JPH09123730A - Vehicular rolling controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To cause a control valve to output a pressure difference in which the outputs of an actuator are equal to each other in right and left rolling even when the pressure active areas of pistons are different from each other. SOLUTION: A steering amount signal obtained by differentiating the output of a steering amount detector 20 is gain-processed and added to a horizontal acceleration signal, a rolling direction is determined by a rolling direction determination processing circuit 20 based on the respective outputs of a horizontal acceleration detector 19 and the steering amount detector 20 and a gain switch 26 is caused to perform switching according to the determination result so as to give a different gain to the addition result. Then, based on the gain adjusted output, a control valve 15 is controlled by a driving circuit 30.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Conventionally, in order to suppress a roll generated in a running vehicle, for example, a patent application publication No. 24 of 1986.
A hydraulic variable type stabilizer as seen in Japanese Patent No. 609 is 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 running condition from time to time without impairing the riding comfort.

On the other hand, in contrast to this, Japanese Patent Laid-Open No. 7-40731
In the publication, there is provided a hydraulic variable type stabilizer in which a torsion bar portion is divided into two parts and connected by a rotary actuator, and a hydraulic source for operating the rotary actuator, and a hydraulic circuit connecting the hydraulic source and the rotary actuator is provided in the middle. The differential pressure suppression valve and the switching valve that keeps the hydraulic source in the unload state at the normal position and the rotary actuator on the stabilizer side in the block state are arranged in series, and these differential pressure suppression valves are connected by the lateral acceleration signal. A roll control device for a vehicle having a control device that suppresses switching of a switching valve is disclosed.

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 (load control).

On the other hand, Japanese Patent Application Laid-Open No. 7-17136 discloses that
A stabilizer is connected to a single rod cylinder as an actuator to control the stroke of the single rod cylinder so as to suppress the roll when the vehicle rolls, specifically, the deviation from the target position. In order to eliminate the problem, it has been proposed to control the amount of oil supplied to the actuator compartment of the one-rod cylinder by a flow control valve.

In this conventional example, the vehicle is turned right or left based on the steering amount and the steering direction output from the steering sensor, and the left and right turning control data is output according to the result of the determination.

The turning control at this time is carried out by a method for eliminating the deviation between the actual stroke of the single rod cylinder and the target stroke, and the target position is reversed in the reverse turning.

[0013]

However, since the conventional roll control device for a vehicle disclosed in Japanese Patent Laid-Open No. 7-40731 uses a rotary actuator as an actuator, this is suppressed for a roll in the left-right direction. It is premised that the pressure receiving areas of the actuators that work as described above are the same on the left and right.

For this reason, the pressure receiving area of the piston forming the rotary actuator does not differ in the direction in which the anti-roll moment is exerted, and no consideration has been given to what happens to the pressure difference of the control valve in the direction of the anti-roll moment. .

Further, although the roll control device described in Japanese Patent Publication No. 7-17136 is a control of a stabilizer using a single rod cylinder, how to control the output of the flow control valve to roll in the left and right directions. There is a problem that there is no disclosure of the above, and there is no indication that the steering angle and the lateral acceleration that rolls the vehicle are inconsistent with respect to left / right discrimination such as when driving on a low μ road or when the steering wheel is reverse. It was

Further, the control target is the target stroke of the hydraulic cylinder, but since the target value is determined based on the control map that is assumed by the vehicle speed and the steering angle, if the above contradiction occurs, control is performed. There was a problem that the target deviated from the actually desired target value.

The present invention has been made by paying attention to the above-mentioned conventional problems. Even when the pressure receiving area of the actuator is different in the roll direction, the right roll is set by the gain setting corresponding to each roll direction. An object of the present invention is to obtain a roll control device for a vehicle that can output a pressure difference that is the same for the left roll to a control valve.

It is another object of the present invention to provide a vehicle roll control device capable of highly accurately determining the control direction of the anti-roll moment and realizing accurate roll control on the left and right sides of the vehicle.

Further, according to the present invention, when actuators having the same pressure receiving area are used, even if the change gain of the control valve is different between the two output ports, the right roll and the left roll can be made the same by appropriately setting the gain. It is an object of the present invention to obtain a vehicle roll control device capable of outputting a pressure difference such that

[0020]

According to a first aspect of the present invention, there is provided a roll control device for a vehicle, wherein at least one end of each of the unsprung members of the left and right wheels of the vehicle has an actuator having a different pressure receiving area in a direction for controlling the roll. Stabilizer connected to each other, a hydraulic pressure source for supplying hydraulic pressure to the actuator, a control valve connected in the middle of a hydraulic circuit connecting the hydraulic pressure source and the actuator, and a normal position connected to the control valve in series. A switching valve that keeps the hydraulic pressure source in an unload 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 of the vehicle A steering amount detector for detecting, a differentiation processing circuit for differentiating the output of the steering amount detector, and a steering speed signal obtained by the differentiation processing. An adder for processing and adding to the lateral acceleration signal is provided, and the roll direction determination processing circuit is caused to perform roll direction determination processing based on the outputs of the lateral acceleration detector and the steering amount detector, and gain switching is performed. A switching circuit so as to give a different gain to the addition result according to the roll direction determination processing result, and a drive circuit to drive and control the control valve based on the gain-adjusted output by the gain switching device. It is the one.

Further, in the roll control device for a vehicle according to the second aspect of the present invention, the roll direction determination processing circuit sets the gain when the hydraulic pressure is output to the actuator compartment on the side where the pressure receiving area of the piston of the actuator is smaller. The gain when the hydraulic pressure is output to the actuator compartment having a large pressure receiving area is switched to the larger one.

In the roll control device for a vehicle according to a third aspect of the present invention, the roll direction determination processing circuit uses the output of the lateral acceleration detector in prioritizing the determination of the roll direction over the output of the steering amount detector. It was made to be done by doing.

Further, in the roll control device for a vehicle according to the present invention, the unsprung members of the left and right wheels of the vehicle are connected to each of the unsprung members through actuators having at least one end having the same pressure receiving area in the direction for controlling the roll. A stabilizer and a hydraulic pressure source for supplying hydraulic pressure to the actuator are provided so that the conversion gain of the control valve connected in the middle of the hydraulic circuit connecting the hydraulic pressure source and the actuator is different at each output port. is there.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram showing an embodiment of a roll control device according to the present invention. In FIG. Is one stabilizer whose one end is connected to each unsprung member of the left and right wheels of the vehicle. Specifically, one end (right end) of each of the stabilizers 1f and 1r is an unsprung member via the arm 2. The other end (left end) is connected to the unsprung member via a single rod cylinder 3 as an actuator.

The single rod cylinder 3 comprises a cylinder 5 in which a piston 5 is slidably mounted, and two actuator compartments 6 and 7 are formed inside the cylinder 4. The piston rod 8, one end of which is attached to the center of the piston 5, is oil-tightly movable at one end of the cylinder 4.

One end of the cylinder 4 is connected to the unsprung member, and the end (lower end) of the piston rod 8 is connected to the left ends of the stabilizers 1f and 1r.

As shown in FIG. 1, the ports 9a and 9b of the single rod cylinder 3 are respectively connected to the pipes 10a and 9b.
A hydraulic circuit 11 composed of 10b communicates with a hydraulic source 14 composed of a hydraulic pump 12 and a reservoir 13.

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 a conduit 10a directed to the ports 9a, 9b of the single rod cylinder 3 is provided. , 10b are arranged in series so as to keep them blocked.

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

On the other hand, the differential pressure control valve 15 used in this embodiment is designed to be small in size and light in weight, especially 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 ports of the switching valve 16 are connected to the conduits 10a and 10b on the side of each single rod cylinder 3, respectively.

Reference numeral 17 is 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 angle detector 20.

The output end 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 operating electromagnetic solenoid 16a of the switching valve 16, and the control device 17 controls the differential pressure control valve 15 to operate.
And the switching valve 16 are controlled to be switched.

FIG. 2 is a block diagram showing an internal configuration of the controller 18. In FIG. 2, reference numeral 21 denotes digitally output signals 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 circuit for differentiating the digitally converted steering angle signal and outputting a steering angular velocity signal as a steering velocity signal.

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

Reference numeral 23 is a gain setting means for correcting the steering angular velocity signal by multiplying the steering angular velocity signal obtained by the differential processing by an appropriate gain K ₁ , and 24 is the steering angular velocity signal thus corrected. It is an adder that outputs a signal subjected to roll determination (lateral acceleration determination) by adding to the digitally converted lateral acceleration signal.

Further, reference numeral 25 is a roll direction determination processing circuit for performing a roll direction determination process based on the laterally-accelerated signal and the steering angle signal which have been digitally converted.

The reference numeral 26 designates a gain switching device which comprises a movable contact piece 26a and fixed contacts 26b, 26c and 26d which are selectively connected to the movable contact piece 26a and is switched in accordance with the result of the roll direction judgment processing.

The gain switching device 26 may be a software processing device or a hardware switching device, and 27 and 28 are gain setting devices respectively connected to the fixed contacts 26b and 26d. Is.

Further, 29 is a digital / analog converter which receives the output of the adder 24 and the respective outputs of the gain setting devices 27 and 28 and transforms it into an analog signal, and 30 receives the analog signal. , A drive circuit for driving and controlling the differential pressure control valve 15 and the switching valve 16.

Further, as the steering amount detector, a linear type displacement gauge or the like for detecting the movement (linear movement) of the steering rack is used, and the output of the displacement gauge or the like can be used as a substitute value of 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 it is held in the neutral position, and the operating hydraulic pressures of the two control ports connected to the switching valve are the same. The differential pressure is maintained at zero.

Therefore, no rotational force acts on the rotary actuators 2f and 2r of the stabilizers 1f and 1r 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 working oil pressure in one of the control ports increases and the working oil pressure in the other control port decreases, resulting in a difference between them. By switching the (spool) valve to a position corresponding to the pressure, each hydraulic oil pressure corresponding to the differential pressure is input to one of the actuator compartments 6 and 7 of the single rod cylinder 3 of the stabilizers 1f and 1r, and this is set to a predetermined value. Is stretched in one direction.

Contrary to the above, if the control current flowing from the controller 18 to the electromagnetic solenoid 15a is decreased, the pressure of one working oil decreases and the pressure of the other working control port increases, The valve is switched to a position corresponding to the differential pressure, and the operating pressures corresponding to the differential pressure urge the single rod cylinder 3 to contract in the opposite direction.

Whether the one-rod cylinder 3 is in the expanded or contracted state, the control current supplied to the electromagnetic solenoid 15a is returned to the original reference current so that the differential pressure becomes zero. Therefore, the operating force for extension or contraction applied to the single rod cylinder 3 disappears.

That is, the differential pressure between the control ports is
The expansion / contraction force is adjusted in proportion to the change in the control current applied to the electromagnetic solenoid 15a and is applied to each single rod cylinder 3 in proportion to the differential pressure thereof.

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 single rod cylinder 3 of the stabilizers 1f and 1r in a blocked state. .

Therefore, the operation of each single rod cylinder 3 is locked, and the stabilizers 1f and 1r perform normal operations.

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 during turning, the lateral acceleration detector 19 of the control device 17
Detects the magnitude of the lateral acceleration, the steering angle 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, open the hydraulic circuit 11 and open the stabilizer 1.
Ports 9a, 9 of the single rod cylinder 3 at f, 1r
The hydraulic pressure source 14 is opened to b.

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 certain processing as will be described later, to the electromagnetic solenoid 15a of the differential pressure control valve 15, and Along with this, the differential pressure control valve 15 performs the control operation as described above, and applies a differential pressure according to the magnitude of the lateral acceleration signal between the ports 9a and 9b of the single rod cylinders 3 of the stabilizers 1f and 1r.

As a result, the single rod cylinder 3 applies, through the stabilizers 1f and 1r, a roll moment in the opposite direction that counteracts the roll moment acting on the vehicle body by centrifugal force at that time, to the vehicle body, and effectively rolls the vehicle body. Suppress to.

Thus, when the vehicle returns to the normal state such as straight running, 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 pressure source 14
Will also be unloaded.

In this case, the controller 18
The configuration is as shown in FIG. 2, and here, the lateral acceleration detector 19 and the steering angle detector 20 as the steering amount detector are used.
Are provided, and each of these detection outputs is converted into a digital signal by the analog / digital converter 21.

Then, of these digital signals, one corresponding to the steering angle detection signal is 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 to obtain an apparent lateral acceleration signal as a result of this addition, and this is switched to the gain. Input to the container 26.

On the other hand, the roll direction determination processing circuit 25, as shown in the flowchart of FIG. 3, captures the lateral acceleration signal and the steering angle signal as digital signals via the analog / digital converter 21 (S1).

Here, whether or not lateral acceleration is generated,
Specifically, it is determined whether or not the absolute value | μ | of the lateral acceleration μ signal exceeds the specified dead zone ε ₁ (S2), and if not, the signal of the steering angle α is read (S3 ), It is determined whether or not the absolute value | α | of the signal of the steering angle α exceeds the dead zone ε ₂ (S4).

[0062] In this case, if it is it does not exceed the dead zone ε ₂ terminates the processing without performing the gain setting, if it is to exceed the dead zone ε ₂ is followed by the steering angle α Is greater than 0, that is, the roll direction determination processing circuit 25 determines the turning direction (S5).

Therefore, when it is determined that the steering angle α does not exceed 0, the roll direction determination processing circuit 25 switches the gain switch 26 so that the movable contact piece 26a is connected to the fixed contact 26d, The gain setter 28 is selected (S6).

As a result, the gain K of the gain setter 28
Switching to ₃ is performed (S7), and the process ends.

On the other hand, when it is determined in S5 that α exceeds 0, the roll direction determination processing circuit 25 switches the gain switch 26 so that the movable contact piece 26a is connected to the fixed contact 26b, and the gain is changed. Select the setting device 27 (S
8) and thereafter, the processing of S7 and thereafter is executed.

Further, in S2, the absolute value of the lateral acceleration μ | μ |
If is determined to exceed the dead zone ε ₁ , then it is determined whether the lateral acceleration μ is greater than 0, that is, the direction of turning, which is the direction of lateral acceleration (S9).

Here, if it is determined to be large,
In the same manner as described above, the gain switch 26 is switched to select the gain setter 27 (S10), and when it is determined that the gain is not large, the gain switcher 26 is switched to select the gain setter 28 (S11). ).

When the gain setters 27 and 28 are selected in this way, switching control of the gains K ₂ and K ₃ is performed (S7), and the process is terminated.

That is, in each of the above processes, when the lateral acceleration is not generated, the steering angle is used for the determination, and when the lateral acceleration is generated, the lateral acceleration is prioritized over the steering angle.

The lateral acceleration gains K ₂ and K ₃ are determined according to the pressure receiving area of the piston in the single rod cylinder 3.

That is, the gain is such that the differential pressure control valve outputs a pressure difference such that the outputs of the single rod cylinders 3 having different pressure receiving areas become the same in the left roll direction and the right roll direction.

For example, the pressure receiving areas of the piston 5 in the single rod cylinder 3 are A ₁ , A ₂ , the output pressure of the differential pressure control valve 15 is P ₂ , P ₃ , the pressure conversion gain of the differential pressure control valve 3 is G, The input signal is V _{i and the} lateral acceleration gain is K ₂ , K
₃ (K ₂ <K ₃₎ when _{A, P 2 = GK 2 V i} , P 3 =
GK ₃ V _i a is from output F of the actuator F = A ₁
・ The above gains K ₂ and K ₃ such that P ₂ = A ₂・ P ₃ holds.
Select

Therefore, from such a relationship, inevitably,
A large gain K ₃ is given to the actuator compartment 7 having a small pressure receiving area, and a small gain K ₂ is given to the actuator compartment 6 having a large pressure receiving area.

Therefore, the lateral acceleration signal subjected to the gain setting processing as described above is converted into the digital / analog converter 2
9 is converted into an analog signal, and the drive circuit 30 controls the switching valve 16 and the differential pressure control valve 15 under the differential pressure control based on the lateral acceleration signal converted into the analog signal to receive the pressure of the piston 5. The differential pressure control valve 15 is made to output a pressure difference such that the outputs of the single rod cylinders 3 having different areas become the same in the left and right roll directions.

When the lateral acceleration is not sufficiently generated, the steering angle is used to determine the roll direction, so that the roll direction can be determined with excellent transient response. On the other hand, the lateral acceleration is sufficiently generated. Then, the lateral acceleration is prioritized over the steering angle and is used for the determination of the roll direction, so that the movement of the vehicle can be accurately read and erroneous control can be avoided.

Even when a single rod cylinder having the same pressure receiving area of the piston is used, the differential pressure control valve 1
The pressure conversion gain G (dP / dI) of 5 may be different at the two output ports.

Even when it is difficult to obtain the same conversion gain at such two output ports, by setting the above-mentioned gains K ₂ and K ₃ of the lateral acceleration according to the conversion gain, the analog pressure receiving Roll control can be performed in the same manner as when the areas are different.

FIG. 4 is a block diagram showing another embodiment of the present invention, in which the roll angle determination processing circuit 25 determines the steering angle output obtained by differentiating the steering angle. The input is made to one of the two gain setting devices 23a and 23b which are switched according to the direction.

That is, reference numeral 31 is a gain switcher comprising a movable contact piece 31a and fixed contacts 31b and 31c selectively connected to the movable contact piece 31a, which is switched based on the determination output of the roll direction determination processing circuit 25. .

Further, 24a and 24b are adders,
The adder 24a adds the output signal of each gain setting device 23a to the lateral acceleration signal obtained via the analog / digital converter 21 and outputs the result to the gain setting device 27. The adder 24b uses the gain setting device 23b. Is added to the lateral acceleration signal and output to the gain setter 28.

The operation of this embodiment is basically as shown in FIG.
However, in particular, here, the gain of the steering angular velocity signal obtained from the steering angle signal for improving the transient characteristic during control is also switched depending on the roll direction.

By doing so, since the gain adjustment of the steering angular velocity from the beginning of the control can be finely performed, the roll control until the lateral acceleration is actually detected can be performed with high precision and stability.

[0083]

As described above, according to the invention of claim 1, a lateral acceleration detector for detecting a lateral acceleration acting on a vehicle and outputting a lateral acceleration signal, and a steering for detecting a steering amount of the vehicle. An amount detector, a differential processing circuit that performs a differential process on the output of the steering amount detector, and an adder that performs a gain process on the steering velocity signal obtained by the differential process and adds it to the lateral acceleration signal, Based on the outputs of the lateral acceleration detector and the steering amount detector, the roll direction determination processing circuit is caused to perform the roll direction determination processing, and the gain switching unit applies a different gain to the addition result according to the roll direction determination processing result. Since the drive circuit is configured to drive and control the control valve on the basis of the output whose gain is adjusted by the gain switching device, the component for separating the two actuator compartments is provided. Even if the pressure receiving area of the piston of Ddoshirinda differ, the output right roll of the actuator, it is possible to output a pressure differential that is equal in the left roll control valve.

Therefore, the effect that the control in the direction of producing the anti-roll moment can be realized with high precision, and the accurate roll control balanced on the left and right can be realized.

According to the second aspect of the present invention, the roll direction determination processing circuit is caused to switch the gain when the hydraulic pressure is output to the actuator compartment on the side of the actuator where the pressure receiving area of the piston is small, to the smaller pressure receiving area. Since the gain is switched to a larger one when hydraulic pressure is output to a large actuator compartment, when using a single rod cylinder with a different piston pressure receiving area as an actuator, this actuator can be controlled regardless of the roll direction. The control by the valve can be made highly accurate and easy.

Further, according to the invention of claim 3, the roll direction judgment processing circuit is made to judge the roll direction by using the output of the lateral acceleration detector in preference to the output of the steering amount detector. Since it is configured as described above, there is an effect that it is possible to perform roll determination based on the lateral acceleration from the transition state at the start of control to after the control is started, and to realize fine roll control according to the movement of the vehicle. . Also,
According to the invention of claim 4, a stabilizer having at least one end connected to each of the unsprung members of the left and right wheels of the vehicle through an actuator having at least one pressure receiving area in a direction for controlling the roll, and a hydraulic pressure is supplied to the actuator. A control valve connected in the middle of a hydraulic circuit that connects the hydraulic source and the actuator is configured so that the conversion gains are different at each output port. By properly setting the gain of the lateral acceleration signal so that the two output ports are equalized, the effect that the control in the direction of producing the anti-roll moment can be realized with high accuracy can be obtained.

[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 control block diagram showing in detail the controller in FIG.

FIG. 3 is a flowchart showing a roll direction determination processing procedure by a roll direction determination processing circuit in FIG.

FIG. 4 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 3 Single rod cylinder (actuator) 5 Piston 6,7 Actuator compartment 14 Hydraulic source 15 Differential pressure control valve (control valve) 16 Switching valve 19 Lateral acceleration detector 20 Steering angle detector (steering amount detector) 22 Differentiation Processing Circuit 24 Adder 25 Roll Direction Judgment Processing Circuit 26 Gain Switcher 30 Driving Circuit

Claims (4)

[Claims] 1. A stabilizer, at least one end of which is connected to each unsprung member of left and right wheels of a vehicle through an actuator having a different pressure receiving area in a roll control direction, and a hydraulic pressure source for supplying hydraulic pressure to the actuator. A control valve connected in the middle of a hydraulic circuit that connects the hydraulic power source and the actuator, and a switch that is connected in series to the control valve to hold the hydraulic power source in the unload state at the normal position and keep the actuator in the blocked state. A valve, a lateral acceleration detector that detects a lateral acceleration acting on the vehicle and outputs a lateral acceleration signal, a steering amount detector that detects the steering amount of the vehicle, and a differential processing of the output of the steering amount detector. Differentiating processing circuit, an adder for gain-processing the steering velocity signal obtained by the differential processing and adding the gain to the lateral acceleration signal, and the lateral acceleration detection Direction determination processing circuit for performing the determination processing of the roll direction based on the output of each of the detector and the steering amount detector, a gain switcher that is switched according to the determination processing result of the roll direction to give a different gain to the addition result, A roll control device for a vehicle, comprising: a drive circuit that drives and controls the control valve based on an output whose gain has been adjusted by the gain switching device. 2. The roll direction determination processing circuit switches the gain when the hydraulic pressure is output to the actuator compartment on the side where the pressure receiving area of the piston in the actuator is small, to a smaller one, and outputs the hydraulic pressure to the actuator compartment where the pressure receiving area is larger. The roll control device for a vehicle according to claim 1, wherein the gain at the time of switching is switched to a larger one. 3. The vehicle according to claim 1, wherein the roll direction determination processing circuit determines the roll direction by using the output of the lateral acceleration detector prior to the output of the steering amount detector. Roll control device. 4. A stabilizer, at least one end of which is connected to each unsprung member of left and right wheels of a vehicle via an actuator having at least one pressure receiving area in a roll control direction, and a hydraulic pressure source for supplying hydraulic pressure to the actuator. A control valve connected in the middle of a hydraulic circuit that connects the hydraulic power source and the actuator and has a different conversion gain at each output port;
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 a lateral valve that detects lateral acceleration acting on the vehicle and outputs a lateral acceleration signal. An acceleration detector, a steering amount detector for detecting the steering amount of the vehicle, a differential processing circuit for differentially processing the output of the steering amount detector, and a gain processing for the steering speed signal obtained by the differential processing. An adder that adds to the lateral acceleration signal, a roll direction determination processing circuit that determines the roll direction based on the outputs of the lateral acceleration detector and the steering amount detector, and switching according to the result of the determination processing of the roll direction. And a gain switcher that gives different gains to the addition result, and a drive controller that drives and controls the control valve based on the output gain-adjusted by the gain switcher. Roll control device for the vehicle with a circuit.