides, respectively. There are two supply ports leading to a discharge port and a fluid pressure source that is opened in the shoulders on the outer side of the second and third annular grooves, and the spool slides on the shoulders of the annular groove. In the neutral position of the spool at the time of solenoid non-excitation, the second and third land portions located in the center of the land portions are the second and third land portions. The two control ports are closed by abutting against the shoulders of the annular groove, respectively, and the first and second positions located on both sides The first and third discharge ports and the supply ports are located on the outer sides of the two control ports without facing the shoulders but facing the first and fourth annular grooves, respectively. When the solenoid is energized, the spool moves in the housing, connects one control port and one supply port adjacent to this control port, and connects the other control port and the second discharge port. communicating, the first at the neutral position of the spool, the fourth land portion and the first, the second in underlap dimensions and neutral position of the spool between the fourth annular groove, a third land The overlap dimension in which the portion and the second and third annular grooves overlap is set to be the same.

In addition, the front and rear wheel actuators respectively connected to the vehicle front and rear wheel stabilizers, a fluid pressure source, and a reservoir connected to the fluid pressure source, the fluid pressure generated by the fluid pressure source Supply to one of the two pressure chambers of the actuator to increase the torsional force of the stabilizer to suppress the roll of the vehicle body, and connect the fluid pressure source and each pressure chamber between the fluid pressure source and each actuator. In a vehicle roll control device provided with a control valve capable of selectively switching and adjusting a fluid pressure supplied to one pressure chamber communicated with a fluid pressure source, the control valve includes a hollow valve case, A hollow spool that is slidably inserted into the valve case, a solenoid that drives the spool, and a pair of springs that urge the spool from both ends. The first and fourth annular grooves, which are arranged in a row on the inner periphery thereof, and the second and third annular grooves located in the center of the annular grooves, are communicated with the pressure chambers of the actuator. Two control ports, the shoulders of the annular groove sandwiched between the second and third annular grooves, and the outer shoulders of the first and fourth annular grooves located on both sides, respectively. The first to third discharge ports leading to the reservoir and the two supply ports leading to the fluid pressure source respectively opened on the outer shoulders of the second and third annular grooves, and the spool Has first to fourth land portions that are in sliding contact with the shoulders of the annular groove, and in the neutral position of the spool when the solenoid is not excited, the second, third, The land portions of the two abut the shoulders of the second and third annular grooves, respectively, to close the two control ports. The first and fourth land portions located on both sides face the first and fourth annular grooves, respectively, but do not come into contact with the shoulder portions, and are located on the outer side of the two control ports. The third discharge port communicates with each supply port, and when the solenoid is energized, the spool moves in the housing to communicate one control port with one supply port adjacent to this control port, and the other communicating a control port and a second discharge port, the first at the neutral position of the spool, the fourth land portion and the first, underlap dimensions and neutral position of the spool between the fourth annular groove The overlap dimensions in which the second and third land portions and the second and third annular grooves overlap are set to be the same.

According to the first and second aspects of the invention, the fluid pressure applied to each pressure chamber of the actuator can be optimized, and the control valve controls the pressure supplied to the actuator and each pressure of the actuator. Since the pressure supply to the chamber can be switched at the same timing, it is sufficient until the initial operation of the actuator suddenly occurs or the pressure in the pressure chamber of the actuator increases. a roll suppression effect will adverse effects is not named occupant or a to return the body to a flat posture after not obtained roll is uncomfortable.

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 vertical cross-sectional view of a specific control valve in one embodiment. FIG. 4 is a hydraulic circuit diagram of a vehicle roll control device according to a modification of the embodiment. FIG. 5 is a hydraulic circuit diagram of a vehicle roll control apparatus according to a reference embodiment. FIG. 6 is a longitudinal sectional view of a specific control valve in the reference embodiment. FIG. 7 is a hydraulic circuit diagram of a vehicle roll control device according to a modification of the reference embodiment. FIG. 8 is a perspective view showing another actuator and stabilizer of the vehicle roll control device.

  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 changing the torsional force of the stabilizer for 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 provided with control ports A and B of the front wheel side control valve 12f having four ports and three positions and configured as pressure-controllable and direction-switchable valves. Connected to. That is, the supply / discharge passages 25f and 26f are respectively connected to the control ports A and B of the control valve 12, and selectively communicate with the supply passage 30f and the discharge passage 29f via the control valve 12f. It is designed to be blocked. Further, a check valve 16f is provided between the supply flow path 30f and the discharge flow path 29f.

  That is, the supply port P in the control valve 12f is connected to the upstream side of the check valve 16f that blocks the flow of hydraulic oil from the supply flow path 30f through the supply flow path 30f. Is upstream of the relief valve 17 and is connected to the outlet port D of the diversion valve 35 and further to the upstream side of the relief valve 17 and the fluid pressure source via the supply flow path 40 connected to the inlet port C of the diversion valve 35. It communicates with the hydraulic pump 20.

  Further, the discharge port T of the control valve 12f is connected to the downstream side of the check valve 16f through the discharge flow path 29f, and further to the downstream side of the relief valve 17 when going down the discharge flow path 29f. In addition, it communicates with 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 rear wheel side control valve 12r, which has four ports and three positions and is configured as a valve capable of pressure control and direction switching. Yes. That is, the supply / discharge flow paths 25r and 26r are connected to the control ports A and B of the control valve 12r, respectively, and selectively communicate with the supply flow path 30r and the discharge flow path 29r via the control valve 12r. Or it is to be blocked. Further, a check valve 16r is provided between the supply flow path 30r and the discharge flow path 29r in the same manner as the supply flow path 30f on the front wheel side.

  That is, the supply port P in the control valve 12r is connected to the upstream side of the check valve 16r that prevents the flow of hydraulic oil from the supply flow path 30r through the supply flow path 30r. It leads to the other outlet port E, and further to the upstream side of the relief valve 17 and the hydraulic pump 20 as a fluid pressure source via a supply flow path 40 connected to the inlet port C of the diversion valve 35.

  Further, the discharge port T of the control valve 12r is connected to the downstream side of the check valve 16r and the downstream side of the relief valve 17 through the discharge flow path 29r, and further to the reservoir R via the discharge flow path 41. Yes.

  The diversion valve 35 diverts the hydraulic oil supplied from the hydraulic pump 20 at a constant flow rate ratio, and these diverged hydraulic oils are distributed to the actuators 2f and 2r through the directional switching valves 12f and 12r. 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.

  The front-wheel and rear-wheel control valves 12f and 12r both have a supply port P connected to the supply passages 30f and 30r as a control port A and a discharge port T connected to the discharge passages 29f and 29r. A communication position that communicates with the control port B, a blocking position that blocks the control ports A and B, and a communication between the supply port P and the discharge port T, the supply port P as the control port B, and the discharge port T as the control port A three-position four-port valve having three communication positions communicating with A, the hydraulic pressure supplied from the control ports A and B to the actuators 2f and 2r can be adjusted.

Specifically, for example, as shown in FIG. 3, the control valves 12 f and 12 r include a hollow valve case 100, a hollow spool 110 slidably inserted into the valve case 100, and the spool 110 as a valve. A solenoid S that can be pushed and pulled in the left-right direction in FIG. 3 with respect to the case 100 and a pair of springs 120 and 121 that are urged from both ends of the spool 110, and 4 on the inner peripheral side of the valve case 100. Two annular grooves 101, 102, 103, and 104 are provided, and the control port B and the control port A communicate with the annular groove 102 located from the center side of the valve case 100.

  Further, a supply port P is formed between the annular groove 101 and the annular groove 102 and between the annular groove 103 and the annular groove 104 of the valve case 100 so as to penetrate the inner periphery and the outer periphery thereof. A discharge port T penetrating the inner periphery and the outer periphery of the valve case 100 is formed on the right side in FIG. 3 from the annular groove 101 and between the annular groove 102 and the annular groove 103 and on the left side in FIG. It has been drilled.

The spool 110 is provided with four land portions 111, 112, 113, 114 that are in sliding contact with the inner periphery of the valve case 100. The lengths of the land portions 111, 112, 113, 114 in the axial direction are In a state where the coils 130 and 131 in the solenoid S are not excited and are balanced by the biasing force of only the biasing springs 120 and 121, that is, in a state where the spool 110 is in a neutral position, the land portions 112 and 113 are The annular grooves 102 and 103 are closed to face the annular grooves 102 and 103, respectively, and the other land portions 111 and 114 are opposed to the annular grooves 101 and 104, respectively, but do not close the annular grooves 101 and 104. In the state where the coil 130 is excited and the spool 110 is moved to the left in FIG. , 113 open the right end side of the annular grooves 102, 103, respectively, and the land portions 111, 114 are set so as to close the left end side of the annular grooves 101, 104, respectively, and further, the coil 131 is excited and the spool 110 is 3, when the land portions 112 and 113 open the left end side of the annular grooves 102 and 103, respectively, and the land portions 111 and 114 close the right end side of the annular grooves 101 and 104, respectively. It is set.

  Since the spool 110 is hollow, the same pressure is applied to the left and right sides of the spool 110, and at the same time, the pressure receiving areas on the left and right ends are set to be the same. The applied oil pressure does not affect the movement of the spool 110.

Therefore, in this control valve, at the neutral position, the supply port P and the discharge port T are communicated with each other and the control port A and the control port B are shut off. The coil 130 is excited and the spool 110 is excited. 3, in the state of being sucked to the left, the communication port is connected to the control port A and the discharge port T is connected to the control port B. Further, the coil 131 is excited and the spool 110 is moved to the right in FIG. In this state, the supply port P can be connected to the control port A and the discharge port T can be connected to the control port B , so that the hydraulic pressure supply direction can be switched. The arrangement of the supply port P and the discharge port T and the arrangement of the control port A and the control port B may be arranged so as to be reversed.

  Further, the control valves 12f and 12r adjust the amount of current applied to the coils 130 and 131 simultaneously with the above-mentioned direction switching, so that the gaps PT1 and PT2 between the land portions 111 and 114 and the annular grooves 101 and 104, respectively. , PT3 and PT4 and the degree of opening of the land portions 112 and 113 for opening the annular grooves 102 and 103, respectively, and the hydraulic pressure of the hydraulic oil supplied to the control ports A and B can be controlled.

  That is, the gaps PT1, PT2, PT3, and PT4 function as variable apertures whose sizes change by adjusting the current applied to the coils 130 and 131, and the land portions 112 and 113 and the annular grooves 102 and 103 are also variable apertures. Function as.

  The so-called underlap dimensions of the gaps PT1, PT2, PT3, and PT4, that is, the dimensions of the gaps PT1, PT2, PT3, and PT4 at the neutral position of the spool 110, and the variable configured by the land portions 112 and 113 and the annular grooves 102 and 103 are provided. It is possible to adjust the timing of pressure increase and direction switching of the actuators 2f and 2r by setting the overlap size of the diaphragm, that is, the lap size between the land portions 112 and 113 and the annular grooves 102 and 103 at the neutral position of the spool 110. .

  Incidentally, the underlap size and the overlap size are set to be the same so that the pressure control and the direction change timing can be performed simultaneously. For example, if the underlap size is larger than the overlap size, the pressure may be increased after the direction change. On the contrary, if the overlap dimension is made larger than the underlap dimension, it is possible to set the timing at which the direction is switched after boosting.

  When the control valves 12f and 12r are in the cutoff 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. The pump 20 is unloaded, and the actuators 2f and 2r are unable to swing, that is, locked, and the stabilizer 1f functions as a normal stabilizer.

  In this embodiment, the push-pull solenoid S having a double coil is used to drive the control valves 12f and 12r. However, a push-type solenoid may be provided on both ends of the spool 110, respectively. Good.

  In turn, 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 the supply path 36. When the internal pressure of the flow path 40 rises abnormally, it opens at the pilot pressure and allows hydraulic oil to escape to the reservoir R.

  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 can be obtained when the direction switching valves 12f and 12r 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 coils 130 and 131 of the control valves 12f and 12r based on the lateral acceleration, steering angle, vehicle speed, yaw rate, and oil pressure signals detected by the pressure detectors 22f and 22r. And an ECU (not shown) as a controller for controlling the torsional force of the stabilizers 1f and 1r through the actuators 2f and 2r while switching the control valves 12f and 12r. 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 coils 130 and 131 are applied to control the control valves 12f and 12r.

  That is, the ECU includes a plurality of output terminals (not shown), and these output terminals are connected to the coils 130 and 131 of the control valves 12f and 12r by signal lines (not shown), and each control is performed by the ECU. The valves 12f and 12r are controlled.

  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 cuts off the current to the coils 130 and 131 of the control valves 12f and 12r, and switches the spool 110 of the control valves 12f and 12r to the neutral position cutoff position. As a result, the hydraulic oil from the hydraulic pump 20 is recirculated to the reservoir R through the discharge passages 29f and 29r because the supply port P and the discharge port T communicate with each other at the shut-off position of the control valves 12f and 12r.

  On the other hand, the control port A and the control port B are shut off by the shut-off positions of the control valves 12f and 12r, and the pressure chambers of the actuators 2f and 2r are locked, so that the actuators 2f and 2r cannot swing, and the stabilizers 1f and 1r It will function as normal stabilizers 1f and 1r.

  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. Recognize that. Then, the ECU cuts off the current supply to the control valves 12f and 12r as described above in order to stop the supply of the oil pressure to each pressure chamber.

  Therefore, in this case, the hydraulic oil supplied from the hydraulic pump 20 flows into the reservoir R through the control valves 12f and 12r as described above, and the actuators 2f and 2r are maintained in the locked state.

  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 adjusts the amount of current applied to one of the coils 130 and 131 of the control valves 12f and 12r based on these detected signals, and the gaps PT1, PT2, PT3 and PT4 in the control valves 12f and 12r. In addition, the degree of opening of the variable diaphragm formed by the land portions 112 and 113 and the annular grooves 102 and 103 is adjusted.

Accordingly, the control valves 12f and 12r are 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 and the control port A are connected. The discharge port T and the control port B are switched so as to communicate with each other, and the gaps PT1, PT2, PT3 and PT4 and the land portions 112 and 113 and the annular grooves 102 and 103 in the control valves 12f and 12r are variable. While adjusting the degree of opening of the throttle to control the hydraulic pressure of the hydraulic oil supplied from the hydraulic pump 20, the hydraulic oil is supplied from the supply / discharge passages 25f, 25r, 26f, 26r to the respective ports in the actuators 2f, 2r. 10f, 10r, 11f, or 11r.

  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.

  The ECU supplies the current to the control valves 12f and 12r as described above in order to supply the oil pressure required for each of the pressure chambers of the actuators 2f and 2r. If the detected oil pressure is different from the calculated oil pressure value by comparing the value of the oil pressure detected by the detectors 22f and 22r with the calculated oil pressure value, the oil pressure is supplied to the control valves 12f and 12r. The amount of current that is being controlled is controlled so that the calculated oil pressure value is the same as the detected oil pressure value.

Accordingly, the control valve 12f, 12r as described above, at the same time switching the direction of the hydraulic oil supplied from the hydraulic pump 20, the actuators 2f, it is possible to control the oil pressure supplied to 2r.

  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.

  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 determined, how much oil pressure is in the pressure chamber depending on the degree of opening of the variable throttle formed by the gaps PT1, PT2, PT3, PT4 and the land portions 112, 113 and the annular grooves 102, 103 in the control valves 12f, 12r. In this case, the ECU may recognize the value of the oil pressure depending on how much current is supplied to the control valve.

  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 control valves 12f and 12r Since the control of the supply pressure to 2f and 2r and the switching of the pressure supply to the pressure chambers of the actuators 2f and 2r can be performed at the same timing, the initial operation of the actuator becomes abrupt as soon as an impact is applied to the actuator. Until the pressure in the pressure chamber of the actuator increases, the roll suppression effect cannot be obtained sufficiently, and the vehicle body is returned to a flat posture after the roll, causing the passenger to feel uncomfortable. Absent.

  Further, as described above, the control valve can perform hydraulic oil pressure control and direction switching at the same timing, so that it is not necessary to control the operation timing of both valves, which is necessary for a conventional vehicle roll control device. Therefore, the control logic is simplified and the controllability is improved.

  In the control valve according to the present embodiment, it is possible to adjust the timing of pressure control and direction switching, so that the pressure control and direction switching can be performed at timing optimal for the vehicle.

  In addition, since one control valve has the functions of a pressure control valve and a direction switching valve, it is not necessary to use two types of valves, a pressure control valve and a direction switching valve, thereby reducing the cost of a roll control device for a vehicle. Not only can this be achieved, but also miniaturization and space saving can be achieved, and the mountability of the vehicle roll control device to a vehicle or the like can be improved.

  In the control valve according to the present embodiment, the differential pressure control of each pressure chamber is not performed, but the oil pressure loaded in each pressure chamber is directly controlled. Therefore, the stabilizer is caused by a sudden input from the road surface. Even if the hydraulic pressure in each pressure chamber of the actuator connected to is fluctuated, the oil pressure loaded in each pressure chamber can be grasped in real time, so that it is possible to maintain and control the moment to be loaded. 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.

  Next, fail safe is explained. When an abnormality occurs in the control system of the vehicle, such as when the vehicle roll control device or a vehicle equipped with the vehicle is in an uncontrollable state or when the signal lines to the control valves 12f and 12r are disconnected. The ECU detects this, shifts to the fail mode, and stops the operation of the control valves 12f and 12r.

  Then, the control valves 12f and 12r are switched to the neutral cutoff position by the spring force. Then, the hydraulic oil supplied from the hydraulic pump 20 passes through the control valves 12f and 12r, flows into the reservoir R, circulates between the hydraulic pump 20 and the reservoir R, and the actuators 2f and 2r are locked. . Therefore, at the time of failure, the actuators 2f and 2r are maintained in a locked state, and the stabilizers 1f and 1r can function as normal stabilizers.

  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 vehicle roll control device in a modification of the embodiment of the present invention shown in FIG. 4 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 vehicle roll control device according to this modification is different from the vehicle roll control device according to the above-described embodiment in the position where the pressure detector is provided and the number of the pressure detectors. Specifically, in the vehicle roll control device according to the above-described embodiment, the pressure detectors 22f and 22r are provided one by one in the middle of the supply flow paths 30f and 30r. In the roll control device, 1 is provided in the middle of the supply / discharge passages 25f, 25r, 26f, and 26r on the front wheel side and the rear wheel side that connect the control valves 12f and 12r and the pressure chambers of the actuators 2f and 2r, respectively. The pressure detectors 47f, 47r, 48f, 48r are connected one after another so that the pressure in each pressure chamber of each actuator 2f, 2r can be detected.

  In the vehicle roll control device according to this modification, the pressure in each pressure chamber can be detected. Therefore, the pressure in each pressure chamber detected by the actuator 2f on the front wheel side and the actuator 2r on the rear wheel side is detected. The pressure difference between the pressure chambers on the front wheel side and the pressure chambers on the rear wheel side, that is, the differential pressure can be grasped, and the roll control device of the vehicle can be controlled using this differential pressure as feedback.

  Accordingly, since the vehicle roll control device in this modification can be controlled by the pressure difference between the pressure chambers in the control of the actuators 2f and 2r, the output of the actuators 2f and 2r does not cause an error such as pressure loss. Can be controlled linearly from zero. Therefore, it is possible to accurately control the influence of the road surface when the vehicle is traveling straight ahead and the minute roll that occurs when the lateral acceleration when the steering wheel is switched is close to zero. It does not cause an unpleasant feeling to the passenger by inducing an undesirable behavior of the vehicle body such as increasing the vehicle's length.

  Furthermore, since the internal pressures of all the pressure chambers of the actuators 2f and 2r can be detected, it is possible to detect a failure such that the front and rear actuators 2f and 2r are operated in opposite directions.

Further, described roll control apparatus for a vehicle in REFERENCE embodiment shown in FIG. Roll control apparatus for a vehicle in this REFERENCE embodiment, the control valves 52f, 52r are set so as to take a communicating position that communicates the supply, discharge and the control port P, T, A, all B at the neutral position In the middle of the supply / discharge passages 25f, 26f that connect the front wheel side control valve 52f and the front wheel side actuator 2f, and the supply air that connects the rear wheel side control valve 52r and the rear wheel side actuator 2r. In the middle of the exhaust passages 25r, 26r, the communication positions for communicating the supply / exhaust passages 25f, 25r, 26f, 26r and the pressure chambers of the actuators 2f , 2r are locked and upstream of the supply / exhaust passages 25f, 25r. In the above-described embodiment, the fail-safe valves 54f and 54r having a cutoff position for short-circuiting the side and the downstream side of the supply / discharge passages 26f and 26r are provided. Unlike the vehicle roll control device, other configurations are the same as those of the vehicle roll control device of the embodiment.

  The control valves 52f and 52r control the supply port P connected to the supply flow paths 30f and 30r to the control port A and the discharge port T connected to the discharge flow paths 29f and 29r, except for the neutral position. A three-position four-port valve having a communication position that communicates with port B, a communication port that communicates supply port P with control port B, and discharge port T with control port A. From control ports A and B to actuator 2f , 2r can be adjusted in hydraulic pressure.

  Specifically, for example, as shown in FIG. 6, the control valves 52 f and 52 r include a hollow valve case 200, a spool 210 slidably inserted into the valve case 200, and the spool 210 as a valve case 200. 6 comprises a solenoid S that can be pushed and pulled in the left-right direction in FIG. 6 and a pair of springs 220 and 221 that are urged from both ends of the spool 210. Grooves 201 and 202 are provided, and a control port A communicates with the annular groove 201 located on the right side of the valve case 200 in FIG. 6 and a control port B communicates with the annular groove 202 located on the left side in FIG. .

  Further, a supply port P is formed between the annular groove 201 and the annular groove 202 of the valve case 200 so as to penetrate the inner periphery and the outer periphery thereof. A discharge port T penetrating the inner periphery and the outer periphery is formed in the middle left and the annular groove 202 on the right in FIG.

The spool 210 is provided with two land portions 211 and 212 that are in sliding contact with the inner periphery of the valve case 200, and the axial length of each of the land portions 211 and 212 is the coil 130 in the solenoid S. , 131 are not energized and are balanced by the biasing force of only the biasing springs 220, 221, that is, in a state where the spool 210 is in the neutral position, the land portions 211, 212 are respectively in the annular groove 201 and the annular groove 202. The annular grooves 201 and 202 are set so as to open at both ends thereof so as not to close the annular grooves 201 and 202, and the coil 130 is excited and the spool 210 is moved to the left in FIG. in a state, both the land portions 211 and 212 when opening the right end of the land portion 211 and 212 respectively annular groove 201 and 202 In a state where the left end sides of the annular grooves 201 and 202 are respectively closed and the coil 131 is excited and the spool 210 is moved rightward in FIG. 6, the land portions 211 and 212 are respectively annular grooves. both the land portion 211 and 212 when opening the left side of the 201 and 202 are set so that each closes the right end side of the annular groove 201, 202.

Incidentally, this reference in the form of a control valve 52f, the spool 210 of 52r also is hollow, so that it is not the movement of the spool 210 is prevented by the hydraulic forces of the left and right end side.

  Therefore, in the control valves 52f and 52r, in the neutral position, a communication position that connects all of the supply port P, the discharge port T, the control port A, and the control port B is adopted, and the coil 130 is excited and the spool 210 is excited. In the state of being sucked to the left in FIG. 6, a communication position is established in which the supply port P communicates with the control port B and the discharge port T communicates with the control port A. Further, the coil 131 is excited and the spool 210 is in the right position in FIG. In this state, the hydraulic pressure supply direction can be switched by adopting a communication position where the supply port P communicates with the control port A and the discharge port T communicates with the control port B. The arrangement of the supply port P and the discharge port T and the arrangement of the control port A and the control port B may be arranged so as to be reversed.

Further, the control valves 52f and 52r adjust the amount of current applied to the coils 130 and 131 simultaneously with the direction switching, thereby adjusting the gaps PA 1 and AT between the land portions 211 and 212 and the annular grooves 201 and 202, respectively. , PB and BT can be adjusted, and the hydraulic pressure of the hydraulic oil supplied to the control ports A and B can be controlled.

That is, the gaps PA 1 , AT, PB 2 and BT function as variable apertures whose sizes change by adjusting the current applied to the coils 130 and 131.

Then, it is possible to adjust the timing of pressure increase and direction switching of the actuators 2f and 2r by setting so-called underlap dimensions of the gaps PA , AT, PB and BT.

  Further, one end of each of the fail safe valves 54f and 54r 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 valves 54f and 54r in the communication position. On the other hand, the fail-safe valves 54f and 54r are shifted to the cutoff position by the spring force without energizing the solenoid during the failure.

In the vehicle roll control device according to the reference embodiment configured as described above, the control valves 52f and 52r are controlled to take the communication position in the neutral position while the vehicle is traveling straight, Since the control ports P, T, A, and B are communicated with each other, both the front and rear actuators 2f and 2r can be 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 from appearing, 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.

  Further, the fail-safe valves 54f and 54r, for example, the control valves 52f and 52r are fixed at any one of the communication positions for supplying hydraulic pressure into the respective pressure chambers, and the supply pressure to the control port A or the control port B remains high. Even if a failure occurs, the supply / discharge passages 25f and 25r and the supply / discharge passages 26f and 26r are respectively turned off by turning off the power to the solenoids (not shown) of the fail-safe valves 54f and 54r. And the hydraulic pump 20, the actuators 2f and 2r, and the pipes constituting each flow path are prevented from causing secondary failures.

Finally, a vehicle roll control device according to a modification of the reference embodiment shown in FIG. 7 will be described. This reference of the roll control apparatus for a vehicle according to a modification of the embodiment, instead of the waste failsafe valve 54r for the rear wheels of the vehicle roll control apparatus in reference mode, communicating Kyuhairyuro 25r, the 26r In the middle of the bypass path 27 provided in this way, there is provided a fail-safe valve 55 on the rear wheel side that communicates with the pressure chambers of the actuator 2r on the rear wheel side when the solenoid is not excited, and disconnects the communication when the solenoid is excited. Yes. Other configurations are the same as those of the vehicle roll control apparatus according to the reference embodiment.

  The fail safe valve 55 is energized at one end by a spring (not shown) and provided with a solenoid (not shown) at the other end. When the solenoid is not energized, it communicates with the bypass 27 and is connected to the rear wheel. A communication position for communicating the pressure chambers of the actuator on the side is adopted. On the other hand, when the solenoid is excited, a blocking position for blocking the bypass path 27 is adopted.

Further, the solenoid of the fail-safe valve 55 is connected to the ECU in the same manner as in the reference embodiment described above. During the control, the ECU continuously supplies current to the solenoid to keep the fail-safe valve 55 in the cutoff position. On the other hand, at the time of failure, the solenoid is not energized, and the fail safe valve 55 shifts to the communication position by the spring force. By configuring the fail-safe valve 55 in this way, the fail-safe valve can be configured not as a spool valve, but as a poppet valve that is compact, resistant to contamination, and has high reliability. The control device can be surely shifted to the fail mode, and the entire device can be miniaturized.

In the vehicle roll control apparatus according to the modification of the reference embodiment configured as described above, the control valves 52f and 52r are in the communication position at the neutral position while the vehicle is traveling straight, as in the reference embodiment. The control ports P, T, A, and B are communicated with each other so that both the front and rear actuators 2f and 2r can be in a free state. In addition, it is possible to improve the ride comfort of the vehicle, and to improve the running performance of the vehicle on rough roads such as off-road, that is, it is possible to improve the road surface followability (wheel attication) of each wheel.

  Furthermore, the control valves 52f and 52r are stuck at any one of the communication positions for supplying hydraulic pressure into each pressure chamber, and a failure has occurred in which the supply pressure to the control port A or the control port B remains high. However, by turning off the energization to the solenoids (not shown) of the fail-safe valves 54f and 55, an unload circuit in which the supply / discharge passages 25f and 25r and the supply / discharge passages 26f and 26r are communicated with each other is obtained. It is avoided that a secondary failure occurs in the hydraulic pump 20, the actuators 2f and 2r, the pipes constituting each flow path, and the like.

Further, in this modification, at the time of failure, the fail safe valve 55 communicates with the pressure chambers of the rear wheel side actuator 2r, so that no oil pressure is applied to the rear wheel side actuator 2r. Although the next free state, this time, since the actuator 2f of the front wheel side is locked failsafe valve 54f, even in failure time, the steering characteristics are maintained in understeer, the deformation of this reference the embodiment In the vehicle roll control device in FIG. 1, in addition to the effects of the reference mode, the vehicle control can be simplified even during a failure.

As described in each embodiment, the actuator is a rotary actuator. However, as shown in FIG. 8, for example, two opposing ones of stabilizers 50 f and 50 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 longitudinal cross-sectional view of the specific control valve in one Embodiment. 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 a reference form. It is a longitudinal cross-sectional view of the concrete control valve in a reference form. It is a hydraulic circuit diagram of the roll control apparatus of the vehicle in the modification of a reference form. It is a perspective view which shows the other actuator and stabilizer of the roll control apparatus of a vehicle.

Explanation of symbols

1f, 1r, 50f, 50r Stabilizer 2f Front wheel actuator 2r Rear wheel actuator 10f, 10r, 11f, 11r Actuator ports 12f, 52f Front wheel control valve 12r, 52r Rear wheel control valve 16f, 16r Check valve 17 Relief valve 20 Hydraulic pump 22f, 22r, 47f, 47r, 48f, 48r as a fluid pressure source Pressure detector 25f, 25r, 26f, 26r Supply / discharge flow path 27 Bypass path 29f, 29r Discharge flow path 30f, 30r supply flow path 36 communication path 54f, 54r, 55 fail-safe valve 70f, 70r control port for cylinders A and B control port P supply port for control valve T discharge port for control valve S solenoid

Claims (4)

An actuator coupled to the stabilizer, a fluid pressure source, and a reservoir connected to the fluid pressure source, and supplies the fluid pressure generated by the fluid pressure source to one of the two pressure chambers of the actuator. One of the pressures connected to the fluid pressure source and the fluid pressure source is selectively switched between the fluid pressure source and the actuator and the fluid pressure source and the actuator are selectively controlled. In a vehicle roll control device provided with a control valve capable of adjusting a fluid pressure supplied to a chamber, the control valve includes a hollow valve case, and a hollow spool slidably inserted into the valve case. A solenoid for driving the spool, and a pair of springs for biasing the spool from both ends. The valve case includes first to fourth annular grooves arranged in a row on the inner periphery thereof, Two control ports that are opened in the second and third annular grooves located in the center of the groove and communicate with the respective pressure chambers of the actuator, and an annular shape sandwiched between the second and third annular grooves First to third discharge ports leading to reservoirs respectively opened to the shoulders of the groove and the outer shoulders of the first and fourth annular grooves located on both sides, and second and third There are two supply ports leading to fluid pressure sources that are respectively opened in shoulders on the outer side of the annular groove, and the spool includes first to fourth land portions that are in sliding contact with the shoulder portion of the annular groove. In the neutral position of the spool when the solenoid is not energized, the second and third land portions located in the center of the land portions are in contact with the shoulder portions of the second and third annular grooves, respectively. The two control ports are closed, and the first and fourth lands located on both sides are the first and fourth rings. Each supply port is connected to the first and third discharge ports located on the outer side of the above two control ports without facing the shoulders but facing the grooves. Moves in the housing, communicates one control port with one supply port adjacent to the control port, communicates the other control port with the second discharge port, and the first position in the neutral position of the spool . Underlap dimensions between the first and fourth land portions and the first and fourth annular grooves, and the second and third land portions and the second and third annular grooves at the neutral position of the spool. The roll control device for a vehicle is characterized in that the overlap dimension that overlaps with each other is set to be the same. A front wheel side actuator and a rear wheel side actuator respectively connected to a stabilizer of a vehicle front and rear wheel; a fluid pressure source; and a reservoir connected to the fluid pressure source; and the fluid pressure generated by the fluid pressure source Supply to one of the two pressure chambers to increase the torsional force of the stabilizer to suppress the roll of the vehicle body, and selectively connect the fluid pressure source and each pressure chamber between the fluid pressure source and each actuator. In the vehicle roll control device provided with a control valve capable of adjusting the fluid pressure supplied to one pressure chamber communicated with the fluid pressure source, the control valve includes a hollow valve case, and the valve case A hollow spool that is slidably inserted into the solenoid, a solenoid that drives the spool, and a pair of springs that bias the spool from both ends. The first to fourth annular grooves formed in a row on the inner periphery of the first and fourth annular grooves, and the second and third annular grooves located in the center of the annular grooves, are opened to communicate with the respective pressure chambers of the actuator. Reservoir opened in each of the two control ports, the shoulder of the annular groove sandwiched between the second and third annular grooves and the outer shoulder of the first and fourth annular grooves located on both sides Two supply ports leading to fluid pressure sources that are opened on the outer shoulders of the second and third annular grooves, respectively, and the spool is The first and fourth lands that are in sliding contact with the shoulders of the annular groove, and in the neutral position of the spool when the solenoid is not excited, the second and third lands located in the center of the lands. On both sides of the second and third annular grooves to close the two control ports. The first and fourth land portions are opposed to the first and fourth annular grooves, respectively, but are not in contact with the shoulder portions, and are located on the outer sides of the two control ports. When the solenoid is energized, the spool moves in the housing so that one control port communicates with one supply port adjacent to this control port, and the other control port communicates with each other. When communicating the second discharge port, said in underlap dimensions and neutral position of the spool between the first, fourth land portion and the first, fourth annular grooves in the neutral position of the spool A roll control device for a vehicle, characterized in that the second and third land portions and the overlap dimension in which the second and third annular grooves overlap are set to be the same.   3. The roll control apparatus for a vehicle according to claim 1, wherein pressure detecting means for detecting a fluid pressure in the pressure chamber of the actuator is provided upstream of the control valve. Roll control apparatus for a vehicle according to any one of claims 1 to 3, characterized in that a pressure detecting means in each of a pair of flow paths for connecting the respective pressure chambers of the control valve and the actuator.

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