JPS6313805A - Rolling and pitching control device for vehicle - Google Patents

Abstract

PURPOSE:To control the car body position in a simple structure, by connecting an inertia detecting/controlling valve with plural ports cut off by a mass body responding to the inertia, to a fluid circuit device. CONSTITUTION:An inertia detecting/controlling valve 32 is to detect the condition to produce a rolling and a pitching of a car body, and possesses a steel ball 36 as a mass body. When the vehicle turns to the left, the steel ball 36 contacts to the inner end of a nipple 46 to cut off a port 38, and at the same time, contacts to a switching element 54 to close it. As a result, a control device converts and sets a solenoid valve to prevent to produce a right side down rolling of the car body. In this case, since the signal fed from the element 54 of the inertia detecting/controlling valve 32 to the control device is an ON/OFF signal, the control device can be composed in a simple structure.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to attitude control of a vehicle such as an automobile, and more particularly to a rolling and pitching control device for a vehicle.

2. Description of the Related Art As a vehicle body attitude control device for controlling pitching and rolling of a vehicle such as an automobile, the following three types of devices are known.

■A vehicle body attitude control device configured to change the degree of constriction of the orifice of a shock absorber based on signals from various sensors (Automotive Technology, v.
OL, 39, No. 2, "Introduction to Electronically Controlled Suspension System") ■The actuator provided corresponding to each wheel is controlled using the hydraulic pressure of the power steering device, thereby controlling the rolling of the vehicle body. A vehicle body attitude control device (Japanese Patent Application Laid-Open No. 159921/1989)
Utility Model Application Publication No. 59-69009) ■ Vehicle body attitude control device (1984 Design Engineering, published in July
nglnecrtng)'s ``Vehicle Active Suspension System
Suspension Systcw) J
) Problems to be Solved by the Invention In the vehicle body posture control device described in (2) above, the degree of constriction of the orifice of the shock absorber is switched to two or three stages within a relatively small range, and therefore the damping force changes. Because the width is small, it may not always be possible to effectively suppress rolling or pitching of the vehicle body.

In addition, the vehicle body attitude control device (2) above uses the hydraulic pressure of the power steering device, so it can only be applied to vehicles equipped with a power steering device, and it cannot control pitching of the vehicle body. The problem is that it can't be done.

In addition, the vehicle attitude control device described in (2) above requires a large number of sensors and advanced sensing technology in order to detect the state of the vehicle body and the vehicle motion state, and also requires high-speed sensing technology to control the attitude of the vehicle body. In addition, a large-capacity computer is required.
There is a problem that the system tends to become complicated.

SUMMARY OF THE INVENTION In view of the above-mentioned problems with conventional vehicle attitude control devices, it is an object of the present invention to provide a low-mounted, simple device that can effectively control rolling and pitching of a vehicle body.

Means for Solving the Problems According to the present invention, the objects as mentioned above are achieved by
First to fourth cylinder-piston devices disposed via suspension springs between the vehicle body and the suspension member supporting the left front wheel, right rear wheel, and left rear wheel; a working fluid supply means; and a working fluid supplying means. a housing having a cross-shaped internal space attached to the vehicle body and substantially extending in the longitudinal and horizontal directions of the vehicle body; a mass body disposed in the internal space; and a right end of the internal space, respectively. , first to fourth ports provided at the left end, front end, and rear end and configured to be shut off when the mass body comes into contact with them in response to the inertial force acting thereon; an inertial force detection control valve including first to fourth switch elements provided close to the fourth port and configured to be closed when the corresponding port is blocked; and the inertial force detection control valve. a first supply passage that selectively communicates and connects the first port and the cylinder chamber of the second and fourth cylinder-piston device; and the second port and the first and third cylinders. - a second supply passage that selectively communicates and connects the cylinder chamber of the piston device, and selectively connects the third port and the third and fourth cylinders to the cylinder chamber of the piston device; a third supply passage; a fourth supply passage selectively connecting the fourth port and the cylinder chambers of the first and second cylinder-piston devices; the working fluid supply means; a fifth supply passage that selectively communicates and connects the internal space; and first to fourth supply passages that selectively communicate and connect the cylinder chambers of the first to fourth cylinder-piston devices and the working fluid discharge means, respectively; a fourth discharge passage, allowing communication between the second and fifth supply passages, allowing communication between the second and fourth discharge passages, and blocking communication with other passages; and a second operating state in which the first and fifth supply passages are allowed to communicate, the first and third discharge passages are allowed to communicate, and the other passages are cut off from communication; A third operating state in which the fifth supply passage is allowed to communicate, the third and fourth discharge passages are allowed to communicate, and the other passages are cut off from communication, and the third and fifth supply passages are made to communicate. fluid circuit means configured to allow communication between the first and second discharge passages and to switch to a fourth operating state that allows communication between the first and second discharge passages and blocks communication between the other passages; and when the rightmost switch element is closed When the left end switch element is closed, the fluid circuit means is set to the first operating state; when the left end switch element is closed, the fluid circuit means is set to the second operating state; The fluid circuit means is set to the third operating state when the element is closed, and the fluid circuit means is set to the fourth operating state when the rear end switch element is closed. A rolling and pitching control device for a vehicle having a control means configured as described above.

Effects and Effects of the Invention According to the configuration described above, when the vehicle turns left, the mass body of the inertial force detection control valve shuts off the right end port and closes the right end switch element, thereby closing the fluid circuit means. By switching and setting to the first operating state, the vehicle height of the right front and rear wheels is increased and the vehicle height of the left front and rear wheels is reduced, thereby preventing the vehicle body from rolling downward to the right. .

Furthermore, when the vehicle turns to the right, the mass body blocks the left end port and closes the left end switch element, thereby switching and setting the fluid circuit means to the second operating state. The vehicle height of the vehicle is increased, and the vehicle height of the right front and rear wheels is decreased, thereby preventing the vehicle body from rolling downward to the left.

In addition, when the vehicle suddenly decelerates, the mass body blocks the port at the front end and closes the switch element at the front end, thereby switching and setting the fluid circuit means to the third operating state. At the same time as the height is increased, the vehicle height on the rear wheel side is reduced, thereby preventing nose dive of the vehicle body.

Furthermore, when the vehicle suddenly accelerates, the mass body blocks the port at the rear end and closes the switch element at the rear end, thereby switching and setting the fluid circuit means to the fourth operating state. The vehicle height on the side is increased and the vehicle height on the front wheel side is reduced, thereby preventing the vehicle body from shifting.

Further, according to the above-described configuration, the conditions that cause rolling or pitching of the vehicle body are detected by one inertia force detection control valve, and the signal supplied to the control means from the switch element of the inertia force detection control valve is turned on and off. Since the signal is a signal, the control means may also have a simple configuration. Therefore, the rolling and pitching control device according to the present invention is lower and has a simpler structure than the above-mentioned conventional vehicle body attitude control device. be.

According to one detailed feature of the present invention, the bottom surface of the internal space of the housing of the inertial force detection control valve is inclined upward from the center toward the front, rear, left, and right ends.

According to this configuration, the mass body does not come into contact with each switch element when the frequency of the force that changes the attitude of the vehicle body is relatively high, such as when the wheels bounce or rebound, and therefore the fluid circuit means is switched. Repeated switching of the fluid circuit means under unnecessary circumstances is avoided.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The invention will be explained in detail below by way of example embodiments with reference to the accompanying figures.

Embodiment FIG. 1 is a schematic configuration diagram showing one embodiment of a rolling and pitching control device according to the present invention, and FIG. 2 is a plan sectional view showing an enlarged inertia force detection control valve shown in FIG. 1. Figure 3 is a longitudinal cross-sectional view taken along line I-I in Figure 2, and Figure 4 is a longitudinal cross-sectional view taken along line I-I in Figure 2.
FIG. 2 is a block diagram showing an electronic control device that controls switching of the solenoid valve shown in the figure.

In Figure 1, 10r'', 10r1.10r'', 10''
1 indicates the right front wheel, left front wheel, right rear wheel, and left rear wheel of the vehicle, and these wheels are respectively 12r', 12f'l, 12rr, 12'1
The corresponding axes 14f", 14r1.14r", 1
Suspension members 12f'r, 12fl, 12", 12"1 are rotatably supported around 4"1.
A cylinder-piston device 18r is provided between the vehicle body 16 and the
, 18f'l, 18rr, and 18rl are provided.

Cylinder-piston device 18r", 18"1.18r"
, 18"1 has a ball joint 20r at the lower end.
", 20 rl, 20 rr, cylinder 22f connected to the corresponding suspension member by 20 rl
'r, 22f'l, 22rr, 22rl, and pistons 24r', 24rl that fit into the corresponding cylinders, respectively.
, 24rr, 24''1, the cylinders and pistons cooperate with each other to open the cylinder chamber 30('
r, 30r+, 30rr, and 30rl, and each cylinder chamber is filled with oil as a working fluid.

Each piston is supported at its upper end by rod guides 26r'', 26r1. Suspension springs 28f'r and 28rl are installed between the fixed spring seats.

28rr and 28rl are loaded. The tip of the rod portion of each piston is connected to the vehicle body via a ball joint, and the suspension spring 28 f' r 52
8r1.28r", 28r1 may be replaced with a gas bag or the like disposed in the corresponding cylinder chamber.

An inertial force detection control valve 32 is attached to the vehicle body near its center of gravity. As shown in detail in FIGS. 2 and 3, the control valve 32 is housed in a housing 34 that accommodates a cross-shaped interior space that extends substantially in the longitudinal and lateral directions of the vehicle body.
and) a steel ball 36 as a mass body disposed within the housing, and oil discharge ports 38, 40, and 42 installed at the right end, left end, front end, and rear end of the housing, respectively.
．． a nipple 46.48.50.52 defining 44;
Switch elements 54.56.5 fixed to the housing 34 in proximity to the nipples 46.48.50.52, respectively
8.60. Each oil drain port has 3 steel balls
6 is configured to be shut off by abutting the inner end of the corresponding nipple in response to an inertial force acting thereon, and each switch element is shut off by a steel ball 36 when the corresponding oil discharge port is shut off. They are configured to be closed, and when they are closed, a signal indicating this is output to the electronic control unit 64 shown in FIG. 4.

Each end of the housing 34 is connected by a substantially arcuate wall, and a nipple 62 is fixed at the upper end of the housing for introducing oil into the housing.

Further, the inner surface of the bottom wall of the housing 34 is inclined upwardly at an angle θ from the center toward each end. Therefore, when the frequency of the force that changes the attitude of the vehicle body is relatively high, such as when a wheel bounces or rebounds, the steel ball 36 does not shut off each port or close each switch element, and when the vehicle turns. The corresponding port is shut off and the corresponding switch element is closed only during acceleration or deceleration.

Port 38 is connected to cylinder-piston devices 18r and 18rl by conduits 66 and 66f'l, 66rl, respectively.
The four-port three-position switching type solenoid valves 701'l and 70rl are connected to ports a corresponding to the four-port three-position switching type solenoid valves 701'l and 70rl. Similarly, port 40 connects conduits 68 and 68r'', 6
8"" respectively cylinder-piston device 18f"
The port 42 is connected to the port a of the four-port three-position switching type solenoid valve 70r and 70rr provided correspondingly to the conduits 72 and 70rr.
The port 44 is connected in communication with the port b of the solenoid valves 70rr and 70r1 through conduits 74 and 74r'' and 74fl, respectively. .

Solenoid valve 70frs 70fls 70rr, 70
Port c of r1 is connected to conduits 761'r and 76f'l, respectively.
, 76 "", 76 "L cylinder-piston device 3
0C", 30r1.30", 30 Connected to RL.

Also, the solenoid valve 70f", 70r1.70", 70
port d of rl is connected to conduit 78f'r, 78rl, respectively.
78rr and 78rl are connected to the reservoir tank 80, and in the middle of these conduits there are check valves 82 that only allow oil to flow from the corresponding solenoid valves toward the reservoir tank.
",82"1 is provided.

Each solenoid valve 70 f'r, 70 f'l, 70
rr, 70r1 is a first position A shown in the figure where ports a and C are connected in communication and ports b and d are blocked, and a first position A shown in the figure where ports a and d are blocked and ports b and C are connected in communication. It is designed to be switched between the second position B and the third position where ports a and b are blocked and ports C and d are connected, and the first position A is normally set. The electronic control unit 64 controls the drive current supplied to the corresponding solenoid to switch to the second position or the third position.

One end of a conduit 112 is connected to the nipple 62 of the inertial force detection control valve 32, and the other end of the conduit 112 is communicatively connected to port a of a normally closed main solenoid valve 114. Port b of the solenoid valve 114 has a check valve 11 in the middle.
6 and an oil pump 118 is connected to the reservoir tank 78 by a conduit 120 . The solenoid valve 114 is normally maintained at the first position shown in the figure in which communication between ports a and b is cut off, and when the electronic control unit 64 energizes the solenoid, ports a and b are connected to each other. It is designed to be switched to a second position E where An accumulator 122 is connected to conduit 120 between solenoid valve 114 and check valve 116 . The check valve 116 only allows oil to flow from the reservoir tank 80 toward the solenoid valve 114 or the accumulator 122. The oil pump 118 pumps up the oil in the reservoir tank 80 and supplies high-pressure oil to the downstream side of the check valve 116, and although not shown in the figure, it is connected to a conduit downstream of the check valve 116. 120 or the accumulator 122, operates when the pressure reaches a predetermined lower limit value, and stops operating when the pressure reaches a predetermined upper limit value. It is controlled by the device.

Thus conduits 112 and 120, accumulator 122
) The check valve 116 and the oil pump 118 constitute a working fluid supply means for supplying high-pressure oil, and the conduit 78r
", 78 f' 1% 78 rr% 78 N, check valve 821'r, 82"l, 82", 82"l constitutes a working fluid discharge means for returning oil to the reservoir tank 80. Inertial force detection control valve 32) Solenoid valve 11
4.70r", etc. and the conduit 66, etc. constitute a fluid circuit means for selectively communicating and connecting the cylinder chamber 30f, etc. and the working fluid supply means or the working fluid discharge means.

The electronic control unit 64 includes a microcomputer 86, as shown in FIG.
) 92, a central processing unit (CPU) 94, an output port device 96, and a common bus 9 that interconnects these.
This is a general configuration consisting of 8. The input port device 88 includes the switch element 54 of the inertia force detection control valve 32.
From 56.58.60, when they are closed, a signal indicating this is input, and the CP
When a signal indicating that the U94 is closed is input to the input port device 88 from any switch element, the output port device 96 and the drive circuits 100 and 102 are operated according to a program stored in the ROM 92. ．．
Solenoid valve 7 via 104, 106, 108 respectively
0r", 70r1. A control signal is output to 70rr, 70rl, and 114.

In the illustrated embodiment, electronic controller 64 controls solenoid valve 11 when any switch element is closed.
4 to the second position E, in particular switch element 5
When solenoid valves 70r and 7 are closed, solenoid valves 70r and 7
0r outputs a control signal to maintain the torso in the first position A and outputs a control signal to the solenoid valves 701'l and 70r1 to switch and set it to the third position C, and the switch element 56 closes. When the solenoid valve 70r1
and 70 "r" outputs a control signal to maintain it in the first position A, and outputs a control signal to the solenoid valve 70 "r" and 70 "r to switch and set it in the third position C, the switch element 58 When the solenoid valve 70 is closed, the solenoid valve 70
output a control signal to switch and set it to the second position B to the solenoid valves 70r' and 70f'l;
1 to switch it to the third position C, and when the switch element 60 is closed, the solenoid valves 70rr and 70' control to switch it to the second position B. Outputs a signal and solenoid valve 70f
"And a control signal is output to 70r1 to switch and set it to the third position C.

The relationship between the switch element in the open state and the switching position of each solenoid valve is shown in Table 1 below.

Table 1 Next, the operation of the above embodiment will be explained.

First, when the vehicle turns to the left, the steel ball 36 contacts the inner end of the nipple 46 to shut off the port 38 due to the inertial force acting on it, and at the same time contacts the switch element 54 to close the switch element. As a result, the electronic control device 64 switches and sets each solenoid valve as shown in Table 1, thereby supplying oil to the cylinder chambers 30r'' and 30r'', and supplying oil from the cylinder chambers 30r1 and 30''I. is discharged, thereby increasing the vehicle height of the right front and rear wheels and reducing the vehicle height of the left front and rear wheels, thereby preventing the vehicle body from rolling downward to the right.

When the vehicle turns to the right, the steel ball 36 contacts the inner end of the nipple 48 due to the inertial force acting on it, blocking the port 40, and at the same time contacts the switch element 56, causing the switch element to close. , and thereby the electronic control unit 64 switches and sets each solenoid valve as shown in Table 1, thereby supplying oil to the cylinder-piston devices 30'! and 30'rl, and supplying oil to the cylinder chambers 30rr and 30'rl. Oil is discharged from 30'r, thereby increasing the vehicle height of the left front and rear wheels and reducing the vehicle height of the right front and rear wheels, thereby preventing the vehicle body from rolling downward to the left.

In addition, when the vehicle suddenly decelerates, such as during sudden braking, the steel ball 3
6 abuts against the inner end of the nipple 50 due to the inertial force acting on it, shutting off the port 42, and at the same time abuts the switch element 58 to close it, thereby causing the electronic control device 64 to close each solenoid valve. is switched and set as shown in Table 1, and as a result, the cylinder chamber 30r
``Oil is supplied to 30r+ and cylinder chamber 30''
Oil is discharged from r and 30rl, thereby increasing the vehicle height of the front wheels and reducing the vehicle height of the rear wheels.
This prevents the nose dive of the vehicle body from occurring.

Furthermore, during sudden acceleration such as when the vehicle suddenly starts, the steel ball 36 comes into contact with the inner end of the nipple 52 due to the inertial force acting on it, blocking the port 44, and at the same time comes into contact with the switch element 60, causing the switch to close. element is closed, thereby causing the electronic control unit 64 to switch and set each solenoid valve as shown in Table 1, thereby opening the cylinder chamber 3.
Oil is supplied to 0r" and 30"1, and the cylinder chamber 3
Oil is discharged from 0r' and 30r1, thereby reducing the vehicle height on the front wheel side and increasing the vehicle height on the rear wheel side, thereby preventing the vehicle from suffocating.

In addition, when the state of sudden braking or sudden acceleration shifts to a substantially stopped state or a low-speed running state, or when the state of turning substantially shifts to a state of going straight, the steel ball 36 of the inertia force detection control valve 32 becomes a nipple. and the switch element, thereby opening the corresponding port and switching each solenoid valve to the first position.

FIG. 5 is a plan sectional view showing another embodiment of the inertial force detection control valve. In FIG. 5, parts that are substantially the same as or correspond to those shown in FIGS. 2 and 3 are designated by the same reference numerals.

In this embodiment, the housing 34 is formed of an electrically insulating material, and the right, left, front, and rear ends of the housing are respectively opposed to each other as part of switch elements 54, 56, 58, and 60. A pair of terminals 130a and 130
b, 132a and 132b, 134a and 134b, 1
36a and 136b are provided. terminal 130a,
132a, 134a, 136a are grounded, and terminals 130b, 132b, 134b, 136b are connected to input port device 88 of electronic control unit 64 by conductors 130c, 132c, 134c, 136C, respectively. Although not shown in the figure, a DC power source is provided in the middle of the conductor. The steel ball 36 is moved by the inertial force acting on it to the corresponding port 38.40.42.44
The terminals 130a and 130a contact each pair of terminals at the same time as they close the port.
30b, 132a and 132b, 134a and 134b, 1
36a and 136b are electrically connected to each other by a steel ball. Therefore, in this embodiment, the steel ball 36 functions both as a mass body and as part of the switch element. Therefore, in this case, it is preferable that the surface of the steel ball is coated with a highly conductive metal such as copper, and furthermore, the entire mass body may be formed of a highly conductive metal.

FIG. 6 is a block diagram showing another embodiment of a control device for controlling switching of the solenoid valve 114. In the figure, 140 indicates a transistor, and one end of a conducting wire 144 is connected to the base terminal 142 of the transistor. The other end of the conductor 144 is grounded, and the conductor 1
44, a resistor 145, switch elements 54, 56, 58, 60 connected in parallel with each other, and a DC power supply 1.
46 are connected in series with each other. Also, a solenoid valve 1 is connected to the emitter terminal 148 of the transistor 140.
One end of a conductor 152 having fourteen solenoids 150 is connected and the other end of the conductor is grounded. Furthermore, a conductor 1 is connected to the collector terminal 154 of the transistor 140, with a resistor 156 and a DC power supply 158 connected in series.
One end of the conductive wire 60 is connected, and the other end of the conductive wire is grounded.

Thus, in this embodiment, switch elements 54-60
When either of them is closed, the transistor 140 becomes conductive, and the solenoid 150 is energized from the DC power supply 158 via the resistor 156 and the transistor 140.
This allows the solenoid valve 114 to be switched to the second position. In this embodiment, the switching control of the solenoid valve 70r, etc. is carried out in the same way as in the fourth embodiment, except that the control system for the solenoid valve 114 is omitted in FIG.
It is controlled by an electronic control device configured similarly to the electronic control device shown in the figure.

Although the working fluid in each of the above embodiments is oil,
The working fluid may be an incompressible fluid other than oil, or even a compressible fluid such as air. Further, the device according to the present invention may be modified to a device that controls only the rolling or pitching of the vehicle body by making the housing of the inertial force detection control valve into a tubular shape extending in the left-right direction or the front-back direction of the vehicle body.

Further, in the illustrated embodiment, the inclination angle θ of the bottom wall of the inertia force detection control valve 32 is the same in the front, rear, left and right directions, but this angle is determined by the control start timing (sensitivity) for rolling and pitching. It may be a different value for each direction in order to optimize. Further, the size of the steel balls 36, the viscosity of the oil used as the working fluid, etc. may be appropriately selected depending on the application to which the control device according to the present invention is applied.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. This will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing one embodiment of a vehicle rolling and pitching control device according to the present invention, and FIG. 2 is a plan cross-sectional view showing an enlarged inertia force detection control valve shown in FIG. 1. Figure 3 is a longitudinal sectional view taken along line ■-■ in Figure 2, Figure 4 is a block diagram showing the electronic control device that controls switching of the solenoid valve shown in Figure 1, and Figure 5 is FIG. 6 is a plan sectional view showing another embodiment of the force detection control valve, and a block diagram showing another embodiment of the electronic control device that controls switching of the main solenoid valve. 10rr, 10('l, 10 rrs 10 rl...
・Wheel, 12r", 12r1.12rr, 12rl...
・Suspension member, 16... Vehicle body, 18f'r,
18N, 18rr, 18r1... Cylinder-piston device, 22f'r, 22r1.22 rr, 22 "
1-...Cylinder, 24rr, 24f1.24 rr,
24 rl-piston, 26fr, 26f'l, 2
6rr, 26 rl-o Rad Guide, 28r
r, 28f'l, 28rr, 28rl...suspension spring, 30f'r, 30 fL 30
rrs 30 rl-...Cylinder chamber, 32...Inertia force detection control valve, 34...Housing, 36...Steel ball, 38.40.42.44...Port, 46.48
．． 50.52...Nipple, 54.56.58.60
...Switch element, 62...Nipple 164...
Electronic control unit, 701'r, 70r1.70rr, 70
rl...Solenoid valve, 80...Reservoir tank,
82f'r, 82r1.82rr, 82rl... Check valve, 86... Microcomputer, 88... Input port device, 90... Random access memory (R
AM), 92... Read only memory (ROM), 9
4...Central processing unit (CPU), 96...Output port device, 98...Common bus, 100.102.
104.106.108...Drive circuit, 114...
Solenoid valve, 116... Check valve, 118... Oil pump, 122... Accumulator, 130a,
130b--Terminal, 130cm...Conductor, 132a,
132b--terminal, 132c--conductor wire, 1
34a, 134b--terminal, 134c--conducting wire, 136a, 136b---terminal, 136c...conducting wire, 140...transistor, 146...DC power supply. 150...Solenoid, 158...DC power supply Applicant: Toyota Motor Corporation Representative
Person Patent Attorney Masaki Akashi No. 2 Figure 3 Figure 4

Claims (2)

[Claims] (1) First to fourth cylinder-piston devices disposed via suspension springs between the suspension members supporting the right front wheel, left front wheel, right rear wheel, and left rear wheel, respectively, and the vehicle body; a fluid supply means; a working fluid discharge means; a housing that is attached to the vehicle body and has a cross-shaped interior space that extends substantially in the front-rear and left-right directions of the vehicle body; and a mass body disposed in the interior space; , first to fourth ports provided at the right end, left end, front end, and rear end of the internal space, respectively, and configured to be shut off when the mass body comes into contact with the mass body in response to an inertial force acting thereon; an inertial force detection control valve including first to fourth switch elements, each of which is provided close to the first to fourth ports and is configured to be closed when the corresponding port is blocked; a first supply passage that selectively communicates and connects the first port of the inertial force detection control valve and the cylinder chambers of the second and fourth cylinder-piston devices; a second supply passage that selectively communicates and connects the cylinder chambers of the first and third cylinder-piston devices; and a second supply passage that selectively communicates and connects the third port and the cylinder chambers of the third and fourth cylinder-piston devices. a third supply passage selectively communicating and connecting; a fourth supply passage selectively communicating and connecting the fourth port and the cylinder chambers of the first and second cylinder-piston devices; a fifth supply passage that selectively communicates and connects the working fluid supply means and the internal space, and selectively connects the cylinder chambers of the first to fourth cylinder-piston devices and the working fluid discharge means, respectively; first to fourth discharge passages that communicate with each other, permitting communication between the second and fifth supply passages, allowing communication between the second and fourth discharge passages, and blocking communication with other passages; and a second operating state in which the first and fifth supply passages are allowed to communicate, the first and third discharge passages are allowed to communicate, and the other passages are cut off from communication. , a third operating state in which the fourth and fifth supply passages are allowed to communicate, the third and fourth discharge passages are allowed to communicate, and the other passages are cut off from communication; fluid circuit means configured to switch to a fourth operating state that allows communication of the supply passages, allows communication of the first and second discharge passages, and blocks communication of the other passages; and When the switch element at the left end is closed, the fluid circuit means is set to the first operating state, and when the leftmost switch element is closed, the fluid circuit means is set to the second operating state. When the switch element at the front end is closed, the fluid circuit means is set to the third operating state, and when the switch element at the rear end is closed, the fluid circuit means is set to the fourth operating state. A rolling and pitching control device for a vehicle, comprising: a control means configured to set an operating state. (2) The rolling and pitching control device for a vehicle according to claim 1, wherein the bottom surface of the internal space is inclined upwardly from the center toward the front, rear, left, and right ends. Rolling and pitching control device for vehicles.