JP2010254271A - Vehicle control device - Google Patents

Abstract

An object of the present invention is to provide a vehicle control device capable of stabilizing the behavior of a vehicle while ensuring steering stability during turning.
By providing negative cambers to both the left and right rear wheels 2RL and 2RR, the lateral rigidity of the rear wheels 2RL and 2RR can be used to ensure steering stability during turning. In this case, since the negative camber is imparted to both the left and right rear wheels 2RL and 2RR, the canvas last of the left rear wheel 2RL and the canvas last of the right rear wheel 2RR are generated so as to cancel each other out. Can suppress the yaw moment generated. Also, since negative camber is applied to both the left and right rear wheels 2RL and 2RR, the camber angle is not frequently adjusted every time the turning direction changes even during slalom driving where the turning direction changes repeatedly. it can. Therefore, the behavior of the vehicle 1 can be stabilized while ensuring the steering stability during turning.
[Selection] Figure 5

Description

  The present invention relates to a vehicle control device used in a vehicle including a camber angle adjusting device that adjusts a camber angle of a wheel, and in particular, can stabilize the behavior of the vehicle while ensuring steering stability during turning. The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, a technique for ensuring steering stability by adjusting a camber angle of a wheel when a vehicle turns is known. With regard to this type of technology, for example, Patent Document 1 discloses a technology in which a negative camber is applied to a turning outer wheel and only the turning outer wheel is tilted inward. Patent Document 2 discloses a technique in which a negative camber is applied to a turning outer wheel and a positive camber is applied to a turning inner wheel, and both the turning inner wheel and the turning outer wheel are tilted inward of the turning.

Japanese Patent Application Laid-Open No. 06-064422 JP 05-032114 A

  However, in the techniques disclosed in Patent Documents 1 and 2 described above, only the outer turning wheel is tilted inward of the turning, or both the inner turning wheel and the outer turning wheel are tilted inward of the turning, so that a yaw moment is generated in the vehicle. There was a problem that the behavior of became unstable. In addition, because the wheels are tilted inwardly, during slalom traveling where the turning direction changes repeatedly, the camber angle is frequently adjusted each time the turning direction changes, causing the vehicle behavior to become unstable. It was.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can stabilize the behavior of the vehicle while ensuring steering stability during turning. Yes.

  In order to achieve this object, a vehicle control device according to claim 1 includes left and right front wheels and left and right rear wheels, and a rear wheel camber angle adjusting device for adjusting a camber angle of the left and right rear wheels. , Used in a vehicle in which at least one of the left and right front wheels and the left and right rear wheels is configured to be steerable, a lateral state quantity acquisition means for acquiring a lateral state quantity of the vehicle, and a lateral state thereof A lateral state quantity determining means for determining whether the lateral state quantity acquired by the acquiring means satisfies a predetermined condition; and when the lateral state quantity satisfies at least a first condition by the lateral state quantity determining means. And a rear wheel camber control means for activating the rear wheel camber angle adjusting device to give a negative camber to both the left and right rear wheels when judged.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the vehicle includes a front wheel camber angle adjusting device that adjusts camber angles of the left and right front wheels, and the rear wheel camber control means. After providing negative camber to both the left and right rear wheels, the front wheel camber angle adjusting device is operated to provide front wheel camber control means for applying negative camber to both the left and right front wheels.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 2, wherein the lateral state quantity is satisfied when the lateral state quantity satisfies a second condition having a threshold higher than the first condition. When judged by the judging means, negative camber is given to both the left and right front wheels.

  The vehicle control device according to claim 4 is the vehicle control device according to claim 2 or 3, wherein the lateral state quantity determination is performed in a state in which a negative camber is applied to the left and right front wheels and the left and right rear wheels. Front wheel camber releasing means for releasing the negative camber from being applied to the left and right front wheels before the left and right rear wheels when it is determined by the means that the lateral state quantity does not satisfy the first condition. ing.

  According to the vehicle control device of the first aspect, the camber angle adjustment is performed by the rear wheel camber control means when the lateral state quantity judgment means judges that the lateral state quantity of the vehicle satisfies at least the first condition. The device is activated and negative camber is applied to both the left and right rear wheels. Therefore, by utilizing the lateral rigidity of the rear wheel, it is possible to secure the steering stability when turning, and the steering stability when subjected to disturbance such as the influence of a side wind or when stepping over a step. In this case, negative camber is applied to both the left and right rear wheels, so that the left rear canvas last and the right rear canvas last cancel each other and suppress the yaw moment generated in the vehicle. it can. In addition, when turning, a negative camber is applied to both the left and right rear wheels regardless of whether it is a turning outer wheel or a turning inner wheel. It is possible to prevent the camber angle from being frequently adjusted every time it changes. Therefore, there is an effect that the behavior of the vehicle can be stabilized while ensuring the steering stability when turning or receiving a disturbance.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device of the first aspect, after the negative camber is applied to both the left and right rear wheels by the rear wheel camber control means, The camber angle adjustment device is operated by the control means to give negative cambers to both the left and right front wheels.In addition to the lateral rigidity of the rear wheels, the steering rigidity during turning, There is an effect that it is possible to further ensure the handling stability when subjected to disturbance such as the influence of crosswinds and oversteps. In this case, since the negative camber is imparted to both the left and right front wheels, the yaw moment generated in the vehicle can be suppressed. Also, when turning, negative camber is applied to both the left and right front wheels regardless of whether it is a turning outer wheel or a turning inner wheel, so adjustment of the camber angle is possible even during slalom driving where the turning direction changes repeatedly. Can be prevented from occurring frequently. Therefore, there is an effect that the behavior of the vehicle can be stabilized while ensuring the steering stability when turning or receiving a disturbance.

  In addition, since the negative camber is applied to the left and right front wheels by the front wheel camber control means after the negative camber is applied to the left and right rear wheels by the rear wheel camber control means, the vehicle is prevented from being oversteered. There is an effect that the behavior can be stabilized. That is, when the negative camber is applied to the left and right front wheels before the left and right rear wheels, only the lateral rigidity of the front wheels is exhibited before the lateral rigidity of the rear wheels is exhibited, and the vehicle tends to oversteer. On the other hand, by providing the negative camber to the left and right rear wheels before the left and right front wheels, it is possible to avoid the fact that only the lateral rigidity of the front wheels is exhibited, and to prevent the vehicle from being oversteered.

  According to the vehicle control device of the third aspect, in addition to the effect exerted by the vehicle control device according to the second aspect, the front wheel camber control means has the second that the lateral state quantity is higher than the first condition. When the lateral state determination means determines that the above condition is satisfied, the negative camber is applied to both the left and right front wheels, so that it is possible to ensure efficient steering stability and to save fuel. is there. That is, if a negative camber is applied to all the wheels (front wheels and rear wheels) regardless of the degree of the state quantity in the lateral direction, the rolling resistance of the wheels increases due to the influence of the canvas last, and the fuel efficiency decreases. On the other hand, when it is determined that the degree of the state quantity in the lateral direction satisfies a predetermined condition (second condition having a threshold higher than the first condition), negative is applied to the left and right front wheels in addition to the left and right rear wheels. By providing the camber, the steering stability can be efficiently secured as necessary. In addition, since the steering stability can be secured efficiently, an increase in rolling resistance can be suppressed and fuel consumption can be reduced.

  According to the vehicle control device of the fourth aspect, in addition to the effect produced by the vehicle control device according to the second or third aspect, in the state where the negative camber is applied to the left and right front wheels and the left and right rear wheels, When the lateral state quantity determination means determines that the direction state quantity does not satisfy the first condition, the camber release means cancels the negative camber from being applied to the left and right front wheels before the left and right rear wheels. This has the effect of preventing the vehicle from becoming oversteered and stabilizing the behavior of the vehicle. That is, when the negative camber is applied to the left and right rear wheels before the left and right front wheels, only the lateral rigidity of the front wheels is exhibited, and the vehicle tends to oversteer. On the other hand, by releasing the negative camber from the left and right front wheels before the left and right rear wheels, it is avoided that only the lateral rigidity of the front wheels is exerted, and the vehicle tends to oversteer. Can be prevented.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows a turning degree judgment process. It is a flowchart which shows a camber control process. It is a flowchart which shows the turning degree judgment process in 2nd Embodiment. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 3rd Embodiment is mounted. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows a turning degree judgment process. It is a flowchart which shows a camber control process. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 4th Embodiment is mounted. It is a front view of a suspension apparatus. It is a front view of the rear wheel supported by the suspension device. It is a front view of the rear wheel supported by the suspension device. It is the schematic diagram which illustrated typically the front view of the wheel supported by the suspension apparatus.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a vehicle control device 100 according to the first embodiment of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in the present embodiment) wheels 2 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, a wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), a plurality of suspension devices 4 that connect the wheels 2 and the vehicle body frame BF, and some of the wheels 2 ( In the present embodiment, a steering device 5 for steering left and right front wheels 2FL, 2FR) is mainly provided.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel.

  Further, as shown in FIG. 1, the wheel 2 includes two types of treads of a first tread 21 and a second tread 22, and in each wheel 2, the first tread 21 is disposed inside the vehicle 1, A tread 22 is disposed outside the vehicle 1. In the present embodiment, the widths of both treads 21 and 22 (dimensions in the left-right direction in FIG. 1) are configured to be the same width.

  The first tread 21 and the second tread 22 are made of a material whose hardness is higher than that of the first tread 21, and the first tread 21 has a higher gripping power than the second tread 22. On the other hand, the second tread 22 is configured to have a smaller rolling resistance than the first tread 21 (low rolling characteristics).

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL and 2FR, and is configured by an electric motor 3a as described later (see FIG. 3). Further, as shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2 FL and 2 FR via a differential gear (not shown) and a pair of drive shafts 31.

  When the driver operates the accelerator pedal 61, a rotational driving force is applied to the left and right front wheels 2FL, 2FR from the wheel drive device 3, and the left and right front wheels 2FL, 2FR rotate according to the operation amount of the accelerator pedal 61. Driven. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  The suspension device 4 functions as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2, and is provided corresponding to each wheel 2 as shown in FIG. It has been. Further, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting mechanism for adjusting the camber angle of the wheel 2.

  Here, with reference to FIG. 2, the detailed structure of the suspension apparatus 4 is demonstrated. FIG. 2 is a front view of the suspension device 4. Here, only the configuration that functions as a camber angle adjusting mechanism will be described, and the configuration that functions as a suspension is the same as a known configuration, and thus description thereof is omitted. Moreover, since the structure of each suspension apparatus 4 is common in each wheel 2, the suspension apparatus 4 corresponding to the right front wheel 2FR is illustrated in FIG. 2 as a representative example. However, in FIG. 2, illustration of the drive shaft 31 and the like is omitted for easy understanding.

  As shown in FIG. 2, the suspension device 4 transmits a knuckle 43 supported by the vehicle body frame BF via a strut 41 and a lower arm 42, an FR motor 44FR that generates a driving force, and a driving force of the FR motor 44FR. The worm wheel 45 and the arm 46 are configured to mainly include a movable plate 47 that is swingably driven with respect to the knuckle 43 by the driving force of the FR motor 44FR transmitted from the worm wheel 45 and the arm 46. .

  The knuckle 43 supports the wheel 2 so as to be steerable. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the strut 41, and the lower end (lower side in FIG. 2) is connected via a ball joint. Are coupled to the lower arm 42.

  The FR motor 44FR applies a driving force for swinging driving to the movable plate 47, is constituted by a DC motor, and a worm (not shown) is formed on its output shaft 44a.

  The worm wheel 45 transmits the driving force of the FR motor 44FR to the arm 46, meshes with a worm formed on the output shaft 44a of the FR motor 44FR, and forms a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47, and has one end (right side in FIG. 2) via the first connecting shaft 48 as shown in FIG. The other end (left side in FIG. 2) is connected to the upper end (upper side in FIG. 2) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45.

  The movable plate 47 supports the wheel 2 in a rotatable manner. As described above, the upper end (upper side in FIG. 2) is coupled to the arm 46, and the lower end (lower side in FIG. 2) is interposed via the camber shaft 50. The knuckle 43 is pivotally supported so as to be swingable.

  According to the suspension device 4 configured as described above, when the FR motor 44FR is driven, the worm wheel 45 rotates and the rotational motion of the worm wheel 45 is converted into linear motion of the arm 46. As a result, when the arm 46 moves linearly, the movable plate 47 is driven to swing with the camber shaft 50 as the swing shaft, and the camber angle of the wheel 2 is adjusted.

  In the present embodiment, the first connecting shaft 48, the rotating shaft 45a, the rotating shaft 45a of each connecting shaft 48, 49 and the worm wheel 45 in the direction from the vehicle body frame BF toward the wheel 2 (arrow R direction). A first camber state positioned in a straight line in the order of the second connecting shaft 49, and a second camber state positioned in a straight line in the order of the rotating shaft 45a, the first connecting shaft 48, and the second connecting shaft 49 (see FIG. 2), the camber angle of the wheel 2 is adjusted so that one of the camber states is established.

  Thereby, in the state where the camber angle of the wheel 2 is adjusted, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 46 is generated, and the camber angle of the wheel 2 can be maintained. .

  Further, in the present embodiment, in the first camber state, the camber angle of the wheel 2 is adjusted to a predetermined minus direction angle (hereinafter referred to as “first camber angle”), and a negative camber is imparted to the wheel 2. The Thereby, the lateral rigidity of the wheel 2 can be exhibited. Further, in the first camber state, the grounding ratio of the first tread 21 with respect to the grounding of the second tread 22 is increased, whereby the high grip characteristics of the first tread 21 can be exhibited.

  On the other hand, in the second camber state (the state shown in FIG. 2), the camber angle of the wheel 2 is adjusted to 0 ° (hereinafter referred to as “second camber angle”). Thereby, the influence of canvas last can be avoided. Further, since the second tread 22 is made of a material having higher hardness than the first tread 21, when the camber angle of the wheel 2 is adjusted to the second camber angle, the grounding of the first tread 21 is performed. It is obstructed by the second tread 22. Thereby, the low rolling characteristic of the 2nd tread 22 can be exhibited because the grounding ratio of the 2nd tread 22 with respect to the grounding of the 1st tread 21 becomes large.

  Returning to FIG. The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering gear.

  According to the steering device 5, the operation (rotation) of the steering 63 by the driver is first transmitted to the universal joint 52 via the steering column 51, and the pinion 53 a of the steering box 53 is changed while the angle is changed by the universal joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b moves by the linear motion of the rack 53b. As a result, the tie rod 54 pushes and pulls the knuckle 55, so that a predetermined steering angle is given to the wheel 2.

  The accelerator pedal 61 and the brake pedal 62 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the operation state (depression amount, depressing speed, etc.) of the pedals 61 and 62. The wheel drive device 3 is driven and controlled. The steering 63 is an operating member operated by the driver, and the left and right front wheels 2FL and 2FR are steered by the steering device 5 according to the operating state (rotation angle, rotational speed, etc.).

  The vehicle control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the camber angle adjusting device 44 (see FIG. 3).

  Next, a detailed configuration of the vehicle control device 100 will be described with reference to FIG. FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The CPU 71 is an arithmetic device that controls each unit connected by the bus line 74, and the ROM 72 is a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIGS. 4 and 5), fixed value data, or the like. Is a non-rewritable non-volatile memory.

  The RAM 73 is a memory for rewritably storing various data when the control program is executed, and is provided with a turning limit flag 73a and a steering stability flag 73b as shown in FIG.

  The turning limit flag 73a is a flag indicating whether or not the turning degree of the vehicle 1 is greater than or equal to the turning limit threshold, and is turned on or off when a turning degree determination process (see FIG. 4) described later is executed. Note that the turning limit threshold value in the present embodiment is a limit value of the turning degree at which it is determined that the vehicle 1 may skid when the vehicle 1 turns with the camber angle of the wheel 2 kept at the second camber angle. Is set.

  The steering stability flag 73b is a flag indicating whether or not the turning degree of the vehicle 1 is greater than or equal to the steering stability threshold, and is switched on or off when a turning degree determination process (see FIG. 4) described later is executed. Note that the steering stability threshold in the present embodiment is set to a limit value of the degree of turning at which the vehicle 1 is judged to have an oversteer tendency when the vehicle 1 turns with the camber angle of the wheel 2 kept at the second camber angle. The turning limit threshold value is smaller.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and an electric motor 3a that applies a rotational driving force to the left and right front wheels 2FL, 2FR. A drive control circuit (not shown) for driving and controlling the electric motor 3a based on an instruction from the CPU 71 is mainly provided. However, the wheel drive device 3 is not limited to the electric motor 3a, and other drive sources can naturally be adopted. Examples of other drive sources include a hydraulic motor and an engine.

  The camber angle adjusting device 44 is a device for adjusting the camber angle of each wheel 2, and as described above, the driving force for swing driving is applied to the movable plate 47 (see FIG. 2) of each suspension device 4. A total of four FL to RR motors 44FL to 44RR to be provided respectively, and a drive control circuit (not shown) for driving and controlling these motors 44FL to 44RR based on instructions from the CPU 71 are mainly provided.

  The acceleration sensor device 80 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor device 80a includes a longitudinal acceleration sensor 80a, a lateral acceleration sensor 80b, and the acceleration sensors 80a and 80b. It mainly includes an output circuit (not shown) that processes the detection result and outputs it to the CPU 71.

  The longitudinal acceleration sensor 80a is a sensor that detects acceleration (longitudinal acceleration) in the longitudinal direction (the direction of arrow FB in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 80b is the vehicle 1 (vehicle body frame BF). This is a sensor that detects the acceleration (lateral acceleration) in the left-right direction (the direction of arrow LR in FIG. 1) of the frame BF. In the present embodiment, each of the acceleration sensors 80a and 80b is configured as a piezoelectric sensor using a piezoelectric element.

  Further, the CPU 71 time-integrates the detection results (vertical acceleration, lateral acceleration) of the respective acceleration sensors 80a and 80b input from the acceleration sensor device 80, and calculates speeds in two directions (front-rear direction and left-right direction), respectively. At the same time, the traveling speed of the vehicle 1 can be acquired by synthesizing these two-direction components.

  Further, the CPU 71 differentiates the detection results (longitudinal acceleration, lateral acceleration) of the acceleration sensors 80a and 80b input from the acceleration sensor device 80 with respect to time, and the change amount per unit time of the vertical acceleration and the unit time of the lateral acceleration. The amount of change per hit can be acquired.

  The yaw rate sensor device 81 is a device for detecting the yaw rate of the vehicle 1 and outputting the detection result to the CPU 71, and a vehicle around a vertical axis (an arrow UD direction axis in FIG. 1) passing through the center of gravity of the vehicle 1. 1 (main body frame BF) is mainly provided with a yaw rate sensor 81a that detects the rotational angular velocity, and an output circuit (not shown) that processes the detection result of the yaw rate sensor 81a and outputs it to the CPU 71.

  In the present embodiment, the yaw rate sensor 81a is composed of an optical gyro sensor that detects the rotational angular velocity by the Sagnac effect. However, it is naturally possible to employ other types of gyro sensors. Examples of other types of gyro sensors include mechanical and fluid gyro sensors.

  Further, the CPU 71 can obtain a change amount per unit time of the yaw rate by differentiating the detection result (yaw rate) of the yaw rate sensor 81a input from the yaw rate sensor device 81 with respect to time.

  The accelerator pedal sensor device 61a is a device for detecting the operation amount of the accelerator pedal 61 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the accelerator pedal 61; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 62a is a device for detecting the operation amount of the brake pedal 62 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the brake pedal 62; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 63a is a device for detecting the operation amount of the steering 63 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the rotation angle of the steering 63, and the angle sensor. And an output circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. Further, the CPU 71 obtains the depression speed of the pedals 61 and 62 and the rotation speed of the steering 63 by differentiating the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a with respect to time. be able to.

  Examples of the other input / output device 90 illustrated in FIG. 3 include a rain sensor that detects rainfall and an optical sensor that detects a road surface condition in a non-contact manner.

  Next, the turning degree determination process will be described with reference to FIG. FIG. 4 is a flowchart showing the turning degree determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and is based on the operation amount (rotation angle) of the steering 63. This is processing for determining the turning degree of the vehicle 1.

  Regarding the turning degree determination process, the CPU 71 first acquires the operation amount (rotation angle) of the steering 63 (S1), and determines whether or not the acquired operation amount of the steering 63 is equal to or greater than the turning limit threshold (S2). ). In the process of S2, the operation amount of the steering 63 acquired in the process of S1 is compared with the turning limit threshold stored in advance in the ROM 72, and the current operation amount of the steering 63 is equal to or greater than the turning limit threshold. Determine whether or not.

  As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the turning limit threshold (S2: Yes), the turning limit flag 73a is turned on (S3), and this turning degree determination processing is ended.

  On the other hand, if it is determined that the operation amount of the steering wheel 63 is smaller than the turning limit threshold value (S2: No) as a result of the processing in S2, the turning limit flag 73a is turned off (S4), and then in the processing in S1. It is determined whether or not the acquired operation amount of the steering 63 is equal to or greater than a steering stability threshold (S5). In the process of S5, the operation amount of the steering 63 acquired in the process of S1 is compared with the steering stability threshold stored in advance in the ROM 72, and the current operation amount of the steering 63 is equal to or greater than the steering stability threshold. Determine whether or not.

  As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the steering stability threshold (S5: Yes), the steering stability flag 73a is turned on (S6), and the turning degree determination processing is ended.

  On the other hand, when it is determined that the operation amount of the steering wheel 63 is smaller than the steering stability threshold as a result of the processing of S5 (S5: No), the steering stability flag 73b is turned off (S7), and this turning degree determination processing Exit.

  Next, camber control processing will be described with reference to FIG. FIG. 5 is a flowchart showing camber control processing. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and the camber of the wheel 2 according to the turning degree of the vehicle 1. This is a process of adjusting the corner.

  Regarding the camber control process, the CPU 71 first determines whether or not the turning limit flag 73a is on (S11). If it is determined that the turning limit flag 73a is on (S11: Yes), the RL The motor 44RL and the RR motor 44RR are operated to adjust the camber angles of the left and right rear wheels 2RL, 2RR to the first camber angle, and a negative camber is applied to the left and right rear wheels 2RL, 2RR (S12).

  Next, it is determined whether or not the camber angles of the left and right rear wheels 2RL and 2RR have reached the first camber angle (S13). If it is determined that the camber angle has not reached the first camber angle (S13: No) The process of S13 is repeatedly executed until it is determined that the first camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right rear wheels 2RL and 2RR have reached the first camber angle as a result of the process of S13 (S13: Yes), the FL motor 44FL and the FR motor 44FR are operated. Then, the camber angles of the left and right front wheels 2FL, 2FR are adjusted to the first camber angle, and a negative camber is applied to the left and right front wheels 2FL, 2FR (S14).

  Next, it is determined whether or not the camber angles of the left and right front wheels 2FL and 2FR have reached the first camber angle (S15). If it is determined that the camber angle has not reached the first camber angle (S15: No), The process of S15 is repeatedly executed until it is determined that the first camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right front wheels 2FL, 2FR have reached the first camber angle as a result of the process of S15 (S15: Yes), the camber control process is terminated.

  As a result, when the turning limit flag 73a is on, that is, when it is determined that the operation amount of the steering 63 is equal to or greater than the turning limit threshold and the vehicle 1 may slip sideways, the side of the rear wheels 2RL and 2RR is In addition to the rigidity, the lateral rigidity of the front wheels 2FL and 2FR can be used, and the high grip characteristics of the first tread 21 can be exhibited to ensure steering stability.

  On the other hand, when it is determined that the turning limit flag 73a is off (S11: No) as a result of the process of S11, it is determined whether the steering stability flag 73b is on (S16). When it is determined that the stability flag 73b is on (S16: Yes), the RL motor 44RL and the RR motor 44RR are operated to adjust the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. Negative camber is applied to the left and right rear wheels 2RL, 2RR (S17).

  Next, it is determined whether or not the camber angles of the left and right rear wheels 2RL and 2RR have reached the first camber angle (S18). If it is determined that the camber angle has not reached the first camber angle (S18: No) The process of S18 is repeatedly executed until it is determined that the first camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right rear wheels 2RL and 2RR have reached the first camber angle as a result of the process of S18 (S18: Yes), the camber control process is terminated.

  As a result, when the steering stability flag 73b is on, that is, when it is determined that the operation amount of the steering 63 is equal to or greater than the steering stability threshold and the vehicle 1 tends to oversteer, the lateral rigidity of the rear wheels 2RL and 2RR is increased. In addition to being utilized, the high grip characteristics of the first tread 21 can be exhibited to ensure steering stability. In this case, only the lateral rigidity of the front wheels 2FL and 2FR is exhibited by providing a negative camber to the left and right rear wheels 2RL and 2RR, instead of providing a negative camber to the left and right front wheels 2FL and 2FR. It is possible to prevent the vehicle 1 from being oversteered. As a result, the behavior of the vehicle 1 can be stabilized.

  On the other hand, if it is determined as a result of the processing of S16 that the steering stability flag 73b is off (S16: No), the FL motor 44FL and the FR motor 44FR are operated, and the left and right front wheels 2FL, 2FR are operated. The camber angle is adjusted to the second camber angle, and the application of the negative camber to the left and right front wheels 2FL, 2FR is canceled (S19). In the process of S19, when the camber angles of the left and right front wheels 2FL, 2FR have already been adjusted to the second camber angle, the camber angles of the left and right front wheels 2FL, 2FR are maintained at the second camber angle.

  Next, it is determined whether or not the camber angles of the left and right front wheels 2FL and 2FR have reached the second camber angle (S20). If it is determined that the camber angle has not reached the second camber angle (S20: No), The process of S20 is repeatedly executed until it is determined that the second camber angle has been reached. On the other hand, as a result of the process of S20, when it is determined that the camber angles of the left and right front wheels 2FL, 2FR have reached the second camber angle (S20: Yes), the RL motor 44RL and the RR motor 44RR are operated, The camber angles of the left and right rear wheels 2RL, 2RR are adjusted to the second camber angle, and the application of the negative camber to the left and right rear wheels 2RL, 2RR is released (S21). In the process of S21, when the camber angles of the left and right rear wheels 2RL and 2RR are already adjusted to the second camber angle, the camber angles of the left and right rear wheels 2RL and 2RR are maintained at the second camber angle. The

  Next, it is determined whether or not the camber angles of the left and right rear wheels 2RL and 2RR have reached the second camber angle (S22). If it is determined that the camber angle has not reached the second camber angle (S22: No) The process of S22 is repeatedly executed until it is determined that the second camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right rear wheels 2RL and 2RR have reached the second camber angle as a result of the process of S22 (S22: Yes), the camber control process is terminated.

  Accordingly, when the turning limit flag 73a and the steering stability flag 73b are off, that is, when it is determined that the vehicle 1 is not turning, the influence of the canvas last is avoided and the low rolling characteristics of the second tread 22 are avoided. Can be used to save fuel.

  As described above, according to the present embodiment, when the vehicle 1 turns, since the negative camber is given to both the left and right rear wheels 2RL and 2RR, the canvas rear of the left rear wheel 2RL and the right rear wheel It is possible to suppress the yaw moment generated in the vehicle 1 by generating the 2RR canvas last so as to cancel each other. Similarly, since the negative camber is applied to both the left and right front wheels 2FL and 2FR, the canvas last of the left front wheel 2FL and the canvas last of the right front wheel 2FR are generated so as to cancel each other, and the yaw generated in the vehicle 1 is generated. The moment can be suppressed. In addition, negative camber is applied to both the left and right rear wheels 2RL, 2RR and the left and right front wheels 2FL, 2FR, regardless of whether they are turning outer wheels or turning inner wheels, so that the slalom traveling in which the turning direction changes repeatedly. Even at times, it is possible to prevent the camber angle from being frequently adjusted every time the turning direction changes. Therefore, the behavior of the vehicle 1 can be stabilized while ensuring the steering stability during turning.

  Further, when the turning limit flag 73a is ON, that is, when it is determined that the operation amount of the steering 63 is not less than the turning limit threshold and the turning degree of the vehicle 1 is not less than a predetermined turning degree, the left and right rear wheels In addition to giving negative camber to 2RL and 2RR, negative camber is given to both the left and right front wheels 2FL and 2FR, so compared to the case where negative camber is given to all wheels 2 regardless of the degree of turning. Thus, if necessary, the steering stability can be ensured efficiently, and the increase in rolling resistance can be suppressed by the amount that the steering stability can be ensured efficiently, thereby reducing fuel consumption.

  Further, in this case, after giving a negative camber to the left and right rear wheels 2RL, 2RR, and giving a negative camber to the left and right front wheels 2FL, 2FR, the left and right front wheels are ahead of the left and right rear wheels 2RL, 2RR. Compared with the case where a negative camber is applied to 2FL and 2FR, it is avoided that only the lateral rigidity of the front wheels 2FL and 2FR is exhibited before the lateral rigidity of the rear wheels 2RL and 2RR is exhibited. An oversteer tendency can be prevented. As a result, the behavior of the vehicle 1 can be stabilized. Further, since the negative camber is applied to the left and right front wheels 2FL and 2FR after the camber angles of the left and right rear wheels 2RL and 2RR reach the first camber angle, the behavior of the vehicle 1 can be stabilized more reliably.

  In addition, in a state where the negative camber is applied to the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR, it is determined that the turning limit flag 73a and the steering stability flag 73b are off, that is, the vehicle 1 is not turning. In this case, since the negative camber is applied to the left and right front wheels 2FL and 2FR prior to the left and right rear wheels 2RL and 2RR, the left and right rear wheels 2RL and 2RR are preceded by the left and right front wheels 2FL and 2FR. Compared with the case where the negative camber is not applied to the vehicle, only the lateral rigidity of the front wheels 2FL and 2FR can be avoided and the vehicle 1 can be prevented from being oversteered. As a result, the behavior of the vehicle 1 can be stabilized.

  Next, a second embodiment will be described with reference to FIG. In the first embodiment, the case where the turning limit flag 73a and the steering stability flag 73b are turned on / off based on the operation state of the steering 63 has been described. However, in the second embodiment, the operation state of the steering 63 is changed. In addition, the turning limit flag 73a and the steering stability flag 73b are turned on / off based on the yaw rate and the lateral acceleration of the vehicle 1. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted. Further, in the second embodiment, a case where the vehicle 1 in the first embodiment is controlled by the vehicle control device 100 will be described as an example.

  FIG. 6 is a flowchart showing a turning degree determination process in the second embodiment. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power source of the vehicle control device 100 is turned on, as in the case of the first embodiment described above. . However, in the second embodiment, not only the turning degree of the vehicle 1 is determined based on the operation amount of the steering 63, but also the turning degree of the vehicle 1 is determined based on the yaw rate, and further, based on the lateral acceleration, Also determine the influence of disturbances such as crosswinds. That is, in this process, the flags 73a and 73b are turned on / off even when the vehicle 1 is in a non-turning state (straight forward state).

  Here, in the vehicle control apparatus 100 according to the second embodiment, in addition to the value corresponding to the operation amount (rotation angle) of the steering 63, the value corresponding to the yaw rate of the vehicle 1 and the lateral acceleration of the vehicle 1 (left-right direction) A value corresponding to (acceleration) is stored in the ROM 72 as a “turn limit threshold”. Similarly, in addition to the value corresponding to the operation amount (rotation angle) of the steering 63, the value corresponding to the yaw rate of the vehicle 1 and the value corresponding to the lateral acceleration (lateral acceleration) of the vehicle 1 are “the steering stability threshold value”. Is stored in the ROM 72.

  The turning limit threshold corresponding to the yaw rate and lateral acceleration of the vehicle 1 may cause the vehicle 1 to skid when the vehicle 1 travels (turns or goes straight) with the camber angle of the wheel 2 kept at the second camber angle. It is set to the limit values of the yaw rate and lateral acceleration that are determined as follows. On the other hand, the steering stability threshold corresponding to the yaw rate and lateral acceleration of the vehicle 1 is such that the vehicle 1 tends to oversteer when the vehicle 1 travels (turns or goes straight) with the camber angle of the wheel 2 kept at the second camber angle. It is set to the limit values of the yaw rate and the lateral acceleration that are determined to affect the straight traveling, and is smaller than the turning limit threshold value.

  Regarding the turning degree determination process, the CPU 71 first acquires the operation amount (rotation angle) of the steering 63 (S1), and acquires the yaw rate and lateral acceleration values of the vehicle 1 (S201 and S202). The yaw rate of the vehicle 1 can be acquired by the yaw rate sensor device 81, and the lateral acceleration (lateral acceleration) can be acquired by the acceleration sensor device 80 (see FIG. 3 for both).

  After acquiring these values (lateral state quantities) (S1, S201, and S202), it is then determined whether or not the acquired operation amount of the steering 63 is equal to or greater than the turning limit threshold (S2). If it is determined that the operation amount 63 is equal to or greater than the turning limit threshold (S2: Yes), the turning limit flag 73a is turned on (S3), and the turning degree determination processing is terminated.

  Further, when it is determined that the operation amount of the steering 63 is smaller than the turning limit threshold value as a result of the processing of S2 (S2: No), the value of the yaw rate of the vehicle 1 acquired in the processing of S201 is equal to or larger than the turning limit threshold value. Is determined (S203). As a result, when it is determined that the yaw rate of the vehicle 1 is equal to or greater than the turning limit threshold (S203: Yes), the turning limit flag 73a is turned on (S3). Then, the turning degree determination process is terminated.

  Further, when it is determined as a result of the process of S203 that the yaw rate of the vehicle 1 is smaller than the turning limit threshold (S203: No), the lateral acceleration of the vehicle 1 acquired in the process of S202 is greater than or equal to the turning limit threshold. (S204), and as a result, when it is determined that the lateral acceleration of the vehicle 1 is equal to or greater than the turning limit threshold (S204: Yes), the turning limit flag 73a is turned on (S3), The turning degree determination process ends.

  As described above, in the second embodiment, when at least one of the operation amount of the steering 63, the yaw rate of the vehicle 1, and the lateral acceleration of the vehicle 1 is equal to or larger than the turning limit threshold, the turning limit is reached. The flag 73a can be turned on.

  Therefore, for example, even if the amount of operation of the steering 63 is smaller than the turning limit threshold value, but the friction coefficient of the running road surface is low and the vehicle 1 slips due to this, the vehicle 1 By determining whether the value of the yaw rate is equal to or greater than the turning limit threshold, the turning limit flag 73a is turned on (that is, the camber angles of all the left and right rear wheels 2RL, 2RR and the left and right front wheels 2FL, 2FR are set to the first). Accordingly, the lateral rigidity of the wheel 2 and the high grip characteristic of the first tread 21 can be exhibited, and the side slip of the vehicle 1 can be suppressed.

  In addition, for example, when the vehicle 1 is in a straight traveling state, the amount of operation of the steering 63 and the yaw rate of the vehicle 1 are smaller than the turning limit threshold, but due to the influence of disturbance, such as when a crosswind is received when leaving the tunnel, Even when the behavior of the vehicle 1 becomes unstable, the turning limit flag 73a is turned on by determining whether the lateral acceleration value of the vehicle 1 is equal to or greater than the turning limit threshold (that is, the left and right rear wheels). 2RL, 2RR and the left and right front wheels 2FL, 2FR can be set as the first camber angle), so that the lateral rigidity of the wheel 2 and the high grip characteristics of the first tread 21 are exhibited. The behavior of the vehicle 1 can be stabilized and the steering stability can be ensured.

  In the processes of S203 and S204, the yaw rate and lateral acceleration values of the vehicle 1 acquired in the processes of S201 and S202, and the ROM 72 are stored in advance as in the case of the process of S1 in the first embodiment. By comparing with the turning limit threshold value, it is determined whether the current yaw rate and lateral acceleration values of the vehicle 1 are equal to or greater than the turning limit threshold value. The same applies to the processing of S206 and S207 described later.

  On the other hand, if it is determined as a result of the process of S204 that the lateral acceleration of the vehicle 1 is smaller than the turning limit threshold (S204: No), the turning limit flag 73a is turned off (S4), and then acquired by the process of S1. It is determined whether or not the operated amount of the steering 63 is equal to or greater than the steering stability threshold (S5). As a result, if it is determined that the operational amount of the steering 63 is equal to or greater than the steering stability threshold (S5: Yes). Then, the steering stability flag 73b is turned on (S6), and the turning degree determination process is terminated.

  When it is determined that the operation amount of the steering wheel 63 is smaller than the steering stability threshold as a result of the process of S5 (S5: No), the value of the yaw rate of the vehicle 1 acquired in the process of S201 is equal to or greater than the steering stability threshold. (S206), if it is determined that the yaw rate of the vehicle 1 is equal to or greater than the steering stability threshold (S206: Yes), the steering stability flag 73b is turned on (S206). Then, the turning degree determination process is terminated.

  Furthermore, when it is determined as a result of the process of S206 that the yaw rate of the vehicle 1 is smaller than the steering stability threshold (S206: No), the lateral acceleration of the vehicle 1 acquired in the process of S202 is greater than or equal to the steering stability threshold. (S207), and as a result, when it is determined that the lateral acceleration of the vehicle 1 is equal to or greater than the steering stability threshold (S207: Yes), the turning limit flag 73a is turned on (S3), The turning degree determination process ends.

  Thus, in the second embodiment, the operation amount of the steering 63, the yaw rate of the vehicle 1 and the lateral acceleration of the vehicle 1 are smaller than the turning limit threshold, and the operation amount of the steering 63 and the yaw rate of the vehicle 1 are When either of the vehicle acceleration and the lateral acceleration of the vehicle 1 is equal to or greater than the steering stability threshold, the steering stability flag 73b can be turned on after turning off the turning limit flag 73a. That is, when each of the above values (lateral state quantities) is equal to or greater than the steering stability threshold, a negative camber is applied only to the left and right rear wheels 2RL and 2RR, and the camber angles of the left and right front wheels 2FL and 2FR are set. Since the second camber angle can be maintained, the rolling resistance is unnecessarily increased while ensuring the steering stability by the lateral rigidity of the left and right rear wheels 2RL, 2RR or the high grip characteristics of the first tread 21. This can save fuel consumption.

  On the other hand, when it is determined that the lateral acceleration of the vehicle 1 is smaller than the steering stability threshold as a result of the processing of S207 (S207: No), the steering stability flag 73b is turned off (S7), and this turning degree determination processing Exit.

  Next, a third embodiment will be described with reference to FIGS. In the first embodiment, the vehicle 1 to be controlled is configured so that the camber angles of all the wheels 2 including the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR can be adjusted by the camber angle adjusting device 44. In the vehicle 501 in the third embodiment, the camber angles of only the left and right rear wheels 302RL and 302RR can be adjusted by the camber angle adjusting device 344, and the camber angles of the left and right front wheels 302FL and 302FR are adjusted. It is set as the structure which does not adjust.

  In the first embodiment, the case where the vehicle 1 to be controlled is configured to have the same configuration for all the wheels 2 including the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR has been described. The vehicle 301 in the third embodiment is configured such that left and right front wheels 302FL and 302FR and left and right rear wheels 302RL and 302RR are different. In addition, the same code | symbol is attached | subjected about the part same as said each embodiment, and the description is abbreviate | omitted.

  FIG. 7 is a schematic diagram schematically showing a vehicle 301 on which the vehicle control device 300 according to the third embodiment is mounted. First, a schematic configuration of the vehicle 301 will be described.

  As shown in FIG. 7, the vehicle 301 includes a plurality of wheels 302, which are the left and right front wheels 302 FL and 302 FR located on the front side (arrow F direction side) of the vehicle 301, and the rear side of the vehicle 301. It consists of left and right rear wheels 302RL and 302RR located on the (arrow B direction side).

  In the wheel 302, the left and right front wheels 302FL and 302FR are configured to have the same shape and characteristics, and the left and right rear wheels 302RL and 302RR are configured to have the same shape and characteristics. Further, the left and right front wheels 302FL and 302FR have a tread width (dimension in the left-right direction in FIG. 7) set to be wider than the tread width of the left and right rear wheels 302RL and 302RR. The treads of the left and right front wheels 302FL and 302FR and the treads of the left and right rear wheels 302RL and 302RR are configured to have the same characteristics.

  In the wheel 302, left and right front wheels 302FL and 302FR are connected to the vehicle body frame BF by a suspension device 304, while left and right rear wheels 302RL and 302RR are connected to the vehicle body frame BF by a suspension device 4. Note that the suspension device 304 is omitted from the function of adjusting the camber angles of the left and right front wheels 302FL and 302FR (that is, in the suspension device 4 shown in FIG. 2, the expansion / contraction function by the FR motor 44FR is omitted). Except for (), the other configuration is the same as that of the suspension device 4, and the description thereof is omitted.

  Thus, in the vehicle 301 in the third embodiment, the width of the tread of the left and right rear wheels 302RL and 302RR is narrower than the width of the tread of the left and right front wheels 302FL and 302FR. The coefficient of friction with respect to the road surface can be made larger than the coefficient of friction with respect to the road surface of the rear wheels 302RL and 302RR. As a result, the braking force can be improved. Further, in the present embodiment in which the left and right front wheels 302FL and 302FR are drive wheels, acceleration performance can be improved.

  On the other hand, since the rolling resistance of the left and right rear wheels 302RL and 302RR can be made smaller than the rolling resistance of the left and right front wheels 302FL and 302FR, fuel consumption can be reduced correspondingly. Further, since camber angles can be given to the left and right rear wheels 302RL and 302RR, it is possible to generate a lateral force and improve turning performance.

  The vehicle control device 300 is a device for controlling each part of the vehicle 301 configured as described above. For example, the camber angle adjustment device 344 (see FIG. 5) according to the operation state of the steering 63, the yaw rate of the vehicle 301, and the like. 8), the camber angles of the left and right rear wheels 302RL and 302RR are controlled.

  Next, a detailed configuration of the vehicle control device 300 will be described with reference to FIG. FIG. 8 is a block diagram showing an electrical configuration of the vehicle control device 300. In the vehicle control device 300, a lateral state flag 373 a is provided in the RAM 73. The lateral state flag 373a is detected by the lateral state amount of the vehicle 1 (the turning degree of the vehicle 1 based on the operation amount of the steering 63, the yaw rate of the vehicle 1 detected by the yaw rate sensor device 81, or the acceleration sensor device 80). This is a flag indicating whether or not the lateral acceleration) is greater than or equal to the lateral state threshold value, and is switched on or off when a turning degree determination process (see FIG. 9) described later is executed.

  In the vehicle control device 300 according to the third embodiment, a value corresponding to the operation amount (rotation angle) of the steering 63, a value corresponding to the yaw rate of the vehicle 301, and a lateral acceleration (lateral acceleration) of the vehicle 301. Is stored in the ROM 72 as a “horizontal state threshold value”. This threshold value for the lateral direction is the degree of turning, the yaw rate, and the lateral force that are determined to cause the vehicle 301 to slip sideways when the vehicle 1 travels (turns or goes straight) with the camber angle of the wheel 2 being the second camber angle. Each is set to the limit value of acceleration.

  The camber angle adjusting device 344 is a device for adjusting the camber angles of the left and right rear wheels 302RL and 302RR, respectively, and gives a total of two RL and RR motors 44RL, which give camber angles to the left and right rear wheels 302RL and 302RR. 44RR and a drive control circuit (not shown) for driving and controlling each of the motors 44RL and 44RR based on an instruction from the CPU 71 are mainly provided. That is, the camber angle adjusting device 344 in the third embodiment omits a part of the camber angle adjusting device 44 in the first embodiment (FL corresponding to the left and right front wheels 302FL, 302FR, FR motors 44FL, 44FR). Configured.

  Next, the turning degree determination process will be described with reference to FIG. FIG. 9 is a flowchart showing the turning degree determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power source of the vehicle control device 300 is turned on, as in the case of the first embodiment described above. .

  In the third embodiment, as in the second embodiment, not only the turning degree of the vehicle 301 is determined based on the operation amount of the steering 63, but also the turning degree of the vehicle 301 is determined based on the yaw rate. Further, based on the lateral acceleration, the influence of a disturbance such as a cross wind is also determined. That is, in this process, the lateral state flag 373a is turned on / off even when the vehicle 301 is in a non-turning state (straight forward state).

  The CPU 71 obtains the lateral state amount (the amount of operation of the steering wheel 63, the yaw rate and the lateral acceleration of the vehicle 301) (S1, S201, and S202), and then the obtained operation amount of the steering wheel 63 becomes the lateral state threshold value. It is determined whether or not it is above (S302). As a result, when it is determined that the operation amount of the steering 63 is equal to or larger than the lateral state threshold (S302: Yes), the lateral state flag 373a is turned on. (S305), and the turning degree determination process ends.

  If it is determined that the operation amount of the steering 63 is smaller than the lateral state threshold value as a result of the process of S302 (S302: No), the yaw rate value of the vehicle 301 acquired in the process of S201 is the lateral state. It is determined whether or not the threshold value is equal to or greater than the threshold value (S303). As a result, when it is determined that the yaw rate of the vehicle 301 is equal to or greater than the horizontal direction threshold value (S303: Yes), the horizontal direction flag 373a is turned on. (S305), and the turning degree determination process ends.

  Furthermore, when it is determined as a result of the process of S303 that the yaw rate of the vehicle 301 is smaller than the lateral state threshold (S303: No), the lateral acceleration of the vehicle 301 acquired in the process of S202 is equal to or greater than the lateral state threshold. (S304), and if it is determined that the lateral acceleration of the vehicle 301 is equal to or greater than the lateral state threshold (S304: Yes), the lateral state flag 373a is turned on. (S305), the turning degree determination process is terminated.

  On the other hand, if it is determined as a result of the process of S304 that the lateral acceleration of the vehicle 301 is smaller than the lateral state threshold (S304: No), the lateral state flag 373a is turned off (S306). finish.

  As described above, in the third embodiment, when at least one of the operation amount of the steering 63, the yaw rate of the vehicle 301, and the lateral acceleration of the vehicle 301 is equal to or greater than the lateral state threshold, When the direction state flag 373a is turned on and all of these values are smaller than the horizontal state threshold value, the horizontal direction flag 373a is turned off.

  In the processing of S302 to S304, the values of the yaw rate and lateral acceleration of the vehicle 301 acquired in the processing of S1, S201, and S202 are compared with the lateral state threshold value stored in advance in the ROM 72, and the current vehicle It is determined whether the yaw rate and lateral acceleration value 301 are equal to or greater than the lateral state threshold value.

  Next, camber control processing will be described with reference to FIG. FIG. 10 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 300 is turned on, and the wheels 302 according to the lateral state quantity of the vehicle 301. This is a process for adjusting the camber angle of the left and right rear wheels 302RL and 302RR.

  Regarding the camber control process, the CPU 71 first determines whether or not the horizontal state flag 373a is on (S311), and if it is determined that the horizontal state flag 373a is on (S311: Yes). The RL motor 44RL and the RR motor 44RR are operated to adjust the camber angles of the left and right rear wheels 302RL and 302RR to the first camber angle, and a negative camber is applied to the left and right rear wheels 302RL and 302RR (S12).

  Next, it is determined whether or not the camber angles of the left and right rear wheels 302RL and 302RR have reached the first camber angle (S13). If it is determined that the camber angles have not reached the first camber angle (S13: No) The process of S13 is repeatedly executed until it is determined that the first camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right rear wheels 302RL and 302RR have reached the first camber angle as a result of the process of S13 (S13: Yes), the camber control process is terminated.

  As a result, for example, even when the operation amount of the steering 63 is smaller than the lateral state threshold value, the friction coefficient of the road surface on which the vehicle travels is low, and a side slip occurs in the vehicle 301 due to this, The camber angles of the rear wheels 302RL and 302RR can be the first camber angle. As a result, the lateral rigidity of the left and right rear wheels 302RL, 302RR can be exhibited and the side slip of the vehicle 301 can be suppressed.

  In addition, for example, when the vehicle 301 is in a straight traveling state and the operation amount of the steering 63 and the yaw rate of the vehicle 301 are smaller than the lateral state threshold value, the influence of disturbance is applied as in the case of receiving a cross wind when leaving the tunnel. Even when the behavior of the vehicle 301 becomes unstable, the camber angles of the left and right rear wheels 302RL and 302RR can be set to the first camber angle. As a result, by exhibiting the lateral rigidity of the left and right rear wheels 302RL, 302RR, it is possible to stabilize the behavior of the vehicle 301 and ensure steering stability.

  As a result of the processing of S311, when it is determined that the lateral state flag 373a is OFF (S311: No), the RL motor 44RL and the RR motor 44RR are operated and the camber angles of the left and right rear wheels 302RL and 302RR are Is adjusted to the second camber angle, and the application of the negative camber to the left and right rear wheels 302RL, 302RR is canceled (S21).

  Next, it is determined whether or not the camber angles of the left and right rear wheels 302RL and 302RR have reached the second camber angle (S22). If it is determined that the camber angle has not reached the second camber angle (S22: No) The process of S22 is repeatedly executed until it is determined that the second camber angle has been reached. On the other hand, if it is determined that the camber angles of the left and right rear wheels 302RL and 302RR have reached the second camber angle as a result of the process of S22 (S22: Yes), the camber control process is terminated.

  Thereby, when the lateral state amount flag 373b is off, that is, when the vehicle 301 is not turning and the value of the lateral acceleration is relatively small, or even when the vehicle is turning, the operation amount of the steering 63 is relatively small. When it is determined that the value of the yaw moment is relatively small and the risk of skidding is low, the influence of canvas last can be avoided and fuel saving can be achieved.

  As described above, according to the present embodiment, when the vehicle 301 turns, since the negative camber is applied to both the left and right rear wheels 302RL and 302RR, the canvas rear of the left rear wheel 302RL and the right rear wheel It is possible to suppress the yaw moment generated in the vehicle 301 by causing the canvas rust of 302RR to be generated in directions that cancel each other. Also, regardless of whether the vehicle is a turning outer wheel or a turning inner wheel, negative camber is applied to both the left and right rear wheels 302RL and 302RR, so that the turning direction changes even during slalom traveling in which the turning direction changes repeatedly. It is possible to prevent frequent adjustment of the camber angle. Therefore, it is possible to stabilize the behavior of the vehicle 301 while ensuring steering stability during turning.

  Next, a fourth embodiment will be described with reference to FIGS. 11 and 12. In 1st Embodiment, although the vehicle 1 which is a control object demonstrated the case where two types of tread of the 1st tread 21 and the 2nd tread 22 was provided, the vehicle 401 in 4th Embodiment is 1st tread. 421, a second tread 422, and a third tread 423 are provided. In addition, the same code | symbol is attached | subjected about the part same as said each embodiment, and the description is abbreviate | omitted. In the fourth embodiment, a case where the vehicle 401 is controlled by the vehicle control device 100 in the first embodiment will be described as an example.

  FIG. 11 is a schematic view schematically showing a vehicle 401 on which the vehicle control device 100 according to the fourth embodiment is mounted, and FIG. 12 is a front view of the suspension device 4. As shown in FIGS. 11 and 12, the vehicle 401 includes a plurality of wheels 402, and the wheels 402 include left and right front wheels 402 </ b> FL and 402 </ b> FR positioned on the front side (arrow F direction side) of the vehicle 401, and the vehicle 401. Left and right rear wheels 402RL, 402RR located on the rear side (arrow B direction side).

  The wheel 402 includes three types of treads, a first tread 421, a second tread 422, and a third tread 423. In each wheel 402, the first tread 421 is disposed inside the vehicle 401 and the third tread 423 is provided. Is disposed outside the vehicle 401, and the second tread 422 is disposed between the first tread 421 and the third tread 423.

  In the present embodiment, the first tread 421, the second tread 422, and the third tread 423 have the same width (dimension in the left-right direction in FIG. 11). However, the outer diameter of the first tread 421 and the outer diameter of the third tread 423 are configured to be gradually reduced as the distance from the second tread 422 increases. Therefore, when the camber angle is 0 degree (steady angle), at least a part of the first tread 421 and the third tread 423 on the shoulder side has a gap with the road surface.

  The first tread 421, the second tread 422, and the third tread 423 are configured such that the second tread 422 is made of a material having higher hardness than the first tread 421 and the third tread 423, and the first tread 421 becomes the second tread 422. In contrast, the second tread 422 is configured to have a smaller rolling resistance (low rolling resistance) than the first tread 421 while being configured to have a higher grip force (high grip performance). In addition, the third tread 423 is configured to have a higher gripping property than at least the second tread 422, and the second tread 422 has a lower rolling resistance than the third tread 423 (low resistance). Rolling resistance).

  As in the case of the first embodiment, the vehicle control device 100 operates the wheel 402 (the left and right front wheels 402FL, 402RR and the left and right) by operating the camber angle adjusting device 44 according to the operating state of the steering 63, for example. The camber angle of the rear wheels 502RL and 502RR) is controlled.

  For example, as shown in FIG. 12, the suspension device 4 corresponding to the right front wheel 402FR will be described as a representative example. When the FR motor 44FR is driven, the wheel 402 is driven to swing around the camber shaft 45, and a predetermined camber angle is given to the wheel 402.

  Thus, for example, when the FR motor 44FR is driven to rotate in one direction, the camber angle is controlled, and when a negative camber is applied to the wheel 402, the grounding of the first tread 421 disposed inside the vehicle 401 is performed. As the area increases, the ground contact area of the second tread 422 decreases. Thereby, the high grip property of the first tread 421 can be exhibited and the grip performance can be ensured.

  Similarly, when the FR motor 44FR is rotationally driven in the other direction, the camber angle is controlled, and when a positive camber is applied to the wheel 402, the ground contact area of the third tread 423 disposed outside the vehicle 401 Increases, and the contact area of the second tread 422 decreases. Thereby, the high grip performance of the third tread 423 can be exhibited and the grip performance can be ensured.

  On the other hand, the camber angle is controlled by rotating the FR motor 44FR in the other direction or one direction from the above state, and the camber angle of the wheel 402 is set to 0 degree (that is, the camber angle control). Is released, and the camber angle of the wheel 402 is restored to the steady angle), the ground contact area of the first tread 421 or the third tread 423 disposed inside or outside the vehicle 401 is reduced and The ground contact area of the arranged second tread 422 increases. Thereby, the low rolling resistance of the 2nd tread 422 can be exhibited and a fuel-saving can be achieved.

  The vehicle 401 according to the fourth embodiment configured as described above can be controlled by the vehicle control device 100 according to the first embodiment as in the case of the above-described embodiments. That is, in the first embodiment, instead of the process for providing the negative camber to the wheel 2, the process for providing the negative camber to the wheel 402 may be executed. In the first embodiment, About the process which returns the camber angle of the wheel 2 to a steady angle, it may replace with this and the process which returns the camber angle of the wheel 402 to a steady angle should just be performed.

  Note that, in the fourth embodiment, instead of this, the process of giving a positive camber to the wheel 402 may be executed for the process of giving a negative camber to the wheel 402. In this case, camber angles in different directions may be given to the turning inner wheel and the turning outer wheel. For example, a mode in which a positive camber is applied to the inner turning wheel and a negative camber is applied to the outer turning wheel is exemplified.

  Here, in the flowchart shown in FIG. 4 (turning degree determination process), the processing in S1 is performed as the lateral state quantity acquisition unit according to claim 1, and the processes in S2 and S5 are performed as the lateral state quantity determination unit. In the flowchart shown in FIG. 5 (camber control process), the processes of S12 and S17 are performed as the rear wheel camber control means, the process of S14 is performed as the front wheel camber control means according to claim 2, and the process of S14 is performed as the front wheel camber release means according to claim 4. Corresponds to the process of S19.

  Further, in the flowchart shown in FIG. 4 (turning degree determination processing), “when the lateral state quantity is judged to satisfy at least the first condition by the lateral state quantity judging means” is described in S2. The case where the determination is “Yes” in the process of S2 and the case where “No” is determined in the process of S2 and “Yes” is determined in the process of S5 are described. The case where the horizontal state quantity determination unit determines that the second condition having a threshold value higher than the first condition is satisfied corresponds to the case where “Yes” is determined in the process of S2.

  In the flowchart shown in FIG. 6 (turning degree determination processing), the processing in S1, S201, and S202 is performed as the lateral state quantity acquisition unit according to claim 1, and the processing in S2, S203, S204, and S5 is performed as the lateral state quantity determination unit. , S206 and S207 correspond respectively.

  Further, in the flowchart shown in FIG. 6 (turning degree determination process), “when the lateral state quantity is determined to be at least satisfying the first condition by the lateral state quantity judging means” is described in S2. When “Yes” is determined in the processing of S203 or S204, “No” is determined in the processing of S2, S203, and S204, and “Yes” is determined in the processing of S5, S206, or S207. The case of “when the lateral state quantity determining means determines that the lateral state quantity satisfies the second condition having a threshold value higher than the first condition” according to claim 2 is a process of S2, S203 or S204. The case where “Yes” is determined in FIG.

  In the flowchart shown in FIG. 9 (turning degree determination processing), the processing in S1, S201, and S202 is performed as the lateral state quantity acquisition unit according to claim 1, and the processing in S302, S303, and S305 is performed as the lateral state quantity determination unit. However, in the flowchart (camber control process) shown in FIG. 10, the process of S12 corresponds to the rear wheel camber control means.

  Further, in the flowchart (turning degree determination means) shown in FIG. 9, “when the lateral state quantity is judged to satisfy at least the first condition by the lateral state quantity judgment means” according to claim 1 is S302. , S303 or S304 corresponds to the case where “Yes” is determined.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values given in the above embodiment are merely examples, and other numerical values can naturally be adopted. For example, the values of the first camber angle and the second camber angle described in the above embodiments can be set arbitrarily.

  In each of the above embodiments, the left and right rear wheels 2RL, 2RR, 402RL, and 402RR and the left and right front wheels 2FL, 2FR, 402FL, and 402FR, or the left and right rear wheels 302RL and 302RR are provided with negative cambers. The case where both the rear wheels 2RL, 2RR, 402RL, and 402RR and the left and right front wheels 2FL, 2FR, 402FL, and 402FR, or the left and right rear wheels 302RL and 302RR are all adjusted to the first camber angle has been described. The present invention is not necessarily limited to this, and the left and right rear wheels 2RL, 2RR, 402RL, and 402RR and the left and right front wheels 2FL, 2FR, 402FL, and 402FR, or the left and right rear wheels 302RL and 302RR are different in the negative direction. The camber angle may be adjusted. Even in this case, the left rear wheel 2RL, 402RL or the left front wheel 2FL, 402FL or the left rear wheel 302RL and the right rear wheel 2RR, 402RR or the right front wheel 2FR, 402FR or the right rear wheel 302RR Can be generated in directions that cancel each other, and the yaw moment generated in the vehicles 1, 301, 401 can be suppressed.

  In the first and fourth embodiments, the turning degree of the vehicles 1 and 401 is determined based on the operation amount of the steering 63, and in the second and third embodiments, the yaw rate and lateral acceleration of the vehicles 1 and 301 are further increased. Although the case where the lateral state quantities of the vehicles 1 and 301 are respectively determined based on the above has been described, the present invention is not necessarily limited thereto, and the vehicle 1 is based on other state quantities instead of the operation amount of the steering 63. Naturally, it is possible to determine the degree of turning and the state quantity in the lateral direction. Other state quantities include, for example, the operation speed of the steering wheel 63, the amount of change of the yaw rate of the vehicles 1, 301, 401 per unit time, the amount of change of the lateral acceleration of the vehicles 1, 301, 401 per unit time, the vehicle 1 , 301, 401 and the like.

  In the first, second, and fourth embodiments, when the vehicle 1,401 turns or goes straight with the camber angle of the wheels 2,402 being the second camber angle, the vehicle 1,401 Although the case where the turning degree, the yaw rate, and the lateral acceleration are determined to be set to the risk of skidding has been described, the present invention is not necessarily limited to this. For example, the state quantity of the vehicle 1, 401 (for example, It may be set based on the operation amount of the steering 63). Further, in the above embodiment, when the vehicle 1,401 turns or goes straight with the camber angle of the wheels 2,402 being the second camber angle, the vehicle 1,401 tends to oversteer or goes straight. Although the case where the turning degree, the yaw rate, and the lateral acceleration that are determined to affect the driving have been set to the limit values has been described, the present invention is not necessarily limited thereto. It may be set based on the state amount 401 (for example, the operation amount of the steering 63).

  Similarly, in the third embodiment, when the vehicle 301 turns or goes straight with the camber angle of the wheel 302 being the second camber angle, it is determined that the vehicle 301 may slip sideways. Although the case where the turning degree, the yaw rate, and the lateral acceleration are set to the limit values has been described, the present invention is not necessarily limited thereto. For example, when the vehicle 301 turns or goes straight with the camber angle of the wheel 301 being the second camber angle. In addition, the vehicle 301 may be set to the limit value of the degree of turning, the yaw rate, and the lateral acceleration that are judged to be oversteered or affect the straight traveling, or simply the state quantity of the vehicle 1, 401 (for example, It may be set based on the operation amount of the steering 63).

  In each of the above embodiments, the case where the turning limit threshold value, the steering stability threshold value, or the lateral state threshold value is a constant value stored in advance in the ROM 72 is described. However, the present invention is not necessarily limited to this. It is also possible to obtain a road surface condition and set a turning threshold value, a steering stability threshold value, or a lateral state threshold value according to the acquired weather and road condition. In this case, the turning degree of the vehicles 1, 301, 401 can be determined with higher accuracy.

  In the first, second, and fourth embodiments, the left and right rear wheels 2RL, 2RR, 402RL, and 402RR have negative cambers on the left and right front wheels 2FL, 2FR, 402FL, and 402FR after the camber angles of the left and right rear wheels 2RL, 2RR, 402RL, and 402RR reach the first camber angle. However, the present invention is not necessarily limited to this. The left and right front wheels 2FL are not necessarily waited until the camber angles of the left and right rear wheels 2RL, 2RR, 402RL, and 402RR reach the first camber angle. , 2FR, 402FL, 402FR may be provided with a negative camber. In this case, the negative camber can be quickly applied to the wheels 2 and 402, and the steering stability during a sudden turn can be ensured.

  In the first, second, and fourth embodiments, the left and right rear wheels 2FL, 2RR, 402RL, and 402RR are moved after the camber angles of the left and right front wheels 2FL, 2FR, 402FL, and 402FR reach the second camber angle. However, the present invention is not necessarily limited to this. Without waiting for the camber angles of the left and right front wheels 2FL, 2FR, 402FL, 402FR to reach the second camber angle, The assignment of the negative camber to the left and right rear wheels 2RL, 2RR, 402RL, and 402RR may be canceled. In this case, the application of the negative camber to the wheels 2,402 can be quickly released, and fuel consumption can be reduced.

  Although the description is omitted in each of the above embodiments, when a negative camber is not applied to the left and right rear wheels 2RL, 2RR, 302RL, 302RR, 402RL, and 402RR, a predetermined time (for example, 3 seconds) has elapsed. You may cancel after waiting. In this case, in a road situation where the vehicles 1, 301, 401 such as mountain roads frequently turn, the camber angle adjusting device 44 is not operated every time the vehicles 1, 301, 401 turn. Can be prevented from switching frequently.

  In the first and second embodiments, the case where the first tread 21 is disposed inside the vehicle 1 and the second tread 22 is disposed outside the vehicle 1 has been described. However, the present invention is not necessarily limited to this. For example, the first tread 21 may be disposed outside the vehicle 1 and the second tread 22 may be disposed inside the vehicle 1. In this case, the camber angle of the wheel 2 is adjusted to the second camber angle in the first camber state, and the camber angle of the wheel 2 is adjusted to a predetermined positive direction angle in the second camber state. By configuring so that a positive camber is applied, the behavior of the vehicle 1 can be stabilized while ensuring steering stability during turning, as in the case of the above-described embodiment.

  In each of the above embodiments, the description is omitted, but some or all of the wheels 2, 302, 402 of the vehicles 1, 301, 401 in each embodiment are replaced with the wheels 2, 302, 402 in the other embodiments. A part or all of 402 may be replaced. For example, the wheels 2, 402 of the vehicles 1, 401 controlled by the vehicle control device 100 in the first embodiment may be changed to the wheels 302 of the vehicle 301 in the third embodiment, or the above The wheel 302 of the vehicle 301 controlled by the vehicle control device 300 in the third embodiment may be changed to the wheel 2 402 of the vehicle 1, 401 in the first or fourth embodiment.

  In the third embodiment, as a technique for making the left and right rear wheels 302RL and 302RR have a lower rolling resistance than the left and right front wheels 302FL and 302FR, the widths of the treads of the left and right rear wheels 302RL and 302RR are Although the method of making it smaller than the width of the tread of the front wheels 302FL and 302FR has been described as an example, the method is not necessarily limited to this, and other methods may be adopted.

  For example, as another method, the treads of the left and right rear wheels 302RL and 302RR are made of a material that is harder than the treads of the left and right front wheels 302FL and 302FR, and the treads of the left and right front wheels 302FL and 302FR are While the characteristics of the grip force higher than the treads of 302RL and 302RR (high grip performance), the tread of the left and right rear wheels 302RL and 302RR is less characteristic of rolling resistance than the tread of the left and right front wheels 302FL and 302FR (low rolling resistance). ), The tread pattern of the left and right rear wheels 302RL and 302RR is set to a lower rolling resistance pattern than the tread pattern of the left and right front wheels 302FL and 302FR (for example, the left and right rear wheels 302RL and 302RR). Tread pattern of rug type or block tie The second tread pattern of the left and right rear wheels 302RL and 302RR is a rib type), a third method in which the air pressure of the left and right rear wheels 302RL and 302RR is higher than the air pressure of the left and right front wheels 302FL and 302FR. Method, a fourth method in which the thickness dimensions of the treads of the left and right rear wheels 302RL and 302RR are smaller (thin) than the thickness dimensions of the treads of the left and right front wheels 302FL and 302FR, or the first to fourth A fifth technique that combines a part or all of the technique and the technique in the fifth embodiment (a technique for varying the width of the tread) is illustrated.

  In the third embodiment, the case where the width of the tread of the left and right rear wheels 302RL and 302RR is made smaller than the width of the tread of the left and right front wheels 302FL and 302FR has been described. The width of the tread of the left and right rear wheels 302RL and 302RR may be the same as the width of the tread of the left and right front wheels 302FL and 302FR. Even in this case, the left and right rear wheels 302RL and 302RR can be made to have a lower rolling resistance than the left and right front wheels 302FL and 302FR by combining a part or all of the first to fifth methods described above with this configuration. it can. Therefore, it is possible to achieve both steering stability and fuel saving.

  In the third embodiment, the case where the width of the tread of the left and right rear wheels 302RL and 302RR is made smaller (narrower) than the width of the tread of the left and right front wheels 302FL and 302FR has been described. The tread widths of the left and right rear wheels 302RL and 302RR are preferably configured as follows. That is, the value (L / R) obtained by dividing the tire width L ([mm]) by the tire outer diameter R ([mm]) is preferably larger than 0.1 and smaller than 0.4 (0. 1 <L / R <0.4), more preferably larger than 0.1 and smaller than 0.3 (0.1 <L / R <0.3). This is because the rolling resistance can be reduced while improving the fuel efficiency while ensuring the steering stability. The tread width is larger than the rim width and smaller than the tire width.

  In the third embodiment, the case where the tread widths of the left and right rear wheels 302RL and 302RR are configured to be narrower than the tread widths of the left and right front wheels 302FL and 302FR has been described. A method for setting the tread width of the left and right rear wheels 302RL and 302RR in this case will be described. 13 is a front view of the rear wheels 1302RL and 1302RR supported by the suspension device 4, and FIG. 14 is a front view of the rear wheels 302RL and 302RR supported by the suspension device 4. 13 and 14 are front views corresponding to FIG. 2, and only the right wheel side is illustrated and the illustration of the suspension device 4 is simplified. In FIGS. 13 and 14, a two-dot chain line is used with a vertical line passing through the outline of the vehicle body B (arrow UD direction line, see FIG. 2) as an outline S (that is, a line indicating the full width of the vehicle 301). Are shown.

  The rear wheels 1302RL and 1302RR are wheels configured to have the same dimensions as the front wheels 302FL and 302FR described in the third embodiment. Here, the vehicle 301 adds a telescopic function by the RL and RR motors 44RL and 44RR only to the rear wheel side suspension device 304 with respect to the existing vehicle that supports all the front and rear wheels 302 by the suspension device 304. 4 is a vehicle configured. Therefore, as shown in FIG. 13A, the vehicle 301 does not project the rear wheels 1302RL and 1302RR outward from the outline S at least when the camber angle is at a steady angle (= 0 °) (that is, the safety standard is set). It can be installed to satisfy.

  However, when the control for adjusting the camber angles of the rear wheels 1302RL and 1302RR is performed, the rear wheels 1302RL and 1302RR protrude outward beyond the outline S as shown in FIG. There was a problem that it was not possible. For this reason, the range in which the camber angles of the rear wheels 1302RL and 1302RR can be adjusted is limited, and a camber angle having a sufficient angle cannot be provided.

  In this case, it may be possible to secure an adjustable range of the camber angle by moving the arrangement position of the suspension device 4 itself to the inside of the vehicle 301 (right side in FIG. 13A). Since it is necessary to change the structure, the cost increases and is not practical. On the other hand, by moving the wheel offsets of the rear wheels 1302RL and 1302RR from the wheel center line C to the outside of the vehicle 301 (left side in FIG. 13A), a relatively large angle can be obtained without changing the structure of the vehicle 301. This camber angle can be given to the rear wheels 1302RL and 1302RR. However, in this case, the rear wheels 1302RL and 1302RR themselves move toward the inside of the vehicle 301 by the amount of the wheel offset, so interference with the vehicle body B is inevitable.

  Therefore, as shown in FIG. 14, the applicant of the present application makes it unnecessary to significantly change the structure of the existing vehicle (vehicle 301) by reducing the tire width Wl of the rear wheels 302RL and 302RR, and Thus, the present inventors have come up with a configuration that allows the canvas last to be fully exerted by satisfying the safety standards while ensuring a sufficiently adjustable camber angle range.

  A method for setting the tire width Wl of the rear wheels 302RL and 302RR will be described with reference to FIGS. FIG. 15 is a schematic view schematically showing a front view of a wheel supported by the suspension device 4, and shows a state where a negative camber having a camber angle θ is given.

  As shown in FIG. 15, the wheel width dimension is defined as the tire width W, the diameter is defined as the tire diameter R, and the distance from the tire center line (wheel center line) C to the wheel seat surface T is defined as the wheel offset A. . In this case, the distance L in the horizontal direction from the tire outer end M, which is the position where the wheel protrudes most outward, to the origin O, which is the intersection of the wheel rotation axis and the wheel seating surface T, is as follows. Calculated.

  That is, as shown in FIG. 15, the distance between the position P that is the intersection of the wheel rotation axis and the outer surface of the wheel and the origin O is a value obtained by dividing the wheel offset A from the half value of the tire width W ( W / 2−A), the distance J, which is the distance in the horizontal direction from the position P to the origin O, is J = (W / 2−A) · cos θ from the relationship of the trigonometric ratio.

  On the other hand, since the distance connecting the position P and the tire outer end M is a half value (R / 2) of the tire diameter R, the distance K, which is the horizontal distance from the tire outer end K to the position P, is From the relationship of the trigonometric ratio, K = (R / 2) · sin θ.

  Therefore, since the distance L is the sum of the distance J and the distance K, these are added to be L = (W / 2−A) · cos θ + (R / 2) · sin θ. When this relational expression is summarized by the tire width W, W = 2A−R · tan θ + 2L / cos θ.

  The distance L is the distance in the horizontal direction from the origin O to the outline S so that the tire outer end M of the wheel does not protrude outward beyond the outline S of the vehicle 301 and satisfies the safety standard. (Refer to FIG. 13 (b) and FIG. 14 (b)). Therefore, by applying the maximum value of the distance L (that is, the distance Z) and the maximum value of the camber angle θ to be applied to the wheel (for example, 3 °) to the above formula that determines the tire width W, The maximum value of the tire width W can be determined.

  That is, for the rear wheels 1302RL and 1302RR shown in FIG. 13, assuming that the maximum camber angle for preventing the tire outer end M from projecting outward beyond the outline S is θw, the tire width Ww is W = 2A−. R · tan θw + 2Z / cos θw. With respect to the rear wheels 302RL and 302RR shown in FIG. 14, assuming that the maximum camber angle for preventing the tire outer end M from projecting outward beyond the outline S is θl, the tire width Wl is , W = 2A−R · tan θl + 2Z / cos θl.

  In addition, the width of the tread of each wheel is set in a range not exceeding the tire width W. Note that the minimum value of the tire width W is twice the wheel offset A because the tire outer end M cannot be disposed inside the wheel seat surface T.

  As described above, according to the above formula for determining the tire width W, the maximum value of the camber angle θ imparted to the wheel can be increased by reducing the tire width W of the wheel (that is, the width of the tread). it can. That is, as described in the above embodiments, the width of the tread (tire width W) of the rear wheels 302RL and 302RR is made narrower than the width of the tread of the front wheels 302FL and 302FR, so that the existing vehicle (vehicle 301 ), It is not necessary to make a significant structural change, and the camber angle adjustable range of the rear wheels 302RL and 302RR can be secured and the canvas last can be sufficiently exhibited while satisfying the safety standards.

  In this case, since the width of the tread of the front wheels 302FL and 302FR can be increased, the braking force can be improved. In particular, in the present embodiment in which the front wheels 2FL and 2FR are drive wheels, acceleration performance can be improved. On the other hand, by making the tread width of the rear wheels 302RL, 302RR narrower than the tread width of the left and right front wheels 2FL, 2FR, the rolling resistance of the rear wheels 302RL, 302RR is made to be greater than the rolling resistance of the front wheels 2FL, 2FR. The fuel consumption can be reduced and the fuel consumption can be reduced accordingly.

100, 300 Vehicle control device 1, 301, 401 Vehicle 2, 302, 402 Wheel 2FL, 302FL, 402FL Left front wheel (part of front wheel)
2FR, 302FR, 402FR Right front wheel (part of front wheel)
2RL, 302RL, 402RL Left rear wheel (part of rear wheel)
2RR, 302RR, 402RR Right rear wheel (part of rear wheel)
44,344 Camber angle adjusting device 44FL FL motor (part of camber angle adjusting device)
44FR FR motor (part of camber angle adjustment device)
44RL RL motor (part of camber angle adjustment device)
44RR RR motor (part of camber angle adjustment device)

Claims (4)

Left and right front wheels and left and right rear wheels, and a rear wheel camber angle adjusting device that adjusts the camber angles of the left and right rear wheels, wherein at least one of the left and right front wheels and the left and right rear wheels is configured to be steerable. A vehicle control device used for a vehicle,
Lateral state quantity acquisition means for acquiring a lateral state quantity of the vehicle;
Lateral state quantity determining means for determining whether the horizontal state quantity acquired by the horizontal direction acquiring means satisfies a predetermined condition;
When the lateral state quantity determining means determines that the lateral state quantity satisfies at least the first condition, the rear camber angle adjusting device is operated to apply a negative camber to both the left and right rear wheels. And a rear wheel camber control means for providing a vehicle control device. The vehicle includes a front wheel camber angle adjusting device that adjusts camber angles of the left and right front wheels,
Front wheel camber control means for applying negative camber to both the left and right front wheels by operating the front wheel camber angle adjusting device after giving negative camber to both the left and right rear wheels by the rear wheel camber control means; The vehicle control device according to claim 1, further comprising:   A negative camber is provided to both the left and right front wheels when the lateral state quantity determining unit determines that the lateral state quantity satisfies a second condition having a threshold value higher than the first condition. The vehicle control device according to claim 2.   In a state where negative camber is applied to the left and right front wheels and the left and right rear wheels, when the lateral state quantity determining unit determines that the lateral state quantity does not satisfy the first condition, 4. The vehicle control device according to claim 2, further comprising a front wheel camber releasing unit that releases application of the negative camber to the left and right front wheels before a rear wheel. 5.

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