JP4704285B2 - Roll control device - Google Patents

Description

  The present invention relates to a roll control device that suppresses a roll of a vehicle body in a vehicle.

  Conventionally, as this type of roll control device, for example, a hydraulically variable roll control device previously proposed by the patent applicant has been known.

  That is, in this proposed roll control device, one end of a stabilizer that connects the suspension arms of the left and right wheels in the front and rear wheels is placed on the rod side of an actuator constituted by a hydraulic cylinder that applies a moment to each stabilizer, and the suspension arm is provided. It is connected to the cylinder tube side. When the actuator is a rotary actuator, each of the stabilizers is divided into two at the center portion of the torsion bar, and one of the two divided portions is on the housing side of the rotary actuator, and the other is on the rotor side. I try to connect them.

  The corresponding pressure chambers of both actuators on the front and rear wheel sides are respectively communicated with the hydraulic pump via the diverter valve, and the fluid supplied from the hydraulic pump is distributed by the diverter valve, respectively. A directional switching valve is provided between each actuator and the diversion valve, and any one of the pressure chambers of each actuator is switched by the switching operation of the directional switching valve. One is selected, and the fluid after the diversion is supplied into the selected pressure chamber.

  Further, a pressure control valve is provided downstream of the above-described diversion valve and upstream of the direction switching valve, and the pressure of the fluid supplied into the pressure chamber can be controlled by this pressure control valve. ing.

Therefore, in this roll control device, when lateral acceleration acts on the vehicle body and the roll is generated in the vehicle while the vehicle is running, the corresponding pressure chamber is selected by the direction switching valve in order to suppress the roll. Further, by appropriately controlling the pressure in the selected pressure chamber by the pressure control valve, each actuator generates moments in the direction corresponding to the direction and magnitude of the vehicle body lateral acceleration, and these moments are applied to the front and rear wheels. A roll moment in the opposite direction is applied to the vehicle body against the roll moment applied to the stabilizer and acting on the vehicle body by centrifugal force, and the roll motion generated in the vehicle body is effectively suppressed (see, for example, Patent Document 1).
Japanese Patent Application Laid-Open No. 2004-136814 (Invention Column, FIG. 2)

  However, although there is no problem in terms of function in the above-described roll control device, it may be pointed out that there is a possibility of causing the following problems.

  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, and at the drive timing of both. It is desirable to drive both valves (the pressure control valve and the direction switching valve) at the same time, but it is expected to be difficult in practice.

  In other words, even if electrical signals are output simultaneously on the controller side in order to drive both valves, the pressure control valve and the direction switching valve as actual products usually vary in responsiveness from product to product. Since both of them are driven at the same time, there is a variation in product units, and since it is not determined which valve is driven first, the simultaneous drive of both cannot be realized and the lateral acceleration is near zero. In some cases, the movement of the roll in the vehicle becomes unstable.

  In addition, when the pressure control valve is driven prior to the direction switching valve to increase the pressure, if the switching operation is performed by driving the direction switching valve thereafter, the hydraulic pressure suddenly increased to some extent acts on the pressure chamber of the actuator, and the actuator is shocked. At the same time, the initial operation becomes abrupt and the vehicle occupant feels uncomfortable and the ride comfort of the vehicle deteriorates.

  Accordingly, the present invention has been developed to improve the above-described problems, and an object of the present invention is to provide a roll control device capable of improving the riding comfort in a vehicle.

In order to achieve the above object, one means of the present invention selects one of a fluid pressure source, an actuator having two pressure chambers connected to a vehicle stabilizer, and each pressure chamber of the actuator. Roll control provided with a direction switching valve connected to the fluid pressure source, a pressure control valve for controlling the pressure of the fluid supplied to the actuator, and a control device for driving and controlling the pressure control valve and switching the direction switching valve In the apparatus, the pressure is controlled by driving the pressure control valve based on the lateral acceleration acting on the vehicle body, and the direction of the roll is determined by controlling the direction of the roll based on the lateral acceleration, and the lateral acceleration is further controlled. characterized in that setting the dead zone does not perform boost by driving a pressure control valve, for switching the directional control valve before performing the boost pressure control valve performs in the dead band region against To.

Similarly, the other means includes a fluid pressure source, front wheel side and rear wheel side actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and fluid supplied from the fluid pressure source on the front wheel side. A diverter valve that is distributed and supplied to the actuator and the actuator on the rear wheel side, and a front wheel that is interposed between the diverter valve and each actuator, and selects one of the pressure chambers of each actuator to connect to the fluid pressure source Side and rear wheel side direction switching valves, front wheel side and rear wheel side pressure control valves that control the pressure of fluid supplied to each actuator, and drive control of each pressure control valve and switching control of each direction switching valve And a control device that controls the pressure based on the lateral acceleration acting on the vehicle body to control the pressure, and also based on the lateral acceleration, Determining direction and by switching control of the direction switching valve, further setting the dead zone does not perform boost by driving a pressure control valve to said lateral acceleration, performs switching of the directional control valve in the dead band region Prior to driving the pressure control valve, the direction switching valve is switched.
Similarly, another means includes a fluid pressure source, an actuator having two pressure chambers coupled to a vehicle stabilizer, and a directional control valve that selects one of the pressure chambers of the actuator and connects to the fluid pressure source. And a pressure control valve for controlling the pressure of the fluid supplied to the actuator, and a control device for driving and controlling the pressure control valve and switching and controlling the direction switching valve. The pressure control valve is driven based on the required pressure to control the pressure, and the direction of the roll is determined based on the required pressure to switch the direction switching valve, and the pressure control valve is driven with respect to the required pressure. Thus, a dead zone region where pressure is not boosted is set, and the direction switching valve is switched within the dead zone region and before the pressure is boosted by the pressure control valve .
Similarly, another means includes a fluid pressure source, two front pressure chamber actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and fluid supplied from the fluid pressure source to the front wheels. A flow dividing valve that distributes and supplies to the actuator on the side and the actuator on the rear wheel side, and is connected between the flow dividing valve and each actuator, and each pressure chamber of each actuator is selected and connected to the fluid pressure source The front wheel side and rear wheel side direction switching valves, the front wheel side and rear wheel side pressure control valves that control the pressure of the fluid supplied to the actuators, the drive control of the pressure control valves, and the direction switching valves In a roll control device comprising a control device for switching control, the pressure is controlled by driving the pressure control valve based on the required pressure obtained from the lateral acceleration acting on the vehicle body, The direction of the roll is determined based on the pressure demand and the direction switching valve is controlled to switch. The pressure control valve is driven with respect to the required pressure to set a dead zone where no pressure is increased. The directional control valve is switched prior to driving the pressure control valve .
Similarly, another means includes a fluid pressure source, an actuator having two pressure chambers coupled to a vehicle stabilizer, and a direction switching for selecting one of the pressure chambers of the actuator and connecting to the fluid pressure source. In a roll control device comprising a valve, a pressure control valve for controlling the pressure of a fluid supplied to the actuator, and a control device for driving and controlling the pressure control valve and switching and controlling the direction switching valve, the roll is controlled based on the lateral acceleration. The direction switching valve is controlled by switching the direction switching valve, the required pressure is obtained from the lateral acceleration acting on the vehicle body, the pressure command value is obtained from this requested pressure, and the pressure control valve is driven based on the pressure command value In addition, the dead zone region of the pressure command value is set for the required pressure, and the direction switching valve is switched within the dead zone region and before the pressure is increased by the pressure control valve. The features.
Similarly, another means includes a fluid pressure source, two front pressure chamber actuators having two pressure chambers respectively connected to the vehicle front and rear wheel stabilizers, and fluid supplied from the fluid pressure source to the front wheels. A flow dividing valve that distributes and supplies to the actuator on the side and the actuator on the rear wheel side, and is connected between the flow dividing valve and each actuator, and each pressure chamber of each actuator is selected and connected to the fluid pressure source The front wheel side and rear wheel side direction switching valves, the front wheel side and rear wheel side pressure control valves that control the pressure of the fluid supplied to the actuators, the drive control of the pressure control valves, and the direction switching valves In a roll control device comprising a control device for switching control, the direction of the roll is determined based on the lateral acceleration, the direction switching valve is switched and requested from the lateral acceleration acting on the vehicle body. The pressure command value is obtained from the required pressure, the pressure control valve is driven based on the pressure command value to control the pressure, and the dead zone area of the pressure command value is set for the required pressure, and the direction is switched. The valve switching is performed in the dead zone and the direction switching valve is switched prior to driving the pressure control valve.

  According to the roll control device of the present invention, the pressure control valve is not driven and boosted prior to the direction switching valve, and it is possible to prevent the fluid pressure that has rapidly increased from acting on the pressure chamber of the actuator, Occurrence of abnormal noise and vibration of the vehicle body are eliminated and the vehicle occupant is prevented from feeling uneasy or uncomfortable, and the riding comfort in the vehicle can be improved.

  Furthermore, even if there is variation in the responsiveness of the direction switching valve and the pressure control valve, the direction switching valve can be reliably switched ahead of the pressure control valve, so that stable roll control is always possible. In addition, it is possible to omit the trouble of performing tuning for control in units of products, and the cost of the roll control device is reduced.

  FIG. 1 is a diagram showing a roll control device according to an embodiment of the present invention. FIG. 2 is a longitudinal sectional view of the actuator. FIG. 3 is a diagram showing a map of pressure command values created using the lateral acceleration as a parameter. FIG. 4 is a diagram showing a map of pressure command values created using the required pressure as a parameter. FIG. 5 is a diagram showing a roll control device according to another embodiment of the present invention.

  The roll control device of the present invention will be described below based on the embodiment shown in the drawings. In the roll control device according to the embodiment, as shown in FIGS. 1 and 2, the front wheel stabilizer 1f is configured by dividing the torsion bar portion into two at the center, and one of the divided portions is formed. The actuator is connected to the housing 4 side of the actuator 2f on the rotary front wheel side driven by hydraulic pressure, and the other side is connected to the rotor 6 side. Therefore, in the present embodiment, the fluid pressure is hydraulic.

  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 4 side of the rotary actuator 2r on the rear wheel side, and the other is It is configured by connecting to the rotor 6 side. In the case of the rotary actuators 2f and 2r described above, one of the housing and the stabilizers 1f and 1r divided and the other of the rotor and the stabilizers 1f and 1r are fixedly connected.

  Further, the front wheel-side rotary actuator 2f and the rear wheel-side rotary actuator 2r described above are housings having two partition walls 3a and 3b that are configured with an inner wall surface spaced by 180 degrees as shown in FIG. 4 and a rotor 6 having two vanes 5a and 5b which are similarly configured with an interval of 180 degrees on the outer peripheral surface. The housing 4 is configured to be freely pivoted. 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.

  The rotor 6 is slidably brought into contact with the tips of the partition walls 3 a and 3 b provided on the inner wall of the housing 4 and the tips of the vanes 5 a and 5 b are connected to the tips of the housing 4. By being brought into sliding contact with the inner wall, it is accommodated in the housing 4 and the inside of the housing 4 is partitioned into four pressure chambers 7a, 7b, 8a, 8b by the rotor 6.

Of these four pressure chambers 7a, 7b, 8a, 8b, the pressure chamber 7a and the pressure chamber 7b, and the pressure chamber 8a and the pressure chamber 8b, which are diagonally located in FIG. The holes 9a and 9b communicate with each other, and the housing 4 is provided with ports 10 and 11 that open to the pressure chambers 7a and 8b .

  As a result, each actuator 2f, 2r applies a hydraulic pressure, which is fluid pressure, to the pressure chambers 7a, 7b through the port 10, thereby causing a moment to rotate the rotor 6 clockwise relative to the housing 4 in FIG. 2b is generated according to the pressure acting on the inside of the cylinder 7b, and conversely, by applying hydraulic pressure as fluid pressure to the pressure chambers 8a and 8b through the port 11, the rotor 6 is rotated counterclockwise in FIG. A moment is generated according to the pressure acting in the pressure chambers 8a and 8b, and the torsional force can be applied to the stabilizers 1f and 1r by these moments.

  In this way, the actuator 2f on the front wheel side acts as an actuator that applies a moment to the front wheel stabilizer 1f, and the actuator 2r on the rear wheel side acts as an actuator that applies a moment to the stabilizer 1r for the rear wheel. It is like that.

  Returning to FIG. 1, the front wheel side actuator 2f is connected to a push-pull type front wheel side direction switching valve 12f via supply / discharge passages 25f, 26f connected to the ports 10, 11 of the respective pressure chambers. In addition, the actuator 2r on the rear wheel side is also connected to the push-pull rear wheel side direction switching valve 12r via supply / discharge passages 25r and 26r connected to the ports 10 and 11 of the respective pressure chambers. ing.

  Each of the directional switching valves 12f and 12r described above is configured as a four-port three-position switching valve having a supply port P, a discharge port T, and two control ports A and B. The supply port P is connected to the supply flow paths 30f and 30r, respectively. The exhaust port T is connected to the tank 19 via the discharge passages 29f and 29r, respectively, while the control ports A and B are ports of the actuator 2f on the front wheel side, respectively. 10 and 11 and ports 10 and 11 of the rear wheel side actuator 2f. That is, the control ports A and B in the front wheel direction switching valve 12f are connected to the supply / discharge passages 25f and 26f, and the control ports A and B in the rear wheel direction switching valve 12r are connected to the supply and discharge passages 25r and 26r. , Each connected. The hydraulic pump 20 uses a vehicle drive engine (not shown) as a drive source in the same manner as the conventional roll control device, and the fluid pressure source includes various known types of pumps such as a gear pump, for example. Can be adopted.

  The directional control valves 12f and 12r have a communication position where the supply port P communicates with the control port A and a discharge port T communicates with the control port B, and a blocking position where the ports P, T, A and B are blocked. And three communication positions, the supply port P communicating with the control port B and the discharge port T communicating with the control port A. Both ends are energized by springs (not shown), and current is supplied to the solenoids 27f and 27r. Is applied to push the valve bodies (not shown) in the direction switching valves 12f and 12r, the supply port P communicates with the control port A, the discharge port T and the control port B, and the current flows through the solenoids 27f and 27r. Is applied to suck the valve bodies (not shown) in the direction switching valves 12f and 12r, the supply port P, the control port B, the discharge port T, and the control port A In a state where no current is applied, the valve body (not shown) is maintained in a neutral position by a spring force so as to block each port P, T, A, B. It is set to take one of the communication positions described above in the applied state.

  That is, by switching the direction switching valves 12f and 12r, one of the pressure chambers 7a and 7b and the pressure chambers 8a and 8b of the actuators 2f and 2r is selected, and the hydraulic pump 20 is connected to the selected pressure chamber. The hydraulic fluid to be discharged can be supplied, and the direction of the moment acting on the stabilizers 1f and 1r can be determined by the switching operation of the direction switching valves 12f and 12r.

  The supply port P in the front wheel side direction switching valve 12f leads to one outlet port D of the diversion valve 35 through the supply flow path 30f, and the supply port P in the rear wheel side direction switching valve 12r supplies The flow path 30r leads to the other outlet port E of the diversion valve 35, and the diversion valve 35 has its inlet port C connected to the discharge port of the hydraulic pump 20 as a fluid pressure source via the flow path 28. The hydraulic oil discharged from the hydraulic pump 20 is divided at a constant flow rate ratio, and the divided hydraulic oil is distributed to the actuators 2f and 2r through the direction switching valves 12f and 12r.

  Further, a relief valve 13 is provided between the flow path 28 and the tank 19, and specifically, the relief valve 13 is provided in the middle of a passage 32 connecting the flow path 28 and the discharge flow path 29f. Is provided. The relief valve 13 has a communication position for communicating the passage 32 and a blocking position for blocking the passage valve 32. When the internal pressure of the flow path 28 is abnormally increased, the relief valve 13 is opened by the pilot pressure and allows hydraulic oil to escape to the tank 19. ing. The passage 32 may be provided so as to connect the tank 19 or the discharge flow path 29r and the flow path 28, instead of being provided so as to connect the flow path 28 and the discharge flow path 29f.

  Further, a pressure control valve 14 and a check valve 16 are provided in parallel between the front wheel side supply flow path 30f and the discharge flow path 29f, and the rear wheel side supply flow path 30r and the discharge flow path 29r. The pressure control valve 15 and the check valve 17 are provided in parallel.

  That is, the supply port P in the directional switching valve 12f leads to the check valve 16 that sequentially blocks the flow of hydraulic oil from the supply flow path 30f when the supply flow path 30f is traced upstream, and further passes through the supply flow path 30f. Going upstream, the upstream side of the pressure control valve 14 and one outlet port D of the flow dividing valve 35 are sequentially communicated, and further, the relief valve 13 is connected via a flow path 28 connected to the inlet port C of the flow dividing valve 35. It communicates with the hydraulic pump 20 as an upstream side and a fluid pressure source.

  Further, the discharge port T of the direction switching valve 12f leads to the check valve 16, the downstream side of the pressure control valve 14, and the downstream side of the relief valve 13 in order when going down the discharge flow path 29f. It leads to the tank 19.

  On the other hand, the supply port P in the direction switching valve 12r leads to a check valve 17 that blocks the flow of hydraulic oil from the supply flow path 30r through the supply flow path 30r, and further goes back upstream in the supply flow path 30r. The upstream side of the relief valve 13 and the fluid pressure are connected to the upstream side of the pressure control valve 15 and the other outlet port E of the diversion valve 35, and further through a flow path 28 connected to the inlet port C of the diversion valve 35. It communicates with the hydraulic pump 20 as the source.

  Further, the discharge port T of the direction switching valve 12r communicates with the check valve 17 through the discharge flow path 29r, and further on the downstream side of the pressure control valve 15 and the downstream of the relief valve 13 in descending order further down the discharge flow path 29r. To the side, and finally to the tank 19.

  The tank 19 and the hydraulic pump 20 are communicated with each other through a suction pipe 33, and the hydraulic oil supplied from the hydraulic pump 20 is finally guided to the tank 19 and the flow path 28, each supply flow path 30f, 30r, each discharge flow path 29f, 29r and the supply / discharge flow paths 25f, 25r, 26f, 26r are recirculated.

  In turn, the pressure control valve 14 opens the passage 31 that connects the supply flow path 30f and the discharge flow path 29f, and blocks the passage 31 from the communication position that connects the supply flow path 30f and the discharge flow path 29f. It has a shut-off position, a spring (not shown) is provided at one end, and a solenoid 14a facing the spring is provided at the other end. When the solenoid 14a is excited, it can be switched to the shut-off position. Yes, the valve opening area can be proportionally controlled in proportion to the current applied to the solenoid 14a.

  Therefore, in the state where no current is applied to the solenoid 14a, the valve opening area is maximized due to the spring force, and the valve opening area is normally set so that the cutoff position is taken when the solenoid 14a is applied.

  In the state where the valve opening area is maximized, the pressure control valve 14 guides the pressure in the supply flow path 30f to the tank pressure to minimize it, and on the other hand, by reducing the valve opening area, the pressure supply valve 30f The internal pressure is increased.

  On the other hand, the pressure control valve 15 has the same configuration as the pressure control valve 14 described above, and opens the passage 34 connecting the supply flow path 30r and the discharge flow path 29r, thereby supplying the supply flow path 30r and the discharge flow path 29r. And a blocking position for blocking the passage 34. One end is provided with a spring (not shown), and the other end is provided with a solenoid 15a facing the spring. The solenoid 15a is excited. Then, the valve can be switched to the cutoff position, and the valve opening area can be proportionally controlled in proportion to the current applied to the solenoid 15a.

  Therefore, when no current is applied to the solenoid 15a, the valve opening area is maximized due to the spring force and the valve opening area is normally set.

  As with the pressure control valve 14, the pressure control valve 15 also minimizes the valve opening area by guiding the pressure in the supply flow path 30r to the tank pressure when the valve opening area is maximized. Thus, the pressure in the supply flow path 30r is increased.

  As the check valves 16 and 17, those which have been widely used in various hydraulic devices from the past can be applied as they are, and since their configurations are well known, detailed description is given here. Description is omitted.

  Further, a pressure detector 41 for detecting the pressure acting on the pressure chambers 7a, 7b and the pressure chambers 8a, 8b of the actuator 2f that are supplied with hydraulic oil from the hydraulic pump 20 is provided with a supply flow path 30f. And detects the pressure in the supply flow path 30f. If the pressure detector 41 is provided at such a position, it is possible to detect the pressure in one pressure chamber receiving the hydraulic pressure of the actuator 2f in a state where the direction switching valve 12f takes the communication position. Is possible.

  In addition, a pressure detector 42 for detecting the pressure acting on the pressure chamber 7a, 7b and the pressure chamber 8a, 8b of the actuator 2r that is supplied with hydraulic oil from the hydraulic pump 20 is provided with a supply flow path 30r. The pressure in the supply flow path 30r on the rear wheel side is detected. If the pressure detector 42 is provided at such a position, it is possible to detect the pressure in one pressure chamber that is supplied with hydraulic pressure from the actuator 2r in a state where the direction switching valve 12r on the rear wheel side assumes the communication position. It is.

  In addition to the above, in addition to the above, the pressure control valves 14 and 15 are driven by the lateral acceleration acting on the vehicle body and the pressure signal output by the pressure detectors 41 and 42 to control the pressure control valves 14 and 15. A controller 43 is provided as a control device for adjusting the opening area and controlling the moment that the actuators 2f, 2r give to the stabilizers 1f, 1r while switching the direction switching valves 12f, 12r.

  The controller 43 includes 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 the pressure described above. Connected to the detectors 41 and 42, these lateral acceleration signals and pressure signals are processed, currents are applied to the solenoids 14a, 15a, 27f and 27r, and the direction switching valves 12f and 12r and the pressure control valves 14 and 15 are applied. Drive.

  That is, the controller 43 includes four output terminals (not shown). These output terminals are connected to the solenoids 27f and 27r of the direction switching valves 12f and 12r and the pressure control valve 14 and the signal lines 44, 45, 46 and 47, respectively. The controller 43 controls the direction switching valves 12f and 12r and the pressure control valves 14 and 15 in connection with the 15 solenoids 14a and 15a.

  Basically, the roll control device operates as follows. For example, when the vehicle is traveling straight on a flat road, that is, when there is no lateral acceleration detection signal from the lateral acceleration detector, the vehicle body does not roll. Therefore, if the torsional rigidity of the stabilizers 1f and 1r is increased, the ride comfort is improved. Deteriorate. In such a state, the controller 43 suppresses the supply of current to the solenoids 14a and 15a of the pressure control valves 14 and 15 to increase the valve opening area in order to reduce the stabilizer function. The pressure in the passages 30f and 30r is guided to the tank pressure. As a result, the hydraulic oil from the hydraulic pump 20 returns to the tank 19 via the discharge passage 29f through the communication position of the pressure control valve 14 and according to the valve opening area. Furthermore, current is supplied to the solenoids 27f and 27r of the direction switching valves 12f and 12r so that the above-described ports P, T, A, and B are communicated so as to adopt any one of the communication positions described above. At this time, the ports of the direction switching valves 12f and 12r only need to be in communication with each other. Therefore, the supply port P and the control port A, the discharge port T and the control port B may be communicated with each other. P and control port B, and discharge port T and control port A may communicate with each other.

  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 16 and 17 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.

  Specific processing in the controller 43 in the above case is as follows. First, it is determined from the signal output from the lateral acceleration detector that the lateral acceleration is zero. In this case, since the vehicle is traveling straight on a flat road, the controller 43 acts on the stabilizers 1f and 1r. Recognizing that the moment is zero, as described above, the torsional rigidity is lowered to reduce the function of the stabilizers 1f and 1r. In this case, no oil pressure should be applied to the pressure chambers 7a, 7b, 8a, 8b of the actuators 2f, 2r, that is, the actuators 2f on the front wheel side and the actuators 2r on the rear wheel side should be acted on. Calculate that the pressure command value is zero.

  The controller 43 suppresses the current supply to the pressure control valves 14 and 15 as described above in order to stop the supply of the oil pressure to the pressure chambers 7a, 7b, 8a and 8b. The pressure value detected at 41 is compared with the pressure command value on the front wheel side, the pressure value detected by the pressure detector 42 is compared with the pressure command value on the rear wheel side, and each pressure calculated by each detected pressure is calculated. When the value is larger than the command value, the current supplied to the solenoids 14a and 15a of the pressure control valves 14 and 15 is decreased, the valve opening area of the pressure control valves 14 and 15 is increased, and the pressure command values are increased. And the detected pressures are controlled to be the same. More specifically, the deviation between the detected pressure and the corresponding pressure command value is obtained, and the current value to be supplied to the solenoids 14a and 15a by the feedback control of the proportional integral control or proportional integral derivative control based on the deviation. The current is supplied to the solenoids 14a and 15a according to the calculated current value.

  On the other hand, current is supplied to the direction switching valves 12f and 12r so that the ports P, T, A, and B communicate with each other as described above. Therefore, in this case, the hydraulic oil supplied from the hydraulic pump 20 preferentially passes through the pressure control valve 14 and flows into the tank 19, and no pressure is applied to the actuators 2f and 2r. It can be controlled to the state.

When the vehicle as described above is traveling straight on a flat road, the valve opening area may be unconditionally maximized without supplying any current to the pressure control valves 14 and 15.

  As described above, in the roll control device of the present invention, the pressure applied to the pressure chambers 7a, 7b, 8a, 8b of the actuators 2f, 2r can be made substantially zero, and the vehicle suddenly travels straight from the road surface while traveling straight ahead. Even if there is an input, since the pressure in each pressure chamber is almost not acting, it is possible to effectively prevent the function of the stabilizer from appearing.

  On the other hand, when the vehicle enters a turning state and a lateral acceleration is generated in the vehicle body, such as during cornering or when the vehicle speed is high and the steering angle is large, the controller 43 detects the lateral acceleration detected by the lateral acceleration detector. A signal is input.

  The controller 43 is energized so as to increase the current supplied from the output terminal to the solenoids 14a and 15a of the pressure control valves 14 and 15 through the signal lines 44 and 45 based on the detection signal, and the pressure control valve 14 , 15 is adjusted to reduce the valve opening area.

  The hydraulic oil supplied from the hydraulic pump 20 is sent to the supply ports P of the direction switching valves 12f and 12r, and the discharge ports T of these direction switching valves 12f and 12r are communicated with the tank 19.

  On the other hand, on the basis of the detection signal from the lateral acceleration detector, the controller 43 sets the actuators 2f and 2r to the stabilizers 1f and 1r in accordance with the magnitude and direction of the roll moment due to the centrifugal force acting on the vehicle body at that time. The moment to be applied and its direction are calculated, and a control signal according to this is output from each output terminal as a current.

  The control signal currents individually output from the respective output terminals of the controller 43 are sent through the respective signal lines 44, 45, 46, 47 through the solenoids 14a, 15a of the corresponding pressure control valves 14, 15, and the direction switching valves 12f, 12r. The solenoids 27f and 27r are energized to control the pressure control valves 14 and 15 and the direction switching valves 12f and 12r.

  Along with this, the direction switching valves 12f and 12r correspond to the direction of the roll moment acting on the vehicle body so that the stabilizers 1f and 1r can be applied with a moment in the direction opposite to the roll moment. The hydraulic pump 20 is switched so that the supply port P communicates with the control port A, the discharge port T, and the control port B, or the supply port P communicates with the control port B, the discharge port T, and the control port A. Is supplied to either of the ports 10 and 11 of the actuators 2f and 2r.

  Thus, in the actuators 2f and 2r, the pressure of the pressure chamber on the hydraulic oil inflow side is increased by the hydraulic fluid flowing into either of the ports 10 and 11, for example, in FIG. 2, the pressure chambers of the actuators 2f and 2r When hydraulic oil is supplied to 7a and 7b, the rotor 6 rotates clockwise, and when hydraulic oil is supplied to the other pressure chambers 8a and 8b, the rotor 6 rotates counterclockwise, resulting in an actuator Clockwise or counterclockwise moments are generated in 2f and 2r, and these moments can be made to oppose the direction and magnitude of the roll moment acting on the vehicle body with respect to the stabilizers 1f and 1r for the front and rear wheels. It becomes possible to suppress the roll of the vehicle body. That is, when a roll is generated on 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. As a result, the stabilizers 1f and 1r increase the torsional rigidity in that direction and suppress the roll motion that is about to occur in the vehicle body. It should be noted that control suitable for the characteristics of the vehicle on which this roll control device is mounted can be performed, so that the magnitude of the moment applied to the stabilizers 1f and 1r with respect to the roll moment is adapted to the characteristics of the vehicle. The controller 43 may calculate so that

  Moreover, the specific process of the controller 43 at the time of the above-mentioned body roll is as follows. First, on the basis of the lateral acceleration, the controller 43 recognizes that the vehicle body is rolling, and as described above, detection is performed so that a moment countering the roll moment acting on the vehicle body is applied to the stabilizers 1f and 1r. Based on the lateral acceleration, two pressure command values on the front wheel side and the rear wheel side, which are pressures required for either of the pressure chambers 7a and 7b and the pressure chambers 8a and 8b of the actuators 2f and 2r, are calculated.

  Specifically, when calculating each pressure command value, the controller 43 refers to a map of pressure command values created using the lateral acceleration indicated by the solid line in FIG. 3 as a parameter, and determines the actuators 2f and 2r based on the lateral acceleration. The map calculates the pressure to be supplied, determines which of the pressure chambers 7a and 7b and the pressure chambers 8a and 8b of the actuators 2f and 2r should be supplied with pressure, and switches and controls the direction switching valves 12f and 12r. At the same time, the pressure control valves 14 and 15 are driven and controlled. The sign of the lateral acceleration is, for example, positive in the direction acting to roll the vehicle body in the right direction with respect to the traveling direction of the vehicle body, and negative in the direction acting to roll the vehicle body in the left direction.

  Further, when driving the pressure control valves 14 and 15, the controller 43 prevents the pressure control valves 14 and 15 from being driven until the lateral acceleration becomes a predetermined magnitude, as shown by the solid line in the map of FIG. A dead zone region of the pressure command value is set for the acceleration, and this dead zone region is set including a point where the lateral acceleration is zero-crossed. When the detected lateral acceleration is in the dead zone, the pressure command value is set to 0, the controller 43 does not drive the pressure control valves 14 and 15, and the passages 31 and 34 are in an open state. Will be maintained.

  In the above description, the pressure command value is calculated using the map. However, it is also possible to calculate the pressure command value without using the map. Further, since the pressure command value is also used for determining the switching of the direction switching valves 12f and 12r, the pressure command value is set to take a negative value when the lateral acceleration takes a negative value. 14 and 15 do not actually set the pressure supplied to the actuators 2f and 2r to a negative value. Therefore, the absolute value of the pressure command value is input to a feedback loop for obtaining a current command value described later. It will be.

  On the other hand, when switching the direction switching valves 12f and 12r, the controller 43 sets a dead zone region so that the switching is not driven until the lateral acceleration reaches a predetermined magnitude, as shown by the broken line in FIG. For example, when a lateral acceleration taking a positive value acts on the vehicle body and a pressure is supplied to the pressure chambers 7a and 7b in order to cause the roll control device to generate a moment opposite thereto, the direction switching valve Although 12f and 12r are communication positions for supplying pressure to the pressure chambers 7a and 7b, the directional control valves 12f and 12r until the lateral acceleration takes a predetermined negative value until the lateral acceleration is reduced and eliminated. Is maintained in the communication position for supplying pressure to the pressure chambers 7a and 7b, and then the lateral acceleration exceeds a predetermined negative value and further increases in the negative direction, this time, the direction opposite to the above is obtained. In order to generate Mento to roll control device, so that switch the direction switching valve 12f, the 12r pressure chamber 8a, the connecting positions for supplying pressure to 8b. On the other hand, when the lateral acceleration changes from a negative value to a positive value, the direction switching valves 12f and 12r are not switched until the lateral acceleration exceeds a predetermined positive value.

  That is, in the switching operation of the direction switching valves 12f and 12r, hysteresis is provided and a dead zone region is set for the lateral acceleration. The dead zone region of the direction switching valves 12f and 12r is the dead zone region of the pressure control valves 14 and 15. Similarly to the above, it is set including a point where the lateral acceleration is zero-crossed.

  In this way, the direction switching valves 12f and 12r are prevented from switching vibrationally due to the detection of the lateral acceleration near 0 or noise included in the detection signal of the lateral acceleration detector.

  The dead zone areas of the directional control valves 12f and 12r are set to be narrower than the dead zone areas of the pressure control valves 14 and 15, so that not only when the absolute value of the lateral acceleration increases from 0, Whenever the sign of acceleration changes, the direction switching valves 12f and 12r are controlled to be switched prior to the pressure increasing operation by the pressure control valves 14 and 15. If the sign does not change even if the lateral acceleration varies, the roll direction of the vehicle body does not change, and the direction switching valves 12f and 12r move to the pressure chambers of the actuators 2f and 2r so as to suppress the roll. The communication position is maintained so as to supply pressure.

  That is, when the lateral acceleration is applied to the vehicle body, the controller 43 is connected to any one of the communication positions so as to supply the pressure required for either the pressure chambers 7a, 7b or the pressure chambers 8a, 8b of the actuators 2f, 2r. Is selected to switch the direction switching valves 12f and 12r to supply current so that the ports P, T, A and B communicate with each other, and then supply current to the pressure control valves 14 and 15. Become. In the control of the pressure control valves 14, 15, the pressure values on the front and rear wheels detected by the pressure detectors 41, 42 are compared with the above-described pressure command values. The current supplied to the solenoids 14a and 15a of the pressure control valves 14 and 15 is controlled so as to decrease, so that the pressure command value and the detected pressure value are the same.

  By controlling in this way, the hydraulic fluid supplied from the hydraulic pump 20 is boosted according to the pressure command value by the pressure control valves 14 and 15, and the boosted hydraulic fluid is supplied to the direction switching valves 12f of the actuators 2f and 2r. , 12r, and the pressure according to the pressure command value calculated by the controller 43 is supplied to the selected pressure chamber of the actuators 2f, 2r.

  More specifically, the controller 43 calculates the deviation between the pressure command value on the front wheel side and the pressure detected by the pressure detector 41, and the deviation between the pressure command value on the rear wheel side and the pressure detected by the pressure detector 42, respectively. The current command value to be supplied to the solenoids 14a and 15a is calculated by proportional integral control or proportional integral differential control feedback control based on each deviation, and currents are supplied to the solenoids 14a and 15a in accordance with the calculated current command values. To supply.

  In the above-described roll suppression control when the vehicle is traveling straight and turning, it goes without saying that map calculation may be used to improve calculation speed when converting pressure to current to be supplied to the solenoids 14a and 15a. is there.

  As described above, in this roll control device, the pressure control valves 14 and 15 are not driven and pressured up prior to the direction switching valves 12f and 12r, and suddenly enter the pressure chambers of the actuators 2f and 2r. Therefore, the ride comfort in the vehicle can be improved without causing abnormal noise or causing the vehicle body to vibrate.

  Furthermore, even if the responsiveness of the direction switching valves 12f and 12r and the pressure control valves 14 and 15 varies, the direction switching valves 12f and 12r can be reliably switched ahead of the pressure control valves 14 and 15. Therefore, not only stable roll control is always possible, but also the trouble of performing tuning for control in product units can be omitted, and the cost of the roll control device is reduced.

  In this embodiment, the range of the dead zone for the lateral acceleration in the pressure control valve 15 on the rear wheel side is set to be narrower than the range of the dead zone for the lateral acceleration in the pressure control valve 14 on the front wheel side. .

  By setting in this way, the rear wheel side stabilizer 1r generates a moment that opposes the roll of the vehicle body prior to the front wheel side stabilizer 1f, and the roll rigidity on the rear wheel side becomes the roll rigidity on the front wheel side. Compared to this, the yaw response (turning response) at the initial stage of steering can be improved.

  The range of the dead zone for the lateral acceleration of the pressure control valves 14 and 15 can be set so as to be symmetric in the negative direction and the positive direction around the zero cross point of the lateral acceleration. It is also possible to set asymmetric as appropriate according to the distribution.

  Further, in the above description, dead zones are provided in the control of the pressure control valves 14 and 15 and the direction switching valves 12f and 12r with reference to the lateral acceleration. However, as described above, the stabilizers 1f and 1r are provided with the vehicle body. The required pressure to be supplied to the pressure chambers of the actuators 2f and 2r required to generate a moment that opposes the roll moment is obtained from the lateral acceleration, and the pressure command value is calculated based on this required pressure. Thus, a dead zone region may be provided for the control of the pressure control valves 14 and 15 and the direction switching valves 12f and 12r with respect to the required pressure, that is, a dead zone region of the pressure command value may be set with respect to the required pressure. .

  That is, as shown by the solid line in FIG. 4, when the required pressure is in the dead zone region of the pressure command value, the pressure control valves 14 and 15 are not driven without being supplied with current, as shown by the broken line in FIG. The direction switching valves 12f and 12r may be set so as to be performed in the dead zone region with respect to the required pressure.

  In the present embodiment, the actuators 2f and 2r on the front wheel side and the rear wheel side are driven by the hydraulic pump 20 as one fluid pressure source. However, when two fluid pressure sources are provided, It is also possible to supply pressure independently to the front wheel side actuator 2f and the rear wheel side actuator 2r.

  A lateral acceleration detector is provided to obtain the lateral acceleration, but the lateral acceleration is estimated from the vehicle steering angle and the vehicle speed, and the dead zones of the pressure control valves 14 and 15 against the estimated lateral acceleration. A region may be set, and the direction switching valves 12f and 12r may be switched before the pressure control valves 14 and 15 are increased.

  Further, the switching of the direction switching valves 12f and 12r should be controlled based on the lateral acceleration so that the pressure control valves 14 and 15 should be supplied to the required pressure chambers of the actuators 2f and 2r. The required pressure is obtained from the lateral acceleration, a pressure command value is calculated based on the required pressure, and the pressure control valves 14 and 15 are controlled based on the pressure command value. A dead zone region may be provided in the control of 14 and 15, that is, a dead zone region of the pressure command value may be set with respect to the required pressure.

  By doing in this way, the controller 43 can perform the switching control of the direction switching valves 12f and 12r immediately after taking in the lateral acceleration, and takes in the lateral acceleration for the control of the other pressure control valves 14 and 15. Since the calculation time is calculated after the calculation time for calculating the required pressure has elapsed, the direction switching valves 12f and 12r can be switched before the pressure increase operation of the pressure control valves 14 and 15 for the time required for calculation of the required pressure. it can. Therefore, the directional control valves 12f and 12r are switched and controlled based on the lateral acceleration, the required pressure is obtained from the lateral acceleration, and the pressure command value in which the dead zone is set for the required pressure is obtained. By controlling the pressure control valves 14 and 15 based on the values, the switching operation of the direction switching valves 12f and 12r is always performed prior to the pressure increase operation of the pressure control valves 14 and 15, and the vehicle does not feel uncomfortable. Ride comfort can be realized.

  Next, the operation at the time of failure will be described. When some abnormality occurs in the roll control device or a vehicle equipped with the roll control device and the control becomes impossible, the direction switching valves 12f and 12r and the pressure control valves 14 and 15 When an abnormality occurs in the control system such as disconnection of the respective signal lines 44, 45, 46, 47, the controller 43 detects this and stops the operation of the direction switching valves 12f, 12r and the pressure control valves 14, 15. .

  Then, the pressure control valves 14 and 15 maximize the valve opening area by the spring force, and the direction switching valves 12f and 12r shift to the blocking positions where the ports P, T, A, and B are blocked by the spring force.

  Since the actuators 2f and 2r are locked in a state where the hydraulic oil is prevented from entering and exiting by the direction switching valves 12f and 12r and cannot be rotated, the stabilizers 1f and 1r are provided with the actuators 2f and 2r for suppressing the roll. Only when the moment at which the motor is generated does not act, it functions as a normal stabilizer, that is, a stabilizer to which the actuators 2f and 2r are not connected, and does not hinder the running performance of the vehicle.

  That is, even if a roll moment that twists them acts on the stabilizers 1f and 1r, the stabilizers 1f and 1r are actuators that are rigidized by blocking the flow of hydraulic oil by the direction switching valves 12f and 12r. The roll of the vehicle body is suppressed while maintaining at least the function as a normal stabilizer through 2f and 2r and maintaining a state closer to normal steering characteristics.

  In this way, when an abnormality occurs in the control system during vehicle body roll control at cornering, the torsional rigidity of the front and rear wheel stabilizers 1f and 1r is maintained in a controlled state by keeping the actuators 2f and 2r in a block state. To do.

  Thus, even if the fail-safe operation is performed, the vehicle body roll rigidity and the steering characteristics before and after the change are not changed, and the fail-safe operation is surely performed without causing a great change in the steering characteristics of the vehicle.

  Even if the pressure control valve 14 is closed due to contamination or the like in the event of an abnormality, the hydraulic oil supplied from the hydraulic pump 20 increases the pressure in the flow path 28, so that the relief valve 13 Since it is opened and flows into the tank 19, the roll control device is prevented from being damaged.

  In the above description, the actuators 2f and 2r are rotary actuators. However, like the roll control device of the other embodiment shown in FIG. 5, the stabilizers 50f and 50r provided on the front and rear wheels of the vehicle. Of course, cylinder-type actuators 51f and 51r having two opposing pressure chambers, for example, may be connected to one end of this, and in this case as well, it is the same as the roll control device in the above-described embodiment. It is possible to improve the riding comfort in the vehicle with the effects.

  In each embodiment, the pressure detectors 41 and 42 detect the pressure in the pressure chambers of the actuators 2f and 2r. However, even if the pressure detectors 41 and 42 are not used, the capacity of the hydraulic pump 20 is increased in advance. If it is determined, it is possible to grasp how much pressure is acting on the pressure chamber by the valve opening area of the pressure control valves 14 and 15. In this case, how much power is supplied to the pressure control valves 14 and 15. The pressure value may be recognized by the controller 43 depending on whether the pressure is detected.

  When the pressure control valves 14 and 15 are controlled, the controller 43 obtains a current command value and controls the pressure control valves 14 and 15 based on the current command value. The dead zone region may be set, and the switching control of the direction switching valves 12f and 12r may be performed within the dead zone region of the current command value.

  This is the end of the description of the present invention, but it goes without saying that the scope of the present invention is not limited to the details shown or described.

It is the figure which showed the roll control apparatus in one embodiment of this invention. It is a longitudinal cross-sectional view of an actuator. It is a figure which shows the map of the pressure command value produced using lateral acceleration as a parameter. It is a figure which shows the map of the pressure command value produced using the request pressure as a parameter. It is the figure which showed the roll control apparatus in other embodiment of this invention.

Explanation of symbols

1f, 1r, 50f, 50r Stabilizer 2f, 2r, 51f, 51r Actuator 3a, 3b Partition 4 Housing 5a, 5b Vane 6 Rotor 7a, 7b, 8a, 8b Pressure chamber 9a, 9b Through hole 10, 11 Actuator port 12f, 12r Directional switching valve 13 Relief valve 14, 15 Pressure control valve 14a, 15a, 27f, 27r Solenoid 16, 17 Check valve 19 Tank 20 Hydraulic pump 25f, 25r, 26f, 26r Supply / discharge passages 29f, 29r as fluid pressure sources Discharge flow path 30f, 30r Supply flow path 31, 32, 34 Passage 33 Suction pipe 35 Diverging valve 41, 42 Pressure detector 43 Controller 44, 45, 46, 47 Signal line

Claims (13)

A fluid pressure source, an actuator having two pressure chambers connected to a vehicle stabilizer, a direction switching valve for selecting one of the pressure chambers of the actuator and connecting to the fluid pressure source, and a fluid supplied to the actuator In a roll control device comprising a pressure control valve for controlling the pressure of the vehicle and a control device for driving and controlling the pressure control valve and switching the direction switching valve, the pressure control valve is driven based on the lateral acceleration acting on the vehicle body. The pressure is controlled, and the direction of the roll is determined based on the lateral acceleration to switch the direction switching valve, and the dead zone region where the pressure control valve is not driven to increase pressure by the lateral acceleration. A roll control device characterized in that it is set and the direction switching valve is switched within the dead zone and before the pressure is increased by the pressure control valve. A fluid pressure source, a front wheel side actuator and a rear wheel side actuator each having two pressure chambers and connected to the vehicle front and rear wheel stabilizers; and a fluid supplied from the fluid pressure source to the front wheel side actuator and the rear wheel side actuator A diverter valve that is distributed and supplied to the actuator, and a front wheel side and a rear wheel side that are respectively interposed between the diverter valve and each actuator and select each pressure chamber of each actuator and connect to the fluid pressure source A direction switching valve, a front wheel side pressure control valve for controlling the pressure of fluid supplied to each actuator, and a control device for driving and controlling each pressure control valve and for switching control of each direction switching valve. in the roll control system controls the pressure by driving a pressure control valve on the basis of the lateral acceleration acting on the vehicle body, it determines the direction of the roll similarly based on the lateral acceleration direction The valve was switching control, further sets the dead zone does not perform boost by driving a pressure control valve to said lateral acceleration, ahead of the switching of the directional control valve to the drive of the pressure control valve performs in the dead band region A roll control device for switching the direction switching valve. The pressure command value is obtained from the lateral acceleration acting on the vehicle body, the pressure control valve is driven based on the pressure command value to control the pressure, and the roll direction is determined based on the lateral acceleration to switch the direction switching valve. The roll control device according to claim 1, wherein a dead zone region of the pressure command value is set for the lateral acceleration, and the direction switching valve is switched within the dead zone region of the pressure command value . The roll control device according to claim 1, wherein the dead zone region is set including a point where the lateral acceleration is zero-crossed . A fluid pressure source, an actuator having two pressure chambers connected to a vehicle stabilizer, a direction switching valve for selecting one of the pressure chambers of the actuator and connecting to the fluid pressure source, and a fluid supplied to the actuator In a roll control device comprising a pressure control valve for controlling the pressure of the vehicle and a control device for driving and controlling the pressure control valve and switching control of the direction switching valve, based on the required pressure obtained from the lateral acceleration acting on the vehicle body The pressure control valve is driven to control the pressure, and the direction of the roll is determined based on the required pressure to switch the direction switching valve. The dead zone in which the pressure control valve is driven and the pressure is not increased with respect to the required pressure. A roll control device characterized in that a region is set and the direction switching valve is switched within the dead zone and before the pressure is increased by the pressure control valve . A fluid pressure source, a front wheel side actuator and a rear wheel side actuator each having two pressure chambers and connected to the vehicle front and rear wheel stabilizers; and a fluid supplied from the fluid pressure source to the front wheel side actuator and the rear wheel side actuator A diverter valve that is distributed and supplied to the actuator, and a front wheel side and a rear wheel side that are respectively interposed between the diverter valve and each actuator and select each pressure chamber of each actuator and connect to the fluid pressure source A direction switching valve, a front wheel side pressure control valve for controlling the pressure of fluid supplied to each actuator, and a control device for driving and controlling each pressure control valve and for switching control of each direction switching valve. In the roll control device, the pressure control valve is driven based on the required pressure obtained from the lateral acceleration acting on the vehicle body to control the pressure, and the roll is controlled based on the required pressure. The direction switching valve is controlled by determining the direction, the pressure control valve is driven with respect to the required pressure to set a dead zone where pressure is not increased, and the direction switching valve is switched within the dead zone and pressure control is performed. A roll control device for switching a direction switching valve prior to driving a valve . The pressure command value is obtained from the required pressure, the pressure control valve is driven based on the pressure command value to control the pressure, the roll direction is determined based on the required pressure, and the direction switching valve is switched and controlled. The roll control device according to claim 5 or 6 , wherein a dead zone region of the pressure command value is set for the pressure command value, and the direction switching valve is switched within the dead zone region of the pressure command value. A fluid pressure source, an actuator having two pressure chambers connected to a vehicle stabilizer, a direction switching valve for selecting one of the pressure chambers of the actuator and connecting to the fluid pressure source, and a fluid supplied to the actuator In a roll control device comprising a pressure control valve for controlling the pressure of the roller and a control device for driving and controlling the pressure control valve and switching control of the direction switching valve, the direction of the roll is determined by determining the direction of the roll based on the lateral acceleration. The valve is controlled to switch, the required pressure is obtained from the lateral acceleration acting on the vehicle body, the pressure command value is obtained from the requested pressure, the pressure control valve is driven based on the pressure command value, and the pressure is controlled. roll control instrumentation, which comprises carrying out before making the step-up in the pressure control valve with setting the dead zone of the pressure command value, for switching the directional control valve in the dead zone region for . A fluid pressure source, a front wheel side actuator and a rear wheel side actuator each having two pressure chambers and connected to a vehicle front and rear wheel stabilizer, and a fluid supplied from the fluid pressure source A diverter valve that is distributed and supplied to the actuator, and a front wheel side and a rear wheel side that are respectively interposed between the diverter valve and each actuator and select each pressure chamber of each actuator and connect to the fluid pressure source A direction switching valve, a front wheel side pressure control valve for controlling the pressure of fluid supplied to each actuator, and a control device for driving and controlling each pressure control valve and for switching control of each direction switching valve. The roll control device determines the roll direction based on the lateral acceleration and controls the direction switching valve to obtain the required pressure from the lateral acceleration acting on the vehicle body. The pressure command value is obtained, and the pressure control valve is driven based on the pressure command value to control the pressure, and the dead zone area of the pressure command value is set for the required pressure, and the direction switching valve is switched within the dead zone area. And a directional control valve is switched prior to driving of the pressure control valve. The roll control device according to any one of claims 5, 6, 7, 8 and 9 , wherein the dead zone region is set including a point where the required pressure is zero-crossed . 10. The roll control device according to claim 2, wherein the dead zone region in the pressure control valve on the rear wheel side is set narrower than the dead zone region in the pressure control valve on the front wheel side . The roll control device according to claim 1, wherein the actuator is a rotary actuator interposed in the middle of the stabilizer . The roll control device according to any one of claims 1 to 11 , wherein the actuator is a fluid pressure cylinder connected to one end of the stabilizer .

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