JPH09123729A - Vehicular rolling controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve control responsiveness to the occurrence of rolling and to effectively prevent the occurrence and development of rolling. SOLUTION: Horizontal acceleration applied to a vehicle is detected by a horizontal acceleration detector 19, a horizontal acceleration signal is outputted therefrom, the steering amount of the vehicle is detected by a steering amount detector 20, a gain is added to a steering speed signal obtained by differentiating a steering amount output by a controller 18 and based on a value obtained by adding this adding result to the horizontal acceleration signal, at least a control valve 15 is controlled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a roll control device for suppressing a roll generated on a vehicle body by lateral acceleration acting on the vehicle body when a vehicle such as an automobile is running.

[0002]

2. Description of the Related Art Conventionally, in order to suppress rolls generated in a running vehicle, for example, a hydraulic variable type stabilizer as disclosed in Japanese Patent Laid-Open No. 61-24609 has been used.

That is, in this device, the torsion bar portion of the stabilizer connecting the suspension arms of the left and right wheels is divided into two parts, one of the divided parts is on the housing side of the hydraulic rotary actuator, and the other is on the rotor side. It is fixed to each side.

Then, by selectively sending pressure hydraulic oil to the rotary actuator to give a rotational torque in two directions, forward and reverse, the reaction force causes the left and right wheels to oppose the mounting points of the stabilizer to the suspension arm. The force is applied to apply a rotational moment to the vehicle body in the opposite direction that counteracts the roll direction.

As a result, when the vehicle rolls, for example, when the vehicle rolls, pressure hydraulic oil is sent to the rotary actuator, and the roll moment acting on the vehicle body by centrifugal force is applied to the vehicle body by the rotary actuator. To prevent the roll from occurring in the vehicle body.

However, in such a conventional technique, although it is possible to send pressure hydraulic oil to the rotary actuator to increase the rigidity of the stabilizer and suppress the roll generated in the vehicle body when it is necessary, this is It is not possible to effectively suppress the roll acting on the vehicle body according to the magnitude of the centrifugal force applied to the vehicle body depending on the traveling condition from time to time without impairing the riding comfort.

On the other hand, on the other hand, there is provided a hydraulic variable type stabilizer in which the torsion bar portion is divided into two and connected by a rotary actuator, and a hydraulic source for operating this rotary actuator, and these hydraulic source and the rotary actuator are connected. In the middle of the hydraulic circuit, a switching valve that holds the differential pressure suppression valve and the hydraulic source in the normal position in the unload state at the normal position and the rotary actuator on the stabilizer side in the blocked state is arranged in series, and these differential signals are set by the lateral acceleration signal. Japanese Patent Laid-Open Publication No. 7-40731 discloses a roll control device for a vehicle having a control device for switching and controlling a pressure suppression valve and a switching valve.

In this conventional roll control device for a vehicle, when a lateral acceleration acts on the vehicle body such as when turning, the control device detects the magnitude of the lateral acceleration and detects a lateral acceleration signal ( Control current signal), the switching valve is switched to the open state by this lateral acceleration signal, and the proportional control valve is controlled to give a differential pressure corresponding to the magnitude of the lateral acceleration signal to the rotary actuator of the stabilizer. I have to.

Therefore, the rotary actuator is
A roll moment in the opposite direction, which counteracts the roll moment acting on the vehicle body by centrifugal force at that time through the stabilizer, is applied to the vehicle body to effectively suppress the roll generated on the vehicle body.

On the other hand, a lateral acceleration detector, a vehicle speed detector and a steering amount detector are provided, and when the ratio between the estimated lateral acceleration calculated from the vehicle speed and the steering angle and the detected lateral acceleration exceeds a predetermined ratio, Japanese Patent Publication No. 6-84126 discloses a roll control device configured to reduce and correct a target twist amount of a stabilizer determined according to a vehicle speed and a steering angle, assuming that a vehicle is traveling on a road surface having a low friction coefficient. Is shown in.

According to this, the vehicle speed detected by the vehicle speed detecting means due to the idling of the drive wheels or the skidding of the wheels, or
When the steering angle detected by the steering angle detecting means does not accurately reflect the turning state of the vehicle or the steering angle detected by the steering detecting means, the target twist of the stabilizer determined according to the vehicle speed and the steering angle is determined. By correcting the amount so that the amount of twist of the stabilizer is not over-controlled beyond an appropriate value by continuing active control, it is possible to reliably prevent the occurrence of rolling due to the over-control. it can.

[0012]

However, in the vehicle roll control device disclosed in the above-mentioned Japanese Patent Laid-Open No. 7-40731, the pressure supplied to the actuator that operates to suppress the roll of the vehicle body is controlled by differential pressure. It is controlled by a valve, and the magnitude of the pressure is determined by using only the lateral acceleration of the vehicle body detected by the lateral acceleration detector.Therefore, the above control is not performed unless lateral acceleration occurs, and the responsiveness of the control There has been a strong demand for improvement.

That is, when steering of the vehicle is started,
The steering wheel changes direction for the first time with a delay due to the rigidity of the steering system, and the vehicle moves in the yaw direction to generate lateral acceleration. Furthermore, the dead zone is usually provided in the lateral acceleration detection to improve the detection accuracy. Therefore, the lateral acceleration may be detected much later than the start of steering.

Further, the response delay of the hydraulic system cannot be ignored, and the roll control may be actually shifted considerably after the steering. Particularly, the responsiveness of the roll control is further improved even for fast steering. Was desired.

Further, the roll control device for a vehicle described in the above Japanese Patent Publication No. 6-84126 uses a stabilizer to suppress rolls, but it is a lateral control that determines the output of the flow control valve as a control amount. The acceleration is determined on the basis of the vehicle speed V and an estimated value (V ² / α) from the steering angle α, and the output value of the lateral acceleration detector is used as a roll control method to assist in the determination of road surface conditions. Therefore, the actual vehicle speed exceeds the measured vehicle speed during deceleration with the tire locked, for example, during acceleration or deceleration or on driving conditions or operating conditions such as a low μ road with a large tire slip angle or a reverse steering wheel.
On the other hand, there is a problem that the actual vehicle speed may be lower than the measured vehicle speed during acceleration, and accurate lateral acceleration cannot be estimated.

Further, since the tire side force decreases on a low μ road, the steering angle required to obtain the same turning radius as on a normal road becomes large, and further, when the reverse steering wheel is operated,
Since the turning direction of the vehicle and the steering angle direction are opposite to each other, accurate lateral acceleration cannot be estimated as a result.

In particular, there is a problem that the roll cannot be effectively suppressed by the roll suppression control method in which the control amount is reduced when the low μ road is determined.

Further, the lateral acceleration is estimated by the above estimated value (V ²
/ Α), the lateral acceleration cannot be estimated because V ² / α = ∝ when the steering angle α is small.
Therefore, it becomes necessary to wait for the roll control processing until the steering angle α increases to some extent.

For this reason, the control of the roll state in which the transient change is large becomes insufficient, and there is the inconvenience that the control that merely suppresses the steady roll can be performed.

The present invention has been made in order to solve the above problems, and can improve the control response to roll generation, and in particular, in a transitional state when the vehicle shifts from straight running to turning, the roll is rolled. It is an object of the present invention to provide a roll control device for a vehicle, which can effectively prevent the occurrence and development of the roll.

[0021]

According to another aspect of the present invention, there is provided a roll control device for a vehicle, wherein a torsion bar for connecting unsprung members of left and right wheels of the vehicle is divided into two parts at a central portion, and the torsion bar is divided into two parts. A hydraulic variable type stabilizer connected by an actuator, a hydraulic pressure source for supplying hydraulic pressure to the actuator, and a control valve for differential pressure control or flow rate control connected in the middle of a hydraulic circuit connecting the hydraulic pressure source and the actuator. A switching valve that is connected in series to the control valve to hold the hydraulic power source in the unload state at the normal position and keeps the actuator in the blocked state; and detects a lateral acceleration acting on the vehicle and outputs a lateral acceleration signal. A lateral acceleration detector for controlling the steering amount of the vehicle to be detected by the steering amount detector. The detected steering amount output is differentiated, the steering speed signal obtained thereby is multiplied by a gain, and at least the control valve is controlled based on the value obtained by adding the multiplication result to the lateral acceleration signal. It was done.

According to a second aspect of the present invention, there is provided a vehicle roll control device which causes a steering speed detector to detect a steering speed of the vehicle.
Further, the controller causes the steering speed signal detected by the steering speed detector to be multiplied by a gain, and at least the control valve is controlled based on a value obtained by adding the multiplication result to the lateral acceleration signal. .

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 systematically shows one embodiment of a roll control device according to the present invention. 1f and 1r are each configured by dividing a torsion bar portion into two at the center, one of the divided portions being on the housing side of a hydraulic rotary actuator 2f, 2r as an actuator, and the other on the rotor side. It is fixed.

In the case of this embodiment, the rotary actuators 2f and 2r are internally arranged as shown in FIG.
Housing 4 provided with partition walls 3a and 3b at intervals of 80 degrees
A rotor 6 having two vanes 5a and 5b is also rotatably housed in the housing 4 at intervals of 180 degrees.

The rotor 6 has a housing 4 having a central portion.
Slidably contact the tips of the partition walls 3a, 3b in
By sliding the tips of a and 5b on the inner wall of the housing 4, the rotor 6 is moved inside the housing 4 by the four oil chambers 7.
It is divided into a, 7b and 7c, 7d.

Of these four oil chambers 7a to 7d, the oil chambers 7a and 7c and the oil chambers 7b and 7d located at diagonal positions are
The rotor 6 communicates with each other through through holes 8a and 8b formed in the central portion of the rotor 6, and the housing 4 has oil chambers 7a and 7b.
Ports 9a and 9b are opened at the bottom.

As shown in FIG. 1, the respective ports 9a and 9b of the rotary actuators 2f and 2r have hydraulic pressure sources 14 composed of a hydraulic pump 12 and a reservoir 13 through a hydraulic circuit 11 composed of pipelines 10a and 10b. It leads to.

In the middle of the hydraulic circuit 11, the differential pressure control valve 15, which is a control valve, and the hydraulic power source 14 are held in an unloaded state at the normal position, and the pipelines to the ports 9a and 9b of the rotary actuators 2f and 2r are provided. 10a, 1
A switching valve 16 for keeping 0b in a blocked state is arranged in series.

In the above, the switching valve 16 has been widely and conventionally used in various hydraulic circuits.
It is composed of a very popular spring offset type electromagnetic valve, and its form is small and suitable for in-vehicle equipment, and its structure is well known. Therefore, detailed description thereof will be omitted here.

On the other hand, the differential pressure control valve 15 used in this embodiment is designed to be small and light in weight, in particular for in-vehicle use.

Differential pressure control valve 1 in this embodiment
Reference numeral 5 has a supply port and a discharge port respectively connected to the pipelines 10a and 10b, and two control ports respectively connected to the two ports of the switching valve.

Further, the other control port of the switching valve 16 is the conduits 10a, 1 on the rotary actuator 2f, 2r side.
0b, respectively.

Reference numeral 17 denotes a control device for controlling and operating the differential pressure control valve 15 and the switching valve 16, and as shown in FIG. 1, the controller 18 and a lateral device for detecting lateral acceleration acting on the vehicle body. It is composed of an acceleration detector 19 and a steering amount detector 20.

The output terminal of the controller 18 in the control device 17 is connected to the electromagnetic solenoid 15a of the differential pressure control valve 15 and the electromagnetic solenoid 1 for operating the switching valve 16.
6a, the control device 17 controls switching of the differential pressure control valve 15 and the switching valve 16.

FIG. 3 is a block diagram showing the internal configuration of the controller 18. In FIG. 3, reference numeral 21 is a digital output signal of each of the lateral acceleration detector 19 and the steering angle detector 20 as a steering amount detector. An analog / digital converter 22 for converting is a differentiating means for differentiating the digitally converted steering angle signal and outputting a steering angular velocity signal.

Further, 23 is a gain setting means for correcting the steering angular velocity by multiplying the steering angular velocity signal obtained by the differential processing by an appropriate gain K1, and 24 is a digital signal of the corrected steering angular velocity signal. It is an adder that outputs a signal subjected to roll determination (lateral acceleration determination) by adding to the converted lateral acceleration signal.

Further, reference numeral 25 is a lateral acceleration gain setting means for adjusting the output of the adder 24. The gain setting means 25 performs gain adjustment so that the roll control is not sensitive or insensitive. .

Reference numeral 26 is a digital / analog converter for converting the output of the adder 24 after the gain adjustment into an analog signal.

Reference numeral 27 denotes a valve drive circuit which receives the analog signal and drives and controls the switching valve 16 and the differential pressure control valve 15 to a position and an opening according to the analog signal level.

As the steering amount detector, a linear displacement gauge for detecting the movement (linear movement) of the steering rack can be used, and the output of this displacement gauge can be used as a substitute value for the steering angle.

Next, the operation will be described. Now, referring to FIG.
When a predetermined reference current is applied to the electromagnetic solenoid 15a, the differential pressure control valve 15 is in a neutral operation in which the differential pressure control valve 15 is held in the neutral position, and the operating hydraulic pressures of the two control ports connected to the switching valve 16 are the same. The pressure keeps the differential pressure at zero.

Therefore, the rotary actuators 2f and 2r of the stabilizers 1f and 1r are not acted upon by the rotational force in either direction.

Here, when the current flowing from the controller 18 to the electromagnetic solenoid 15a is made larger than the reference current, the hydraulic oil pressure in one of the control ports increases and the hydraulic pressure in the other control port decreases, resulting in a difference between them. The (spool) valve is switched to a position corresponding to the pressure, and the respective hydraulic oil pressures corresponding to the pressure difference are input to the rotary actuators 2f, 2r of the stabilizers 1f, 1r, which are rotationally biased in a predetermined direction. .

Contrary to the above, when the control current flowing from the controller 18 to the electromagnetic solenoid 15a is decreased, the pressure of the hydraulic oil on the one side decreases and the pressure of the hydraulic oil on the other control port increases. The valve is switched to a position corresponding to the pressure difference, and the rotary actuators 2f and 2r are rotationally biased in the opposite direction to the above by operating hydraulic pressures corresponding to the pressure difference.

Then, regardless of the direction of rotation of these rotary actuators 2f and 2r, the differential pressure can be made zero by returning the control current flowing through the electromagnetic solenoid 15a to the original reference current. Therefore, the rotational force applied to the rotary actuators 2f and 2r disappears.

That is, the differential pressure between the control ports is
It is adjusted in accordance with the change in the control current applied to the electromagnetic solenoid 15a, and a rotational force proportional to the differential pressure is applied to each rotary actuator 2f, 2r.

From this, for example, when the vehicle is traveling straight ahead and there is no detection signal from the lateral acceleration detector 19, the controller 18 causes the differential pressure control valve 15 to operate.
The reference current im is passed through the electromagnetic solenoid 15a, and the electromagnetic solenoid 16a of the switching valve 16 is kept in the normal position without passing a current.

As a result, the differential pressure control valve 15 is controlled so that the differential pressure between the control ports is zero, and the switching valve 16 holds the rotary actuators 2f and 2r of the stabilizers 1f and 1r in a blocked state. To do.

Therefore, the operation of these rotary actuators 2f and 2r is locked and the stabilizers 1f and 1r are locked.
r will perform its normal action.

Moreover, by keeping the switching valve 16 in the normal position, the hydraulic pump 12 of the hydraulic power source 14 is in an unloading state, and an energy saving effect is achieved.

On the other hand, when lateral acceleration occurs in the vehicle body, such as when turning, the lateral acceleration detector 19 of the control device 17
Detects the magnitude of the lateral acceleration, the steering amount detector 20 detects the steering angle at this time, and inputs a roll control signal corresponding to the detection result to the controller 18.

Therefore, the controller 18 performs a certain process on the roll control signal and outputs a switching signal to the electromagnetic solenoid 16a of the switching valve 16 to switch the switching valve 16 and open the hydraulic circuit 11 to open the stabilizer 1.
The ports 9a and 9b of the rotary actuators 2f and 2r in f and 1r are opened to the hydraulic power source 14.

On the other hand, at the same time, the controller 18 outputs a lateral acceleration signal (control current signal) obtained by subjecting the control signal to a certain process described later, to the electromagnetic solenoid 15a of the differential pressure control valve 15, and Along with this, the proportional control valve 15 performs the control operation as described above, and the differential pressure corresponding to the magnitude of the lateral acceleration signal is applied to the ports 9 of the rotary actuators 2f and 2r in the stabilizers 1f and 1r.
It is given between a and 9b.

As a result, the rotary actuator 2
Through the stabilizers 1f and 1r, the f and 2r apply a roll moment in the opposite direction that counteracts the roll moment acting on the centrifugal force at that time to the vehicle body, and effectively suppresses the roll generated in the vehicle body.

Thus, when the vehicle returns to the normal state such as straight traveling, the lateral acceleration signal from the control device 17 disappears and the differential pressure control valve 15 and the switching valve 16 are switched to their original switching positions. As described above, the stabilizers 1f and 1r perform normal operations, and the hydraulic power source 14 is also in the unload state.

In this case, the controller 18
Has a configuration as shown in FIG. 3. Here, the lateral acceleration detector 19 and the steering amount detector 20 as the steering amount detector are provided, and the respective detection outputs are analog / analog.
The digital converter 21 converts each to a digital signal.

Then, of these digital signals, those corresponding to the steering angle detection signal are differentiated by the differentiation processing circuit 22 to be converted into a steering angular velocity signal, which is then matched with the lateral acceleration signal from the lateral acceleration detector 19. In this way, the gain setting means 23 adjusts the gain.

Next, the gain-adjusted steering angular velocity signal is input to the adder 24 to be added to the lateral acceleration signal, and the apparent lateral acceleration signal which is the addition result is input to the gain setting circuit 25. , Get a roll control signal that does not make the roll control sensitive or insensitive.

The roll control signal is converted into an analog signal by the digital / analog converter 26 and input to the drive circuit 27.

Therefore, according to the analog roll control signal, the drive circuit 27 sends the switching signal to the switching valve 16
In addition, the differential pressure control signal is input to the differential pressure control valve 15 to control the rotary actuators 2f and 2r, thereby acting to apply a roll moment to the vehicle body in a direction to appropriately suppress the roll.

FIG. 4 shows a snake angle characteristic when the vehicle shifts from a straight running to a turning running. When the steering is turned quickly, the vehicle rises quickly as shown by a curve a, and when the steering is turned slowly, a curve is drawn. It rises gently like b.

Therefore, the steering angular velocity during this turning is shown in FIG.
As shown in Fig. 7, when the steering wheel is turned quickly, it rises temporarily as shown by the curve c and then quickly descends. When it is turned slowly, it is extremely small and rises slowly as the curve d. It shows the characteristic of falling.

Therefore, when the steering is turned quickly, the control pressure when the gain setting means 23 does not actually perform the addition processing using the gain K1 is a curve e as shown in FIG. As shown in FIG. 7, the lateral acceleration actually obtained corresponding to the curve f becomes a curve f, the generation of the lateral acceleration is delayed with respect to the start of steering, and the pressure of the differential pressure control valve 15 is determined accordingly. , The initial roll occurs due to the delay.

On the other hand, in the present invention, by the above-mentioned addition process using the gain K1, the control pressure output from the controller 18 becomes a curve g as shown in FIG. 6, and the actual lateral acceleration is corrected. The apparent lateral acceleration obtained is as shown by the curve h, as shown in FIG.

Therefore, if the control pressure of the differential pressure control valve 15 is determined in accordance with the lateral acceleration, the control pressure that immediately responds to steering can be obtained.

That is, the apparent lateral acceleration is obtained in a manner that immediately responds to the steering, and the differential pressure control valve 15 outputs a sufficiently effective control pressure from the initial stage of the steering to suppress the occurrence of the roll. That is, the transient response of roll control is improved.

Further, when the steering is gently turned, the control pressure when the above-mentioned addition processing using the gain K1 is not performed becomes the curve i in FIG. 8, and the actual lateral acceleration obtained corresponding to this is , The curve j of FIG. 9 is used, whereas the control pressure when the addition process is performed using the gain K1 is the curve K of FIG. 8, and the apparent pressure obtained corresponding to this is obtained. The lateral acceleration is as shown by the curve 1 in FIG.

That is, in gentle steering, the apparent lateral acceleration does not change much compared to the actual lateral acceleration, but changes gently at a low level, so that the pressure rise of the differential pressure control valve 15 also becomes gentle and excessive. Roll control is not possible.

Note that such a roll control characteristic is also effective for steering back, and in this case, since it acts in the direction of reducing the actual lateral acceleration, it occurs first even though the steering is reversed. It is possible to avoid the adverse effect that the rolled reaction force moment remains and the roll acts in the growth direction.

Further, in the above-described embodiment, since the steering angular velocity is zero and the lateral acceleration is not corrected during the steady turn by the addition processing in the steering angular velocity adder 24, the true lateral acceleration is not corrected. It is possible to realize roll control according to.

In the above embodiment, the gain setter 25 is provided on the output side of the adder 24, but it may be provided on the input side of the adder 24. In this case, Since the gain of the lateral acceleration signal can be adjusted independently, it can be used in combination with other control laws.

FIG. 10 is a block diagram showing another embodiment of the present invention. The difference of this embodiment from that shown in FIG. 3 is that instead of the steering amount detector 20 of FIG. The steering speed detector 31 is used as the steering speed detector, and the differentiation processing means 22 is omitted.

In this embodiment, the steering speed detector 31
Since the differential processing means 22 can be omitted by using, there is an advantage that it is not necessary to provide a filter for removing high frequency noise generated by the differential processing.

In the above embodiment, the system for performing the differential pressure control, which is the pressure control, has been described. However, the flow rate control (position control) may be performed so that the deviation at the time of roll is zero. Good.

It is also possible to use a linear displacement meter or the like for detecting the movement (linear motion) of the steering rack as the steering amount detector, and use the output of this displacement meter or the like as a substitute value for the steering speed.

[0076]

As described above, according to the first aspect of the invention, the lateral acceleration detector detects the lateral acceleration acting on the vehicle and outputs the lateral acceleration signal, and the steering amount detector steers the vehicle. The steering speed signal obtained by differentiating the steering amount output is multiplied by the gain, and at least the control valve is controlled based on the value obtained by adding the multiplication result to the lateral acceleration signal. As a result, the apparent lateral acceleration can be quickly output in a form that responds to steering, which allows the control valve to output a sufficiently effective control pressure from the beginning of steering to generate a roll. Can be quickly suppressed, that is, the transient response of roll control can be significantly improved.

Further, according to the present invention, the roll can be quickly suppressed based on the substantially accurate detection of the lateral acceleration even under a running condition where the slip angle of the tire is large such as a low μ road or a reverse steering wheel.

According to the second aspect of the present invention, by providing the steering speed detector for detecting the steering speed of the vehicle, it is not necessary to provide a differential processing circuit inside the controller, and accordingly, the high frequency noise due to the differential processing is eliminated. This eliminates the need for a filter for removing this high frequency noise, and the circuit configuration can be simplified and the cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a roll control device for a vehicle according to an embodiment of the present invention.

FIG. 2 is a sectional view showing an outline of a rotary actuator in FIG.

FIG. 3 is a control block diagram showing a vehicle roll control device according to the present invention.

FIG. 4 is a general steering angle characteristic diagram of a vehicle.

FIG. 5 is a steering angular velocity characteristic diagram according to the present invention.

FIG. 6 is a control pressure characteristic diagram when the steering is turned quickly in the present invention.

FIG. 7 is a lateral acceleration characteristic diagram when the steering is turned quickly in the present invention.

FIG. 8 is a control pressure characteristic diagram when the steering is turned late in the present invention.

FIG. 9 is a lateral acceleration characteristic diagram when the steering is turned late in the present invention.

FIG. 10 is a control block diagram showing a vehicle roll control device according to another embodiment of the present invention.

[Explanation of symbols]

1f, 1r Stabilizer 2f, 2r Rotary actuator (actuator) 14 Hydraulic power source 15 Differential pressure control valve (control valve) 16 Switching valve 18 Controller 19 Lateral acceleration detector 20 Steering angle detector (steering amount detector) 22 Differentiation processing means 31 Steering angular velocity detector (steering velocity detector)

Claims (2)

[Claims] 1. A hydraulic variable type stabilizer in which a torsion bar for connecting unsprung members of left and right wheels of a vehicle is divided into two parts at a central portion, and the divided torsion bar is connected by an actuator, and an oil pressure is supplied to the actuator. A hydraulic pressure source, a control valve for differential pressure control or a flow rate control connected in the middle of a hydraulic circuit connecting the hydraulic pressure source and the actuator, and an unloading hydraulic pressure source in a normal position connected in series to the control valve. A switching valve that holds the actuator in a blocked state and keeps the actuator in a blocked state, a lateral acceleration detector that detects a lateral acceleration acting on the vehicle and outputs a lateral acceleration signal, and a steering amount detection that detects a steering amount of the vehicle. And a steering speed signal obtained by differentiating the steering amount output detected by the steering amount detector by a gain, and the multiplication result is the lateral acceleration. A roll control device for a vehicle, comprising: a controller that controls at least the control valve based on a value added to the degree signal. 2. A hydraulic variable type stabilizer in which a torsion bar for connecting unsprung members of left and right wheels of a vehicle is divided into two parts at a central portion, and the divided torsion bar is connected by an actuator, and an oil pressure is supplied to the actuator. A hydraulic pressure source, a control valve for differential pressure control or a flow rate control connected in the middle of a hydraulic circuit connecting the hydraulic pressure source and the actuator, and an unloading hydraulic pressure source in a normal position connected in series to the control valve. Switching valve that keeps the actuator in a blocked state and keeps the actuator in a blocked state, a lateral acceleration detector that detects a lateral acceleration acting on the vehicle and outputs a lateral acceleration signal, and a steering speed detection that detects a steering speed of the vehicle. And a value obtained by multiplying the steering speed signal detected by the steering speed detector by a gain and adding the multiplication result to the lateral acceleration signal. A controller for controlling at least the control valve, and a roll control device for a vehicle.