CN101641229A - Controller for vehicle - Google Patents

Abstract

A controller for vehicle which can satisfy both high grip performance and low fuel consumption while ensuring excellent safety during running. The controller for vehicle comprises a means for calculating the coefficient of friction between the wheel and the surface of running road, a means for calculating the command value of camber angle of the wheel based on the coefficient of friction thus calculated, and a means for selecting a wheel which operates a camber angle controller based on the operating state of a brake operation member detected by a brake detection means. Based on the command value of camber angle calculated by the camber angle calculation means, a first camber angle alteration means adjusts the camber angle of the wheel selected by the wheel section means. With such an arrangement, the wheel can exhibit a coefficient of friction required for suppressing slip of wheel surely while enhancing fuel saving performance, and acceleration performance, brake performance or turning performance can be enhanced more effectively.

Description

Vehicle console device

Technical field

The present invention relates to a kind of vehicle for the camber angle control apparatus that has wheel and the camber angle of this wheel is regulated, control the vehicle console device of the camber angle of described wheel by the action of described camber angle control apparatus, relate in particular to a kind of vehicle console device that can realize high adherence properties and low combustion expense simultaneously.

Background technology

At present, people are attempting to give full play to by the camber angle (angle between tire center and the ground) that increases wheel in negative direction the ability of tire, improve turning performance.If camber angle is set at for example 0 °, tire protector contacts with ground on whole Width during straight-line travelling, and action of centrifugal force can make the tire protector that is positioned at the track of vehicle inboard float from ground when turning, thereby can not obtain enough turning performancies.Therefore, if set the camber angle of negative direction in advance, can strengthen tire protector and ground-surface contact width when turning, thereby can improve turning performance.

But, if wheel is installed on the vehicle, though can improve the turning performance of tire with bigger negative direction camber angle, but eccentric wear appears in the earth contact pressure of the tire protector end of inboard when having increased straight-line travelling, tire to be decreased, and has reduced economy, and the temperature of tire protector end can raise.

In the disclosed technology of Japanese kokai publication hei 2-185802 communique, when being installed to wheel on the vehicle with bigger negative direction camber angle, strengthen the rigidity of edge (side) portion of tire one side, make its edge part greater than opposite side, simultaneously tire protector rubber is divided into two parts, make the hardness of one side be lower than opposite side, perhaps increase the tread thickness of tire protector end, thereby guarantee abrasion performance, resistance to effect of heat and high adherence properties (patent documentation 1).

Also have, in the US6347802B1 communique, disclose a kind of suspension (patent documentation 2) of utilizing the propulsive effort ACTIVE CONTROL camber angle of actuator.

[patent documentation 1] Japanese patent laid-open 2-185802 communique;

[patent documentation 2] US6347802B1 communique.

Yet, in the former technology,,, also have weak point from considering high adherence properties and low combustion expense (low-rolling-resistance) this point simultaneously though, can give full play to performance from keeping this point of the high adherence properties when turning.Also have, in the above-mentioned technology in the past, be only limited to and when turning, guarantee high adherence properties, weak point is then arranged during high adherence properties during urgent acceleration emergency braking when bringing into play straight-line travelling for example.Equally, in the latter's technology, consider that at the same time still there are weak point in high adherence properties and low combustion expense aspect.

Summary of the invention

The present invention makes for solving the above problems, and its purpose is to provide the vehicle console device that can realize high adherence properties and low combustion expense simultaneously.

In order to realize this purpose, technical scheme 1 described vehicle console device, it is to possessing the vehicle of wheel and camber angle control apparatus, make the action of described camber angle control apparatus and control the camber angle of described wheel, wherein, described wheel has the first round tire tread and second tire protector that is set up in parallel on direction of principal axis, and, the earth-grasping force of described first round tire tread is higher than described second tire protector, and the rolling resistance of described second tire protector is less than described first round tire tread, described camber angle control apparatus is regulated the camber angle of described wheel, described vehicle console device is characterised in that, have: friction coefficient is calculated mechanism, and it calculates the friction coefficient that produces between described wheel and track; Camber angle is calculated mechanism, and it calculates the friction coefficient that mechanism calculates based on described friction coefficient, calculates the command value of the camber angle of described wheel; Braking testing agency, it detects the serviceability that chaufeur is the brake operating parts operated of abrupt deceleration vehicle; Object selection by wheel mechanism, it selects to make the wheel of described camber angle control apparatus action based on utilizing the described serviceability that testing agency is detected of braking; First camber angle change mechanism, it is based on utilizing described camber angle to calculate the command value of the camber angle that mechanism calculates, adjusting utilizes the camber angle of the wheel that described object selection by wheel mechanism selects, thereby changes the ground connection of the first round tire tread and second tire protector of described wheel.

Technical scheme 2 described vehicle console devices is characterized in that having based on technical scheme 1 described vehicle console device: the mechanical type stop mechanism, and it carries out the mechanical type braking to described wheel; Regenerative brake mechanism, it is regenerated as electric energy by the energy of rotation with the drive wheel in the described wheel and brakes; The braking ratio obtains mechanism, it is based on utilizing the described serviceability that testing agency is detected of braking, obtain the ratio that utilizes the braking force that described mechanical type stop mechanism gives and utilize the braking force that described regenerative brake mechanism gives on each drive wheel and flower wheel, wheel is selected based on utilizing described braking ratio to obtain the ratio that mechanism obtains by described object selection by wheel mechanism.

Technical scheme 3 described vehicle console devices are based on technical scheme 1 or 2 described vehicle console devices, it is characterized in that, utilizing described braking ratio to obtain in the ratio that mechanism obtains, when the braking force that utilizes described regenerative brake mechanism to give is the threshold value of regulation when above with respect to the ratio of the braking force that utilizes described mechanical type stop mechanism to give, drive wheel is only selected by described object selection by wheel mechanism, utilizing described braking ratio to obtain in the ratio that mechanism obtains, when the braking force that utilizes described regenerative brake mechanism to give with respect to the ratio of the braking force that utilizes described mechanical type stop mechanism to give during less than the threshold value of regulation, all wheels are selected by described object selection by wheel mechanism.

Technical scheme 4 described vehicle console devices are based on technical scheme 2 or 3 described vehicle console devices, it is characterized in that, having turn condition based on described vehicle obtains the turn condition that is applied to the centnifugal force on this vehicle and obtains mechanism, be the threshold value of regulation when above when utilizing described turn condition to obtain centnifugal force that mechanism obtains, all wheels are selected by described object selection by wheel mechanism, when utilizing described turn condition to obtain centnifugal force that mechanism obtains less than the threshold value of regulation, drive wheel is selected only to select by described object selection by wheel mechanism.

Technical scheme 5 described vehicle console devices is characterized in that having camber angle testing agency based on each described vehicle console device in the technical scheme 1 to 4, and it detects the size of the camber angle of described flower wheel; Second camber angle change mechanism, more than the big or small represented rolling resistance of the camber angle of the described flower wheel that utilizes described camber angle testing agency to detect is for specified value, and when utilizing described selection by wheel mechanism only to select drive wheel, described second camber angle change mechanism change camber angle is so that the rolling resistance of described flower wheel is below the specified value.

The invention effect

According to technical scheme 1 described vehicle console device, utilize the camber angle control apparatus, when the camber angle of wheel is adjusted to negative direction (negative camber angle direction), the ground connection that is configured in the tire protector (first round tire tread or second tire protector) of vehicle interior side increases, and the ground connection that is configured in the tire protector (second tire protector or first round tire tread) of vehicle outside is reduced.

Corresponding therewith, when the camber angle of wheel is adjusted to positive dirction (positive camber angle direction), the ground connection that is configured in the tire protector (first round tire tread or second tire protector) of vehicle interior side is reduced, and the ground connection that is configured in the tire protector (second tire protector or first round tire tread) of vehicle outside increases.

Like this, according to technical scheme 1 described vehicle console device, utilize the camber angle control apparatus, regulate the camber angle of wheel, can change the ground connection of first round tire tread of wheel and the connected to chassis ratio of second tire protector at any time (comprises and has only 1 tire protector ground connection, and in addition 1 tire protector leaves the ground-surface state), therefore can obtain simultaneously by the performance that characteristic obtained of first round tire tread with by these two performances of the performance that characteristic obtained of second tire protector.

Here, according to technical scheme 1 described vehicle console device, because the earth-grasping force of first round tire tread is greater than second tire protector, and the rolling resistance of second tire protector is less than first round tire tread, by regulating the camber angle of wheel, changing the ground connection of first round tire tread and the connected to chassis ratio of second tire protector (comprises and has only 1 tire protector ground connection, and 1 tire protector leaves the ground-surface state in addition), therefore can obtain rideability (for example, turning performance simultaneously, acceleration capability, vehicle stability such as when deceleration and stopping performance or rainy day and accumulated snow road etc.) and save combustion and take this two performances.

Will obtain such two kinds of opposite performances simultaneously, be impossible on the vehicle in the past, and must change two kinds of tires of respectively corresponding its performance.But, shown in technical scheme 1 described vehicle console device, the camber angle of regulating wheel by the camber angle control apparatus with first and second tire protectors, thus can realize described purpose first.Like this, can obtain two kinds of opposite performances simultaneously.

Also have, according to technical scheme 1 described vehicle console device, friction coefficient is calculated the friction coefficient between mechanism's calculating wheel and the track, and camber angle is calculated mechanism and is calculated the friction coefficient that mechanism calculates based on this friction coefficient, calculate the command value of the camber angle of wheel, on the other hand, the wheel of camber angle controlling device action is selected to make based on the serviceability of the brake operating parts that detect of braking testing agency by object selection by wheel mechanism.

And, because the command value of the camber angle that mechanism calculates is calculated by first camber angle change mechanism based on camber angle, the camber angle of the selected wheel of controlled plant selection by wheel mechanism, therefore can improve and save combustion expense performance, can make simultaneously the wheel performance suppress the necessary friction coefficient of tyre skidding reliably, thereby can improve acceleration capability, deceleration and stopping performance or turning performance effectively.

Here, if the tire protector that will possess high grip is configured in the inboard of vehicle as first round tire tread,,, therefore can correspondingly further improve turning performance owing to can give negative camber angle to left and right wheels when utilizing this during tire tread first round.

Also have, if at the both sides (the Width both sides of wheel) of second tire protector configuration first round tire tread, when utilizing this during tire tread,, therefore can correspondingly further improve turning performance owing to can give camber angle to turning medial bevelled direction simultaneously at left and right wheels first round.

According to technical scheme 2 described vehicle console devices, on the effect basis of technical scheme 1 described vehicle console device, has following effect.Based on the serviceability that braking testing agency is detected, utilize the braking ratio to obtain mechanism and obtain the ratio that on each drive wheel and flower wheel, utilizes mechanical type stop mechanism braking force of giving and the braking force that utilizes regenerative brake mechanism to give.In addition, the braking force that utilizes regenerative brake mechanism to give is to be regenerated as the braking force that electric energy produces by the energy of rotation with drive wheel.And, obtain the ratio that mechanism obtains based on the braking ratio, utilize object selection by wheel mechanism to select the wheel that changes by first camber angle change mechanism.

Like this, can suitably select to carry out the wheel of camber angle change according to the ratio of the braking force that utilizes the mechanical type stop mechanism to give with the braking force that utilizes regenerative brake mechanism to give.Its result is insignificant wheel (for example, the flower wheel that the braking force that utilizes the mechanical type stop mechanism to give is less) for giving of those high grips, can not carry out the change of camber angle.

In addition, " flower wheel " of technical scheme 2 is not only and is not connected with driver train, with the driven flower wheel of drive wheel (for example, vehicle is 2 to take turns about back in 2 wheel drive vehicles that driven 2 and take turns about preceding during take turns front and back 4), though also may comprise the function that is connected and self has drive wheel with driver train, but (for example give situation that propulsive effort makes its flower wheelization by stopping to utilize this driver train, 4 take turns in 4 wheel drive vehicles that are activated all around, stop to give propulsive effort and realize about flower wheelization back that 2 take turns).

According to technical scheme 3 described vehicle console devices, on the effect basis of technical scheme 1 or 2 described vehicle console devices, also has following effect.Obtain in the ratio of the braking force that mechanism obtains at the braking ratio, the ratio of the braking force of giving with respect to the mechanical type stop mechanism when braking force that regenerative brake mechanism gave is the threshold value of regulation when above, utilize object selection by wheel mechanism, only select drive wheel as the wheel that utilizes first camber angle change mechanism to change.

On the other hand, obtain in the ratio that mechanism obtains at the braking ratio, the ratio of the braking force that the braking force of being given when regenerative brake mechanism is given with respect to the mechanical type stop mechanism is during less than the threshold value of regulation, utilize object selection by wheel mechanism, select all wheels as the wheel that utilizes first camber angle change mechanism to change.

Thus, give to the braking-force ratio of flower wheel hour (when being included as zero) when utilizing the mechanical type stop mechanism, owing to make this flower wheel performance high grip become meaningless, only drive wheel is calculated the camber angle that mechanism calculates based on camber angle this moment and carry out the adjusting of camber angle, flower wheel is not regulated, can be suppressed to allow flower wheel bring into play insignificant high grip like this.Its result can further provide good saving combustion expense performance.

On the other hand, even comprise flower wheel, the ratio of the braking force that the braking force of being given when regenerative brake mechanism is given with respect to the mechanical type stop mechanism is during less than the threshold value of regulation, be that braking force that the mechanical type stop mechanism is given flower wheel is prescribed level when above, utilize first camber angle change mechanism all wheels to be carried out the change of camber angle.

Like this, the braking force of flower wheel being given when the mechanical type stop mechanism is that prescribed level is when above, owing to calculate the camber angle that mechanism calculates based on camber angle, not only to drive wheel but also flower wheel is also carried out the change of camber angle, therefore can make the wheel performance suppress the necessary friction coefficient of tyre skidding reliably, improve the deceleration and stopping performance of flower wheel, its result can improve the vehicle braked performance effectively.

According to technical scheme 4 described vehicle console devices, on the effect basis of technical scheme 2 or 3 described vehicle console devices, has following effect.Be the threshold value of regulation when above when the turn condition based on vehicle utilizes turn condition that turn condition obtains the vehicle that mechanism obtains, utilize object selection by wheel mechanism, select all wheels as the wheel that utilizes first camber angle change mechanism to change.

On the other hand, when the turn condition based on vehicle utilizes turn condition that turn condition obtains the vehicle that mechanism obtains less than the threshold value of regulation, utilize object selection by wheel mechanism, only select drive wheel as the wheel that utilizes first camber angle change mechanism to change.

Thus, when the centnifugal force of vehicle hour, owing to make the necessary above high grip of this flower wheel performance become meaningless, only carry out calculating the camber angle that mechanism calculates based on camber angle to drive wheel and carry out the adjusting of camber angle this moment, flower wheel is not regulated, can be suppressed to allow flower wheel bring into play necessary above high grip like this.Its result can further provide good saving combustion expense performance.

On the other hand, even comprise flower wheel,, when promptly the centnifugal force of vehicle is very big as sharply turning or tempo turn, utilizes first camber angle to change mechanism and all wheels are carried out the change of camber angle when the centnifugal force of vehicle is the threshold value of regulation when above.

Like this, when the centnifugal force of vehicle as sharply turning or tempo turn is very big, owing to calculate the camber angle that mechanism calculates based on camber angle, not only also carry out the adjusting of camber angle, therefore can make the wheel performance suppress the necessary friction coefficient of tyre skidding reliably to drive wheel but also to flower wheel.Its result can more effectively improve the turning performance (and quicken deceleration and stopping performance) of vehicle.

According to technical scheme 5 described vehicle console devices, in technical scheme 1 to 4, on the effect basis of each described vehicle console device, also has following effect.When utilizing selection by wheel mechanism only to select drive wheel as the wheel that utilizes first camber angle change mechanism to change, if utilizing the size of the camber angle of the flower wheel that camber angle testing agency detects is that the rolling resistance of this flower wheel of expression is specified value when above, utilize second camber angle to change the camber angle that mechanism changes this flower wheel, so that the rolling resistance of this flower wheel is below the specified value.

Like this, when utilizing selection by wheel mechanism only to select drive wheel as the wheel that utilizes first camber angle change mechanism to change, when even the saving of flower wheel combustion expense performance has precedence over high grip, because the camber angle of flower wheel is compared with actual camber angle of giving, be adjusted to the camber angle of the rolling resistance property of further reduction wheel, therefore can obtain good saving combustion expense performance.

Description of drawings

Fig. 1 is the scheme drawing that schematically shows the vehicle of the vehicle console device that is equipped with first embodiment of the present invention.

Fig. 2 (a) is the cutaway view of wheel, (b) is the scheme drawing of the control method of deflection angle that wheel schematically is described and camber angle.

Fig. 3 is the block scheme of the electrical structure of expression vehicle console device.

Fig. 4 is the scheme drawing that schematically shows under the overlooking of vehicle.

Fig. 5 is the scheme drawing under the master that schematically illustrated vehicle looks, and wheel is in the negative camber angle state.

Fig. 6 is the scheme drawing that has schematically illustrated under the front view of vehicle, and wheel is in positive camber angle state.

Fig. 7 is the diagram of circuit of expression camber angle control and treatment.

Fig. 8 is the birds-eye view of the wheel of second embodiment.

Fig. 9 is the scheme drawing that schematically shows under the overlooking of vehicle.

Figure 10 is the scheme drawing under the master that schematically illustrated the vehicle that is in the turnon left state looks, make left and right wheels be in the deflection angle state of left-hand rotation usefulness respectively, make turning foreign steamer (off front wheel) be in the negative camber angle state, make the interior wheel (left wheel) of turning be in normal camber angle state.

Figure 11 is the diagram of circuit of expression camber angle control and treatment.

Figure 12 is the birds-eye view of the wheel of expression the 3rd embodiment.

Figure 13 is the scheme drawing under the master that schematically illustrated the vehicle that is in the turnon left state looks, make left and right wheels be in the deflection angle state of left-hand rotation usefulness respectively, make turning foreign steamer (off front wheel) be in the negative camber angle state, make the interior wheel (left wheel) of turning be in positive camber angle state.

Figure 14 is the diagram of circuit of expression camber angle control and treatment.

Figure 15 is the diagram of circuit of the camber angle control and treatment of expression the 4th embodiment.

Figure 16 is the block scheme of electrical structure of the vehicle console device of expression the 5th embodiment.

Figure 17 is the scheme drawing that has schematically illustrated friction coefficient conversion content.

Figure 18 is the scheme drawing that has schematically illustrated camber angle conversion content.

Figure 19 is the diagram of circuit of expression camber angle control and treatment.

Figure 20 is the scheme drawing that has schematically illustrated the camber angle conversion content of the 6th embodiment.

Figure 21 is the diagram of circuit of expression camber angle control and treatment.

Figure 22 is the block scheme of electrical structure of the vehicle console device of expression the 7th embodiment.

Figure 23 is the scheme drawing of the correlativity of expression serviceability of brake pedal and braking force.

Figure 24 is that the expression camber angle is given the diagram of circuit of processing.

Nomenclature

The 100-vehicle console device, 1,201, the 301-vehicle, 2,202, the 302-wheel, 2FL-front-wheel (wheel, left wheel, drive wheel), 2FR-front-wheel (wheel, right wheel, drive wheel), 2RL-trailing wheel (wheel, left wheel, flower wheel), 2RR-trailing wheel (wheel, right wheel, flower wheel), 21, the 221-first tire tyre surface, the 22-second tire tyre surface, 323-the 3rd tire tyre surface, 3FL-FL motor, the 3FR-FR motor, 4-camber angle control apparatus, 4FL～4RR-FL～RR actuator (camber angle control apparatus), 4a～4c-hydraulic actuating cylinder (part of camber angle control apparatus), 4d-Hydraulic Pump (part of camber angle control apparatus)

Embodiment

Below, present invention will be described in detail with reference to the accompanying preferred embodiment.Fig. 1 is the scheme drawing that schematically shows the vehicle 1 of the vehicle console device 100 that carries first embodiment of the present invention.In addition, the arrow FWD of Fig. 1 represents the working direction of vehicle 1.

The general configuration of vehicle 1 at first, is described.As shown in Figure 1, vehicle 1 mainly includes vehicle body frame BF, turns to the camber angle control apparatus 4 of driving and camber angle adjusting etc. by the wheel driver 3 of a plurality of (in the present embodiment being 4) wheel 2 of this vehicle body frame BF supporting, independent each wheel 2 of rotation driving, to each wheel 2, utilize the camber angle of vehicle console device 100 control wheels 2, the two kinds of tire protectors (with reference to Fig. 5 and Fig. 6) that are arranged on the wheel 2 are used in difference, thereby can realize improving simultaneously rideability and the purpose of saving the combustion expense.

The detailed structure of each several part then, is described.As shown in Figure 1, wheel 2 have the direct of travel that is positioned at vehicle 1 front side left and right sides front-wheel 2FL, 2FR and be positioned at left and right sides trailing wheel 2RL, 2RR totally 4 wheels of rear side of the direct of travel of vehicle 1, these front and back wheels 2FL～2RR is subjected to the rotary driving force from wheel driver 3, can distinguish rotation independently.

Wheel driver 3 is the rotating driving device of each wheel of individual drive 2 rotations, and as shown in Figure 1, (FL～RR motor 3FL～3RR) is configured in (promptly as the wheel hub motor) on each wheel 2 for 4 electro-motors.When driver's operation acceleration pedal 52, act on each wheel 2 from the rotary driving force of each wheel driver 3, each wheel 2 is rotated according to the rotative speed according to the operational ton of acceleration pedal 52.

Also has wheel 2 (front and back wheel 2FL～2RR) can regulate deflection angle and camber angle by camber angle control apparatus 4.Camber angle control apparatus 4 is the deflection angle of each wheel 2 of adjusting and the actuating device of camber angle.As shown in Figure 1, on the relevant position of each wheel 2, dispose and add up to 4 camber angle control apparatuss 4 (FL～RR actuator 4FL～4RR).

For example, when driver's operation bearing circle 54, drive (for example, being front-wheel 2FL, 2FR side) or all camber angle control apparatuss 4 of a part, wheel 2 is given and the corresponding deflection angle of the operational ton of bearing circle 54.Like this, carry out the handling maneuver of wheel 2, vehicle 1 is turned towards prescribed direction.

Also have, camber angle control apparatus 4 along with the motoring condition of vehicle 1 (for example, during constant speed drive, or during acceleration and deceleration, or during straight ahead or when turning) or the state of wheel 2 track G is (for example, during dry pavement and rainy day during the road surface) etc. state variation, be subjected to the control of vehicle console device 100, regulate the camber angle of wheel 2.

The detailed structure of wheel driver 3 and camber angle control apparatus 4 is described with reference to Fig. 2 here.Fig. 2 (a) is the cutaway view of wheel, and Fig. 2 (b) is the scheme drawing of the control method of deflection angle that wheel 2 schematically is described and camber angle.

In addition, in Fig. 2 (a), omitted power supply wiring etc. from driving voltages to wheel driver 3 that supply with.Also have, the imaginary axis Xf-Xb among Fig. 2 (b), imaginary axis Y1-Yr and imaginary axis Zu-Zd be fore-and-aft direction, left and right directions and the above-below direction of corresponding vehicle 1 respectively.

Shown in Fig. 2 (a), wheel 2 (front and back wheel 2FL～2RR) mainly have by the tire 2a of rubber-like elasticity component set-up and the wheel hub 2b that constitutes by aluminum alloy etc.In the interior perimembranous of wheel hub 2b, be provided with wheel driver 3 as the wheel hub motor (FL～RR motor 3FL～3RR).

Tire 2a has the first round tire tread 21 of the inboard (Fig. 2 (a) right side) that is configured in vehicle 1 with different with these first round tire tread 21 characteristics, is configured in second tire protector 22 in the outside (Fig. 2 (a) left side) of vehicle 1.In addition, the detailed structure of wheel 2 (tire 2a) will describe with reference to Fig. 4 in the back.

Shown in Fig. 2 (a), the outstanding axle drive shaft 3a of the front face side of wheel driver 3 (Fig. 2 (a) left side) is fixedly connected on the wheel hub 2b, via axle drive shaft 3a, can transmit rotary driving force to wheel 2.Also have, be fixedly connected with camber angle control apparatus 4 (FL～RR actuator 4FL～4RR) on the back side of wheel merit actuating device 3.

Camber angle control apparatus 4 has a plurality of (in the present embodiment being 3) hydraulic actuating cylinder 4a～4c, the bar portion of described 3 hydraulic actuating cylinder 4a～4c is fixedly connected on the rear side (Fig. 2 (a) right side) of wheel driver 3 via connector portions (being universal-joint in the present embodiment) 54.In addition, shown in Fig. 2 (b), each hydraulic actuating cylinder 4a～4c is in roughly uniformly-spaced (that is, axial 120 ° of intervals) configuration of Zhou Fangxiang, and 1 hydraulic actuating cylinder 4b is configured on the imaginary axis Zu-Zd.

Thus, each hydraulic actuating cylinder 4a～4c makes each bar portion extend to drive or shorten with specified length in prescribed direction respectively and drives, thereby is center of oscillation with imaginary axis Xf-Xb, Zu-Xd, wobble drive wheel driver 3.Its result gives the camber angle and the deflection angle of regulation to each wheel 2.

For example, shown in Fig. 2 (b), when wheel 2 is in center position (the straight-line travelling state of vehicle 1), the bar portion of hydraulic actuating cylinder 4b is subjected to shrinking and drives and after the bar portion of hydraulic actuating cylinder 4a, 4c is subjected to elongation and drives, wheel driver 3 is along imaginary line Xf-Xb rotation (arrow A of Fig. 2 (b)), and wheel 2 is endowed the camber angle (line of centers of wheel 2 is with respect to imaginary line Zu-Zd angulation) of negative direction (negative camber angle).On the other hand, on direction in contrast to this, after hydraulic actuating cylinder 4b and hydraulic actuating cylinder 4a, 4c were subjected to telescopic drive respectively, wheel 2 was endowed the camber angle of positive dirction (positive camber angle).

Also have, when wheel 2 is in center position (the straight-line travelling state of vehicle 1), the bar portion of hydraulic actuating cylinder 4a is subjected to shrinking and drives and after the bar portion of hydraulic actuating cylinder 4c is subjected to elongation and drives, wheel driver 3 is along imaginary line Zu-Zd rotation (arrow B of Fig. 2 (b)), wheel 2 is endowed the deflection angle (angle between the datum line of the line of centers of wheel 2 and vehicle 1, irrelevant with the travel direction of vehicle 1) of prenex tendency.On the other hand, on direction in contrast to this, after hydraulic actuating cylinder 4a and hydraulic actuating cylinder 4c were subjected to telescopic drive, wheel 2 was endowed the deflection angle of posterior cord tendency.

In addition, the driving method of each hydraulic actuating cylinder 4a～4c of expression for example here, as mentioned above, for explanation is positioned at the situation that the state of center position drives from wheel 2.But can control the telescopic drive of each hydraulic actuating cylinder 4a～4c by these driving methods of combination, give camber angle and deflection angle arbitrarily wheel 2.

Getting back to Fig. 1 describes.Acceleration pedal 52 and brake pedal 53 according to the state of entering into (amount of entering into, the speed etc. of entering into) of each pedal 52,53, are determined the moving velocity and the braking force of vehicle 1 for being subjected to the operating unit of driver's operation, carry out the action control of wheel driver 3.

Bearing circle 54 according to its serviceability (angle of turn, turning speed etc.), is determined the turn radius of vehicle 1 etc. for being subjected to the operating unit of driver's operation, carries out the action control of camber angle control apparatus 4.Wiper switch 55 is the operating unit of driver's operation, according to its serviceability (operating position etc.), carries out the action control of Windshield Wiper (not shown).

Equally, flash light switch 56 and high grip switch 57 are for being subjected to the operating unit of driver's operation, and according to its serviceability (operating position etc.), the former carries out the action control of flash light (not shown), and the latter carries out the action control of camber angle control apparatus 4.

In addition, the state that high grip switch 57 is in connection with selected the state of high adherence properties corresponding as the characteristic of wheel 2, high grip switch 57 is in open circuited state then corresponding to the state of having selected low-rolling-resistance as the characteristic of wheel 2.

Vehicle console device 100 is the vehicle console device that the each several part of the vehicle 1 of described structure is controlled, and for example, detects the serviceability of each pedal 52,53, according to its testing result, makes wheel driver 3 actions, controls the rotative speed of each wheel 2.

Perhaps, detect the serviceability of acceleration pedal 52, brake pedal 53 or bearing circle 54, according to its testing result, make 4 actions of camber angle control apparatus, regulate the camber angle of each wheel, thereby the 2 kinds of tire protectors 21,22 (with reference to Fig. 5 and Fig. 6) that are arranged on the wheel 2 are used in difference, thereby can realize improving rideability and the purpose of saving the combustion expense.The detailed structure of vehicle console device 100 is described with reference to Fig. 3 here.

Fig. 3 is the block scheme of the electrical structure of expression vehicle console device 100.As shown in Figure 3, vehicle console device 100 has CPU71, ROM72 and RAM73, and these parts are connected with IO interface 75 via bus 74.Also have, IO interface 75 is connected with wheel driver 3 multiple arrangements such as grade.

The arithmetical device of CPU71 for each one that is connected bus 74 is controlled.ROM72 is the non-volatile memory that can not rewrite of the control program of memory by using CPU71 operation and fixed value data etc.Various data and rewritable memory device when RAM73 is the storage control program operation.In addition, in ROM72, deposit the program of diagram of circuit (camber angle control and treatment) as shown in Figure 7.

As mentioned above, wheel driver 3 is for rotation drives the device of each wheel 2 (with reference to Fig. 1), mainly has each wheel 2 is given 4 FL～RR motor 3FL～3RR of rotary driving force and these motors 3FL～3RR carried out the driving loop (not shown among the figure) of drive controlling based on the order of CPU71.

As mentioned above, camber angle control apparatus 4 is the deflection angle of regulating each wheel 2 and the actuating device of camber angle, mainly has as giving 4 FL～RR actuator 4FL～4RR of the propulsive effort of each wheel 2 (wheel driver 3) when carrying out angular adjustment and these each actuator 4FL～4RR being carried out the driving loop (not shown) of drive controlling based on the order of CPU71.

In addition, FL～RR actuator 4FL～4RR mainly has: 3 hydraulic actuating cylinder 4a～4c, to these each hydraulic actuating cylinder 4a～4c supply with oil (hydraulic pressure) Hydraulic Pump 4d (with reference to Fig. 1), switch the direction of the supply of the oil of supplying with to each hydraulic actuating cylinder 4a～4c from these oil pumps electromagnetic valve (not shown), detect the flexible sensor (not shown) of the stroke of each hydraulic actuating cylinder 4a～4c (bar portion).

Based on the indication of CPU71, drive controlling is carried out to Hydraulic Pump in the driving loop of camber angle control apparatus 4, the oil (hydraulic pressure) that utilizes this Hydraulic Pump to supply with, and it is flexible to drive each hydraulic actuating cylinder 4a～4c.Also have, during the on/off electromagnetic valve, switch the driving direction (elongation or contraction) of each hydraulic actuating cylinder 4a～4c.

The stroke of flexible each the hydraulic actuating cylinder 4a～4c of sensor monitoring of the driving circuit utilization of camber angle control apparatus 4, the hydraulic actuating cylinder 4a～4c that reaches the indicated expected value of CPU71 (stroke) then stops its fore and aft motion.In addition, the testing result of flexible sensor outputs to CPU71 from driving circuit, and CPU71 is based on this testing result, obtains each wheel 2 present deflection angle and camber angle.

Vehicle speed sensor device 32 is to detect vehicle 1 to output to the device of CPU71 with respect to the ground speed (absolute value and travel direction) of road surface G and with this testing result, before and after mainly having and left and right directions acceleration pick-up 32a, 32b and the control circuit (not shown) of the testing result of each acceleration pick-up 32a, 32b being handled and outputed to CPU71.

Fore-and-aft direction acceleration pick-up 32a is the sensor of the acceleration/accel of the fore-and-aft direction (above-below direction of Fig. 1) of detection vehicle 1 (vehicle body frame BF), and left and right directions acceleration pick-up 32b is the sensor of the acceleration/accel of the left and right directions (left and right directions of Fig. 1) of detection vehicle 1 (vehicle body frame BF).In addition, in the present embodiment, these each acceleration pick-up 32a, 32b are for adopting the piezo-type sensor of piezoelectric element.

CPU71 carries out time integral to the testing result (accekeration) from each acceleration pick-up 32a, 32b of the input of the control circuit of vehicle speed sensor device 32, calculate the speed of 2 directions (front and back and about) respectively, by the component of a Synthetic 2 direction, obtain the ground speed (absolute value and travel direction) of vehicle 1 simultaneously.

The load that ground connection load sensing apparatus 34 bears for the ground plane that detects each wheel 2 from ground G, and this testing result is outputed to the device of CPU71, have FL～RR load sensor 34FL～34RR that detects the load that each wheel 2 bears respectively and the control circuit (not shown) of the testing result of each load sensor 34FL～34RR being handled and outputed to CPU71.

In addition, in the present embodiment, these each load sensor 34FL～34RR are for adopting 3 axle load sensors of piezoresistive.These each load sensor 34FL～34RR are arranged on the suspended axle (not shown) of each wheel 2,3 directions along fore-and-aft direction (imaginary axis Xf-Xb direction), left and right directions (imaginary axis Y1-Yr direction) and the above-below direction (imaginary axis Zu-Zd direction) of vehicle 1 detect the load from ground G (with reference to Fig. 2 (b)) that described wheel 2 bears.

CPU71 is according to the testing result (ground connection load) from each load sensor 34FL～34RR of ground connection load sensor 34 input, infers the coefficientoffriction of road surface G of the ground plane of each wheel 2 as follows.

For example, when analyzing front-wheel 2FL, if the load of fore-and-aft direction, left and right directions and the vertical direction of the vehicle 1 that FL load sensor 34FL is detected is respectively Fx, Fy, Fz, under the slipping state that front-wheel 2FL skids with respect to road surface G, with the coefficientoffriction of vehicle 1 fore-and-aft direction of the road surface G of the cooresponding ground plane of front-wheel 2FL part then be Fx/Fz (μ x=Fx/Fz).Under the non-slipping state that front-wheel 2FL does not skid with respect to road surface G, this coefficientoffriction is estimated as greater than being the value of Fx/Fz (μ x＞Fx/Fz).

In addition, for the coefficientoffriction y of the left and right directions of vehicle 1 too,, be estimated as greater than being the value of Fy/Fz in that non-slipping state is next at the next μ y=Fy/Fz of slipping state.Also have, can certainly utilize additive method to detect coefficientoffriction.As additive method, can adopt for example TOHKEMY 2001-315633 communique and the disclosed technology of TOHKEMY 2003-118554 communique.

Wheel revolutions speed sensor 35 outputs to the device of CPU71 for the rotative speed that detects each wheel 2 and with this testing result, has 4 FL～RR rotation speed sensor 35FL～35RR of the rotative speed that detects each wheel 2 respectively and the treatment circuit (not shown) of the testing result of each rotation speed sensor 35FL～35RR being handled and outputed to CPU71.

In addition, in the present embodiment, each rotation speed sensor 35FL～35RR is arranged on each wheel 2, and the cireular frequency of each wheel 2 is detected as rotative speed.That is, each rotation sensor 35FL～35RR has and the swivel of each wheel 2 interlock rotations and the electromagnetic coupled formula sensor of the coupler that has or not of many teeth of the Zhou Fangxiang formation that utilizes electromagnetic mode to detect at its swivel.

CPU71 can and be stored in the external diameter of each wheel 2 the ROM72 in advance from the rotative speed of each wheel 2 of wheel revolutions speed sensor implementations 35 input, obtain the circular velocity of the reality of each wheel 2 respectively, compare by moving velocity (ground speed), can judge whether each wheel 2 skids this circular velocity and vehicle 1.

Accelerator pedal sensor device 52a is for detecting the serviceability of acceleration pedal 52, and this testing result is outputed to the device of CPU71, mainly have the angular transducer (not shown) of the state of entering into that detects acceleration pedal 52 and the control circuit (not shown) of the testing result of this angular transducer being handled and outputed to CPU71.

Brake pedal sensor device 53a is for detecting the serviceability of brake pedal 53, and this testing result is outputed to the device of CPU71, mainly have the angular transducer (not shown) of the state of entering into that detects brake pedal 53 and the control circuit (not shown) of the testing result of this angular transducer being handled and outputed to CPU71.

Steering wheel sensor device 54a is for detecting the serviceability of bearing circle 54, and this testing result is outputed to the device of CPU71, mainly have the angular transducer (not shown) of the serviceability that detects bearing circle 54 and the control circuit (not shown) of the testing result of this angular transducer being handled and outputed to CPU71.

Scrape water drain cock sensor device 55a for detecting the serviceability scrape water drain cock 55 and this testing result being outputed to the device of CPU71, mainly have position transduser (not shown) that detects the serviceability (operating position) of scraping water drain cock 55 and the control circuit (not shown) of the testing result of this position transduser being handled and outputed to CPU71.

Flash light switch 56a is for detecting the serviceability of flash light switch 56, and this testing result is outputed to the device of CPU71, mainly have the position transduser (not shown) of the serviceability (operating position) that detects flash light switch 56 and the control circuit (not shown) of the testing result of this position transduser being handled and outputed to CPU71.

High grip switch 57a is for detecting the serviceability of high grip switch 57, and this testing result is outputed to the device of CPU71, mainly have the position transduser (not shown) of the serviceability (operating position) that detects high grip switch 57 and the control circuit (not shown) of the testing result of this position transduser being handled and outputed to CPU71.

In addition, in the present embodiment, each angular transducer is the potentiometer that utilizes the contact-type of resistance.CPU71 can be according to the testing result to importing from the control circuit of each sensor device 52a～54a, obtain the amount of entering into of each pedal 52,53 and the operation angle of bearing circle 54, and, obtain the speed of entering into (operating speed) of each pedal 52,53 and the rotative speed (operating speed) of bearing circle 54 by this testing result is carried out time diffusion.

As the input/output unit 35 of shown in Figure 3 other, the optical pickocff etc. that for example is useful on the rain sensor that detects rainfall and detects the state of road surface G by the noncontact mode.

The detailed structure of wheel 2 then, is described with reference to Fig. 4～Fig. 6.Fig. 4 is the scheme drawing that schematically shows under the overlooking of vehicle 1.Fig. 5 and Fig. 6 are the scheme drawings under the master that schematically illustrated vehicle 1 looks.Wheel 2 is in the negative camber angle state among Fig. 5, and wheel 2 is in positive camber angle state among Fig. 6.

As mentioned above, wheel 2 has the first round tire tread 21 and second tire protector 22.As shown in Figure 4, in each wheel 2 (front-wheel 2FL, 2FR and trailing wheel 2RL, 2RR), first round tire tread 21 is configured in the inboard of vehicle 1, and second tire protector 22 is configured in the outside of vehicle 1.

In the present embodiment, the width dimensions of two tire protectors 21,22 (Fig. 4 left and right directions size) is identical.Also have, compare with second tire protector 22, first round tire tread 21 has the characteristic (high adherence properties) of high grip.On the other hand, compare with first round tire tread 21, second tire protector 22 has the characteristic (low-rolling-resistance) of low-rolling-resistance.

For example, as shown in Figure 5, when camber angle control apparatus 4 moves control, when the camber angle θ L of wheel 2, θ R are adjusted to negative direction (negative camber angle), the earth contact pressure Rin of first round tire tread 21 that is configured in the inboard of vehicle 1 increases, and the earth contact pressure Rout of second tire protector 22 that is configured in the outside of vehicle 1 reduces.Thus, utilize the high adherence properties of first round tire tread 21, can improve rideability (for example vehicle stabilization performance when turning performance, acceleration capability, deceleration and stopping performance or rainy day etc.).

On the other hand, as shown in Figure 6, when each control apparatus 4 of camber angle moves control, when the camber angle θ L of wheel 2, θ R are adjusted to positive dirction (positive camber angle), the earth contact pressure of first round tire tread 21 that is configured in the inboard of vehicle 1 reduces, and the earth contact pressure of second tire protector 22 that is configured in the outside of vehicle 1 increases.Like this, utilize the low-rolling-resistance of second tire protector 22, can improve the performance of saving the combustion expense.

Then, with reference to Fig. 7 the camber angle control and treatment is described.Fig. 7 is the diagram of circuit of expression camber angle control and treatment.During vehicular input is with the power supply of control setup 100, utilize CPU71 circulation (for example 0.2ms) at interval to carry out this processings, by the camber angle that wheel 2 is given in adjusting, obtain described rideability simultaneously and save two performances that combustion takes.

CPU71 judges at first whether wiper switch 55 is in on-state, is whether chaufeur indicates the Windshield Wiper that will utilize preceding vehicle window to scrape hydrodynamic(al) work (S1) when the camber angle control and treatment.Its result, if judge that wiper switch 55 is in on-state (S1: be), then expression is rainy day now, might form moisture film on the G of road surface, therefore gives negative camber angle (S6) to wheel 2, finishes this camber angle and handles.

Like this, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, the vehicle stabilization performance when improving the rainy day.

When S1 handles, be not in on-state (S1: not) if judge wiper switch 55, then expression is not the rainy day now, road surface G is in good condition, therefore judge then whether the amount of entering into of acceleration pedal 52 is more than the specified value, that is, whether chaufeur is indicated and is wanted specified value to quicken (the urgent acceleration) (S2) abovely.

Its result is specified value above (S2: be) if judge the amount of entering into of acceleration pedal 52, then shows the serious brish acceleration of chaufeur indication, because skidding might appear in wheel 2, therefore gives negative camber angle (S6) to wheel 2, finishes this camber angle and handles.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, prevent that skidding from appearring in wheel 2, improve the acceleration capability of vehicle 1.

When the processing of S2, do not reach specified value (S2: not) if judge the amount of entering into of acceleration pedal 52, then expression does not have indicating emergency to quicken, but slowly quickening or constant speed drive, therefore judge then whether the amount of entering into of brake pedal 53 is more than the specified value, that is, whether chaufeur is indicated and will be stipulated above braking (emergency braking) (S3).

Its result is specified value above (S3: be) if judge the amount of entering into of brake pedal 53, shows that then the chaufeur indication wants emergency braking, because locking might appear in wheel 2, therefore gives negative camber angle (S6) to wheel 2, finishes this camber angle and handles.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, prevent that locking from appearring in wheel 2, improves the deceleration and stopping performance of vehicle 1.

When S3 handles, do not reach specified value (S3: not) if judge the amount of entering into of brake pedal 53, then expression does not have the indicating emergency braking, but slowly braking or acceleration or constant speed drive, therefore judge then whether car speed (ground speed) is that specified value is following (for example, speed per hour 15km), promptly, whether be in low speed driving state (S17).

Its result is following (promptly being in the low speed driving state) (S17: be) of specified value if judge car speed, and the situation that surpasses specified value with car speed is compared, and can think that then the possibility of vehicle 1 possibility of ramp to stop or acceleration thereafter is higher.Therefore, in these cases, need guarantee the earth-grasping force of vehicle 1 (wheel 2) or stop power, therefore give negative camber angle (S6), finish this camber angle and handle wheel 2.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, increase the earth-grasping force of wheel 2, prevent that it from locking occurring or skidding the deceleration and stopping performance or the acceleration capability of raising vehicle 1.

Also have, after vehicle 1 stops, can utilize the high adherence properties of first round tire tread 21, guarantee the power that stops of vehicle 1 (wheel 2), make vehicle 1 be in stable status and stop.In addition, during starting once more after this stops, the earth contact pressure Rin by prior increase first round tire tread can prevent that skidding from appearring in wheel 2, and vehicle 1 is started on high response ground reposefully once more.

When S17 handles, if judge that car speed is greater than specified value (S17: not), represent that then car speed is not a low speed, thereby the propulsive effort when inferring acceleration and deceleration, braking-force ratio are less, therefore judge then whether flash light switch 56 is connected, promptly, whether chaufeur turn round or change lane (S18) about indicating and will carrying out.

Its result connects (S18: be) if judge flash light switch 56 and since along with about turn round or change lane, in order to carry out turning action or to be its preparation, the possibility that vehicle 1 slows down is higher, therefore gives negative camber angle (S6) to wheel 2, finishes this camber angle and handles.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, increase the earth-grasping force of wheel 2, improve the turning performance of vehicle 1.

When S18 handles, do not connect (S18: not) if judge flash light switch 56, then expression is inferred and is turned round about vehicle 1 is not followed or the turning action of change lane, therefore judge then whether high grip switch 57 is connected, promptly, whether chaufeur indicate the characteristic (S19) that the characteristic of wheel 2 will be chosen as high adherence properties.

Its result connects (S19: be) if judge high grip switch 57, because the characteristic of wheel 2 is chosen as the characteristic of high adherence properties, so give negative camber angle (S6) to wheel 2, and finish this camber angle and handle.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, prevent that skidding from appearring in wheel 2, improve deceleration and stopping performance, acceleration capability or the turning performance of vehicle 1.

When S19 handles, if judge earth-grasping force switch 57 do not connect (S19: not), the operation angle of then then judging bearing circle 54 whether be specified value above, promptly, whether chaufeur indicates will stipulate above turning (sharply turning) (S4).

Its result is specified value above (S4: be) if judge the operation angle of bearing circle 54, because the chaufeur indication will be carried out sharply turning, might occur skidding by wheel 2, upset appears in vehicle 1, therefore gives negative camber angle (S6) to wheel 2, finishes this camber angle and handles.

Like this, the same with described situation, because the earth contact pressure Rin of first round tire tread 21 increases, and the earth contact pressure Rout of second tire protector 22 reduces (with reference to Fig. 5), thereby can utilize the high adherence properties of first round tire tread 21, prevent that wheel 2 from occurring skidding (upset appears in vehicle 1), improves the turning performance of vehicle 1.

On the other hand, when S4 handles, do not reach specified value (S4: not) if judge the operation angle of bearing circle 54, then sharply turning is not indicated in expression, slowly turn round or the state of straight-line travelling but be in, also have, utilize the processing of S1～S3, it is good to infer pavement state, does not have indicating emergency to quicken or emergency braking (S1: not, S2: not, S3: not).

Therefore, (S1: not, S2: not, S3: not, S4: not), the characteristic of wheel 2 does not need to be high adherence properties, preferably utilizes low-rolling-resistance to obtain to save combustion expense performance in this case, therefore give positive camber angle (S5) to wheel 2, finish this camber angle and handle.

Like this, because the earth contact pressure Rin of first round tire tread 21 reduces, and the earth contact pressure Rout of second tire protector 22 increases (with reference to Fig. 6), thereby can utilize the low-rolling-resistance of second tire protector 22, improve the rolling efficient of wheel 2, the saving combustion that improves vehicle 1 takes performance.

Like this, according to present embodiment, utilize camber angle control apparatus 4 to regulate camber angle θ R, the θ L of wheel 2, the ratio of the earth contact pressure Rin of change first round tire tread 21 and the earth contact pressure Rout of second tire protector 22, thus can realize acceleration capability and deceleration and stopping performance and such two the opposite performances of saving combustion expense performance simultaneously.

Then, with reference to Fig. 8～Figure 11, second embodiment is described.Fig. 8 is the birds-eye view of the wheel 202 of expression second embodiment.Fig. 9 is the scheme drawing under expression vehicle 201 is overlooked.

Also have, Figure 10 is that expression is in the scheme drawing under main the looking of vehicle 201 of turnon left state, make left and right wheels 2 be in the deflection angle state of left-hand rotation usefulness, make turning foreign steamer (off front wheel 202FR) be in the negative camber angle state, make the interior wheel (the near front wheel 202FL) of turning be in normal camber angle state.

In the first embodiment, the external diameter of two tire protectors 21,22 that wheel 2 has been described is in Width unmodified situation, and in second embodiment, the external diameter of the first round tire tread 221 of wheel 2 dwindles gradually.In addition, the part identical with described first embodiment adopts same-sign, omits its explanation.

As Fig. 8 and shown in Figure 9, the wheel 202 of second embodiment has second tire protector 22 in the first round tire tread 221 of the inboard (Fig. 8 right side) that is configured in vehicle 201 and the outside that be configured in vehicle 201 different with these first round tire tread 221 characteristics (Fig. 8 left side).

Also have, compare with second tire protector 22, first round tire tread 221 has the characteristic (high adherence properties) of high grip.Compare with first round tire tread 221, second tire protector 22 has the characteristic (low-rolling-resistance) of low-rolling-resistance.

As Fig. 8 and shown in Figure 9, the width dimensions of two tire protectors 221,22 of wheel 202 (Fig. 8 left and right directions size) is identical, but the external diameter of second tire protector 22 is roughly constant at Width (Fig. 8 left and right directions), and the inboard (Fig. 8 right side) of the external diameter of first round tire tread 221 from second tire protector, 22 sides (Fig. 8 left side) towards vehicle 201 be diameter reduction gradually.

Like this, as shown in figure 10, even do not give big camber angle (that is, even camber angle is set at 0 °) to wheel 202 (the near front wheel 202FL), first round tire tread 221 is in the state that leaves road surface G, has only second tire protector, 22 ground connection.Its result has reduced wheel 2 single-piece rolling resistance, has further improved the performance of saving the combustion expense.And, by making earth-free and second tire protector 22 of first round tire tread 221, can suppress the wearing and tearing of these two tire protectors 221,22 with littler camber angle ground connection, realize high lifeization.

On the other hand, as shown in figure 10, if wheel 202 (off front wheel 202FR) is given the camber angle (negative camber angle) of negative direction, make first round tire tread 221 ground connection, because the external diameter of this first round tire tread 221 dwindles gradually, thereby the earth contact pressure of first round tire tread 221 can be realized uniformization in the whole zone of Width (Fig. 8 left and right directions), can suppress earth contact pressure and concentrate on the tire protector end.

Like this, can effectively utilize the first round tire tread 221 of high adherence properties, further improve rideability (for example vehicle stabilization performance when turning performance, acceleration capability, deceleration and stopping performance or rainy day etc.), simultaneously, the eccentric wear that can suppress first round tire tread 221 decreases, and realizes high lifeization.

Then, with reference to Figure 11, the camber angle control of braking of second embodiment is described.Figure 11 is the diagram of circuit of expression camber angle control and treatment.This is handled when the power connection of vehicle console device 100, utilizes CPU71 circulation (for example, every 0.2ms) to carry out.

CPU71 is when the camber angle control and treatment, if judge that wiper switch 55 is in on-state (S1: be), the amount of entering into of acceleration pedal 52 is greater than specified value (S1: not, S2: be), the amount of entering into of brake pedal 53 is the above (S1: not of specified value, S2: not, S3: be), car speed is the following (S1: not of specified value, S2: not, S3: not, S17: be), flash light switch 56 is in on-state (S1: not, S2: not, S3: not, S17: not, S18: be), and high grip switch 57 is in on-state (S1: not, S2: not, S3: not, S17: not, S18: be) time, first embodiment is described as described, show that road surface G is formed with moisture film, indicating emergency quickens emergency braking, the generation and the parking of prediction large driving force, prediction is turned round about following or the action of turning round of change lane, perhaps high adherence properties is selected in indication, therefore must utilize the high adherence properties of first round tire tread 221.

In this case, giving negative camber angle (in the present embodiment, the camber angle that second tire protector 22 is left from road surface G is with reference to off front wheel 202FR shown in Figure 10) to left and right wheels 2 (S27), finishes this camber angle and handles.

Like this, the same with described first embodiment, because the earth contact pressure Rin of first round tire tread 221 increases, and the earth contact pressure Rout of second tire protector 22 reduces (in the present embodiment, earth contact pressure Rout is 0), thereby can utilize the high adherence properties of first round tire tread 221, prevent wheel 2 locking that occurs skidding, improve the riding stability of vehicle 201 and quicken deceleration and stopping performance.

In addition, preferably give left and right sides two-wheel camber angle θ R, θ L angle same when straight-line travelling.Also have, preferably this camber angle θ R, θ L make second tire protector 22 leave the above angle of road surface G.

On the other hand, when S4 handles, do not reach specified value (S4: not), then represent not indicate sharply turning if judge the operation angle of bearing circle 54, slowly turn round or the state of straight-line travelling but be in, also have, utilize the processing of S1～S3, it is good to infer pavement state, there is not indicating emergency to quicken or emergency braking, do not predict the generation and the parking of large driving force, turn round about prediction is not followed or the action of turning round of change lane, yet the high adherence properties of indication selection etc.(S1: not, S2: not, S3: not, S17: not, S18: not, S19: not).

Therefore, (S1: not, S2: not, S3: not, S17: not, S18: not, S19: not, S4: not) in this case, the characteristic of wheel 2 does not need to be high adherence properties, preferably utilize low-rolling-resistance to obtain to save combustion expense performance, therefore give normal camber angle (S25) to wheel 2, finish this camber angle and handle.In addition, in the present embodiment, normal camber angle is set at 0 ° (with reference to the near front wheel 202FL shown in Figure 10).

Like this, first round tire tread 221 is in the state that leaves road surface G, can have only second tire protector, 22 ground connection, has therefore reduced wheel 202 single-piece rolling resistance, has further improved the performance of saving the combustion expense.Also have, can suppress the wearing and tearing of this two tire protectors 221,22 by making earth-free and second tire protector 22 of first round tire tread 221 with 0 ° camber angle ground connection this moment, realizes high lifeization.

Also having, in the processing of S4, is specified value above (S4: be) if judge the operation angle of bearing circle 54, because the chaufeur indication will be carried out sharply turning, might wheel 2 occurs skidding, to overturn appear in vehicle 201.This moment, (the off front wheel 202FR of Figure 10) gave negative camber angle to the turning foreign steamer, and gives normal camber angle (S26) to the interior wheel of turning (the near front wheel 202FL of Figure 10) in the present embodiment, finished this camber angle and handled.

Like this, can guarantee turning performance, reduce the controlling and driving cost simultaneously.Promptly, in the turning foreign steamer, because the earth contact pressure Rin of first round tire tread 221 increases, and the earth contact pressure Rout of second tire protector 22 reduces (in the present embodiment, earth contact pressure Rout is 0) (with reference to Figure 10), thereby can utilize the high adherence properties of first round tire tread 221, prevent that wheel 202 from occurring skidding (upset appears in vehicle 201), improves the turning performance of vehicle 201.On the other hand, in taking turns in turning, the variation by making its camber angle is less than turning foreign steamer (that is, the camber angle when former state is kept straight-line travelling), can reduce controlling cost or the driving cost of camber angle control apparatus 4 of vehicle console device 100.

Then, with reference to Figure 12～Figure 14 the 3rd embodiment is described.Figure 12 is the birds-eye view of the wheel 302 of expression the 3rd embodiment.Also have, Figure 13 is that expression is in the scheme drawing under main the looking of vehicle 301 of turnon left state, make left and right wheels 2 be in the deflection angle state of left-hand rotation usefulness, make turning foreign steamer (off front wheel 202FR) be in the negative camber angle state, make the interior wheel (the near front wheel 202FL) of turning be in positive camber angle state.

In the first embodiment, the external diameter of two tire protectors 21,22 that wheel 2 has been described is in Width unmodified situation, and in the 3rd embodiment, the first round tire tread 221 of wheel 2 dwindles gradually with the external diameter of third round tire tread 323.In addition, the part identical with described each embodiment adopts same-sign, omits its explanation.

As shown in figure 12, the wheel 302 of the 3rd embodiment has third round tire tread 323, first round tire tread 221 is configured in the inboard (Figure 12 right side) of vehicle 301, third round tire tread 323 is configured in the outside (Figure 12 left side) of vehicle 301, and second tire protector 22 is configured between first round tire tread 221 and the third round tire tread 323.

And, at least compare with second tire protector 22, third round tire tread 323 has the characteristic of high grip, and, as shown in figure 12, the outside of the external diameter of this third round tire tread 323 from second tire protector, 22 sides (Figure 12 right side) towards vehicle 301 (Figure 12 left side) diameter reduction gradually.

Like this, do not give big camber angle (for example, even camber angle is set at 0 °) to wheel 302, first round tire tread 221 and third round tire tread 323 are in the state that leaves road surface G, have only second tire protector, 22 ground connection.Like this, reduce wheel 302 single-piece rolling resistance, further improved the performance of saving the combustion expense.

Simultaneously,, can suppress the wearing and tearing of these tire protectors 221,22,323, realize high lifeization by making earth-free and second tire protector 22 of first round tire tread 221 and third round tire tread 323 with littler camber angle ground connection.

On the other hand, if wheel 302 is given the camber angle (positive camber angle) of positive dirction, make third round tire tread 323 ground connection, because the external diameter of this third round tire tread 323 dwindles gradually, thereby the earth contact pressure of third round tire tread 323 can be realized uniformization in the whole zone of Width (Figure 12 left and right directions), can suppress earth contact pressure and concentrate on the tire protector end.

Like this, can effectively utilize the third round tire tread 323 of high adherence properties, further improve rideability (for example the vehicle stabilization performance when turning performance, acceleration capability, deceleration and stopping performance or rainy day etc.), and, can suppress eccentric wear to decrease, realize high lifeization.

The camber angle control of braking of the 3rd embodiment then, is described with reference to Figure 14.Figure 14 is the diagram of circuit of expression camber angle control and treatment.This is handled during the power connection of vehicle console device 100, utilizes CPU71 circulation (for example, every 0.2ms) to carry out.

In the processing of S4, if CPU71 judges the operation angle of bearing circle 54 and does not reach specified value (S4: not), then sharply turning is not indicated in expression, slowly turns round or the state of straight-line travelling but be in, and also has, utilize the processing of S1～S3 and S17～S19, it is good to infer pavement state, does not have indicating emergency to quicken or emergency braking, does not predict the generation and the parking of large driving force, turn round about prediction is not followed or the action of turning round of change lane, also the high adherence properties of indication selection.(S1: not, S2: not, S3: not, S17: not, S18: not, S19: not).

Therefore, (S1: not, S2: not, S3: not, S17: not, S18: not, S19: not, S4 :) can not judge in this case, performance as wheel 302 does not need to be high adherence properties, preferably utilize low-rolling-resistance to obtain to save combustion expense performance, therefore give normal camber angle (S25) to wheel 2, finish this camber angle and handle.In addition, in the present embodiment, normal camber angle is set at 0 ° (with reference to the near front wheel 202FL shown in Figure 10).

Like this, first round tire tread 221 and third round tire tread 323 are in the state that leaves road surface G, can have only second tire protector, 22 ground connection, therefore can reduce wheel 302 single-piece rolling resistance, have further improved the performance of saving the combustion expense.Also have, can suppress the wearing and tearing of these tire protectors 221,22,323 by making earth-free and second tire protector 22 of first round tire tread 221 and third round tire tread 323 with 0 ° camber angle ground connection this moment, realizes high lifeization.

Also having, in the processing of S4, is specified value above (S4: be) if judge the operation angle of bearing circle 54, because the chaufeur indication will be carried out sharply turning, might occur skidding by wheel 2, and upset appears in vehicle 301.This moment, (the off front wheel 202FR of Figure 13) gave negative camber angle to the turning foreign steamer, and gives positive camber angle (S36) to the interior wheel of turning (the near front wheel 202FL of Figure 13) in the present embodiment, finished this camber angle and handled.

Promptly, as shown in figure 13, in S36 handles, give camber angle θ R, θ L, left and right wheels 320 is all tilted to turning medial (Figure 13 right side), therefore on left and right sides two-wheeled 302, produce transverse force respectively, the transverse force of this two-wheeled 302 can be utilized as lateral control force, therefore can further improve turning performance.

Then, with reference to Figure 15 the 4th embodiment is described.Figure 15 is the diagram of circuit of the camber angle control and treatment of expression the 4th embodiment.This is handled during the power connection of vehicle console device 100, utilizes CPU71 circulation (for example, every 0.2ms) to carry out.

In the first embodiment, when being described, for example acceleration of chaufeur indicating emergency or sharply turning etc. regulate the situation of the camber angle of wheel 2, in the 4th embodiment, if the wheel 202 that skids is then regulated the camber angle of this wheel 202.

In addition, the part identical with described each embodiment adopts same-sign, omits its explanation.Also have, in the 4th embodiment, casehistory utilizes the situation of the vehicle 201 (wheel 202) of vehicle console device 100 controls second embodiment.

CPU71 at first detects car speed (S41) when the processing of camber angle S4, and the rotative speed (circular velocity) of detection wheel 202 (S42), based on the circular velocity of these car speeds and wheel 202, judges whether to exist the wheel 202 (S43) that skids.In addition, as mentioned above, utilize vehicle speed sensor device 32 and wheel revolutions speed sensor implementations 35 to calculate the circular velocity of car speed and wheel 202.

Its result, in the processing of S43, if judge the wheel 202 that does not skid, the all high adherence properties of promptly all wheels 202 on the G of road surface, travel (S43: not), the performance that then is judged as wheel 202 does not need to be high adherence properties, preferably utilize low-rolling-resistance to obtain to save combustion expense performance, therefore give normal camber angle (the same with second embodiment is 0 °) (S44), finish this camber angle and handle wheel 202.

Like this, first round tire tread 221 is in the state that leaves road surface G, can have only second tire protector, 22 ground connection, therefore can reduce wheel 202 single-piece rolling resistance, further improves and saves the performance that combustion takes.Also have, can suppress the wearing and tearing of this two tire protectors 221,22 by making earth-free and second tire protector 22 of first round tire tread 221 with 0 ° camber angle ground connection this moment, realizes high lifeization.

In addition, in the processing of S43, if judge the wheel 202 (S43: be) that existence is skidded, because the acceleration capability and the riding stability of vehicle 201 might suffer damage, therefore give negative camber angle (S45) to the wheel 202 that is skidding, finish this camber angle and handle.

Like this, the same with described first embodiment, because the earth contact pressure Rin of first round tire tread 221 increases, and the earth contact pressure Rout of second tire protector 22 reduces (in the present embodiment, earth contact pressure Rout is 0), thereby can utilize the high adherence properties of first round tire tread 221, prevent that skidding from appearring in wheel 202, improve the acceleration capability and the riding stability of vehicle 201.

Then, with reference to Figure 16～Figure 19, the 5th embodiment is described.In the first embodiment, illustrated that the motoring condition of this camber angle and vehicle 1 is irrelevant, keeps the situation of steady state value always when wheel 2 being given negative camber angle or positive camber angle.In the 5th embodiment,, the size of the camber angle of giving wheel 2 is increased and decreased along with the motoring condition of vehicle 1.

In addition, the part identical with described each embodiment adopts same-sign, omits its explanation.Also have, in the 5th embodiment, situation about controlling with the vehicle 1 (wheel 2) that utilizes in 500 pairs first embodiments of vehicle console device is an example, describes.

Figure 16 is the block scheme of electrical structure of the vehicle console device 500 of expression the 5th embodiment.As shown in figure 16, vehicle console device 500 has CPU71, ROM572 and RAM73, and these parts are connected with IO interface 75 via bus 74.In the ROM572 of the 5th embodiment, store friction coefficient conversion figure (マ Star プ) 572a and camber angle conversion Figure 57 2b.In addition, the details of these two conversion Figure 57 2a, 572b, the back describes with reference to Figure 17 and Figure 18.

Condition of road surface switch sensor 558a is for detecting the serviceability of condition of road surface switch (not shown), and this testing result is outputed to the device of CPU71, mainly have the position transduser (not shown) of the serviceability (operating position) that detects the condition of road surface switch and the testing result of this position transduser is handled and outputed to the control circuit (not shown) of CPU71.

In addition, the condition of road surface switch is the operating unit by driver's operation.When chaufeur switches the condition of road surface switch according to the situation of track,, utilize CPU71 to carry out the action control of camber angle setting device 4 along with this serviceability (operating position).Specifically, the condition of road surface switch is made of the key lock switch of 3 segmentations (3 position model), and primary importance is the drying road of mating formation corresponding to track, and the second place is the road of not mating formation corresponding to track, and the 3rd position is the road of mating formation the rainy day corresponding to track.

Figure 17 is the scheme drawing that has schematically illustrated the content of friction coefficient conversion Figure 57 2a.Friction coefficient conversion Figure 57 2a is the conversion figure of the amount of entering into (operational ton) with the relation of necessary front and back friction coefficient of storage acceleration pedal 52a and brake pedal 53.

CPU71 is based on the content of this friction coefficient conversion Figure 57 2a, calculates the friction coefficient that wheel 2 should be brought into play in the motoring condition of present vehicle 1 (that is, for wheel 2 is not skidded or lock necessary friction coefficient).In addition, the longitudinal axis represent necessary before and after friction coefficient be the friction coefficient that wheel 2 is not skidded or lock necessary vehicle fore-and-aft direction (Fig. 1 above-below direction).

As shown in figure 17, according to this friction coefficient conversion Figure 57 2a, under the state of not operating acceleration pedal 52 and brake pedal 53, (quicken and brake operating amount=0), friction coefficient is defined as minimum value μ fmin before and after necessary, and the friction coefficient straight line variation that is directly proportional with the operational ton (amount of depressing) of acceleration pedal 52 or brake pedal 53 before and after necessary, when the operational ton of operation acceleration pedal 52 and brake pedal 53 was in maximum rating (acceleration operation amount=100%), necessary front and back friction coefficient was defined as maxim μ fmax.

Figure 18 is the scheme drawing that has schematically illustrated the content of camber angle conversion Figure 57 2b.Camber angle conversion Figure 57 2b has stored the measured value of preliminary test of utilizing wheel 2 for the conversion figure of the relation of the storage friction coefficient of wheel 2 and rolling resistance and camber angle.

CPU71 is based on the content of this camber angle conversion Figure 57 2b, and calculating should be given the camber angle of wheel 2.

In addition, in Figure 18, solid line 501 is corresponding to friction coefficient, and solid line 502 is corresponding to rolling resistance.Also have, in the camber angle of transverse axis, Figure 18 right side (than the side of the big θ a of angle 0 degree) corresponding to negative camber angle (promptly, the side that the earth contact pressure of the first round tire tread 21 of high adherence properties increases, with reference to Fig. 5), Figure 18 left side (than the side of the big θ b of angle 0 degree) is corresponding to positive camber angle (that is, the side that the earth contact pressure of second tire protector 22 of low-rolling-resistance increases is with reference to Fig. 6).

Here, in camber angle conversion Figure 57 2b, stored and the cooresponding 3 kinds of conversion of 3 kinds of serviceability of described condition of road surface switch.But in Figure 18 for reduced graph, be convenient to understand, only represented a kind of conversion figure (drying mat formation road conversion figure) as typical example, omitted other 2 kinds of conversion figure among the figure.

That is, in camber angle conversion Figure 57 2b, stored the drying road of mating formation and mated formation the road with these 3 kinds in conversion figure with conversion figure and rainy day with conversion figure, the road of not mating formation.CPU71 detects the serviceability of condition of road surface switch, when the indication drying is mated formation the road, reads the drying road conversion figure that mats formation.When do not mated formation in the road in indication, read the road of not mating formation conversion figure.When the rainy day is mated formation the road in indication, read the rainy day road conversion figure that mats formation.Based on this content, the action of control camber angle setting device 4.

As shown in figure 18, according to this camber angle conversion Figure 57 2b, if the regulation camber angle from 0 degree state (promptly, first round tire tread 21 and second tire protector, 22 impartial connected to chassis states) change to negative camber angle side (θ a side), along with this variation, increase the earth contact pressure (reducing the earth contact pressure of second tire protector 22 of low-rolling-resistance gradually) of the first round tire tread 21 of high adherence properties gradually, thereby increase friction coefficient (and rolling resistance) gradually.

Then, when camber angle reached θ a (below, be called " the second camber angle θ a "), second tire protector 22 left track, has only first round tire tread 21 to contact with track, and friction coefficient reaches maxim μ a.

In addition, even camber angle further changes to the negative camber angle side from the second camber angle θ a, because second tire protector 22 has left track, the variation of friction coefficient can not take place basically, friction coefficient maintains maxim μ a.Also have, the variation of rolling resistance is a maxim at the second camber angle θ a place too, maintains certain value afterwards substantially.

On the other hand, as shown in figure 18, the regulation camber angle from 0 degree state (promptly, first round tire tread 21 and second tire protector, 22 impartial connected to chassis states) when positive camber angle side (θ b side) changes, along with this variation, increase the earth contact pressure (reducing the earth contact pressure of the first round tire tread 21 of high adherence properties gradually) of second tire protector 22 of low-rolling-resistance gradually, thereby reduce friction coefficient (and rolling resistance) gradually.

Then, when camber angle reached θ b (below, be called " the first camber angle θ b "), first round tire tread 21 left track, has only second tire protector 22 to contact with track, and friction coefficient reaches minimum value μ b.

In addition, even camber angle further changes to positive camber angle side from the first camber angle θ b, because first round tire tread 21 has left track, the variation of friction coefficient can not take place basically, friction coefficient maintains minimum value μ b.Also have, the variation of rolling resistance is a minimum value at the first camber angle θ b place too, maintains certain value afterwards substantially.

Here, after parallel the moving of direction that dry pavement is diminished along friction coefficient with the solid line of conversion figure, the road surface of not mating formation that obtains omitting among Figure 18 expression is with conversion figure and the rainy day road surface conversion figure that mats formation.That is, in any conversion, friction coefficient is that minimum value or peaked camber angle all are the first or second camber angle θ a, θ b.

The camber angle control and treatment of the 5th embodiment then, is described with reference to Figure 19.Figure 19 is the diagram of circuit of expression camber angle control and treatment.This is handled during the power connection of vehicle console device 500, utilizes CPU71 circulation (for example, every 0.2ms) to carry out.

CPU71 at first judges condition of road surface (S51) when the camber angle control and treatment.During this is handled, utilize condition of road surface switch sensor device 558a (with reference to Figure 16) to confirm testing result, obtain the serviceability of chaufeur road pavement situation switch.That is, as mentioned above, when CPU71 was in primary importance at the operating position of confirming the condition of road surface switch, the judgement condition of road surface was a dry pavement, if be in the second place, then is judged as the road surface of not mating formation, if be in the 3rd position, then was judged as the rainy day road surface of mating formation.

Then, in the processing of S52, detect the serviceability (S52) of acceleration pedal 52 and brake pedal 53, from friction coefficient conversion Figure 57 2a (with reference to Figure 17), read and the cooresponding necessary front and back of the serviceability of this detection friction coefficient (S53).Like this, can obtain to wheel 2 not being skidded or locking the friction coefficient of necessary vehicle fore-and-aft direction (Fig. 1 above-below direction).

Then, in the processing of S54, the ground speed (speed of a motor vehicle) that detects the deflection angle of wheel 2 and vehicle 1 (S54) calculates necessary side friction coefficient (S55) from the deflection angle of this detection and the speed of a motor vehicle.In addition, as mentioned above, CPU71 detects the deflection angle of wheel 2 and the ground speed of vehicle 1 based on the testing result of steering wheel sensor device 54a and vehicle speed sensor device 32.

Here, necessary side friction coefficient is in the vehicle 1 in turning driving, for making the do not skid friction coefficient of necessary vehicle fore-and-aft direction (Fig. 1 left and right directions) of its wheel 2, followingly explanatorily calculates.

That is, at first, can utilize formula tan σ=I/R0 to represent relation between the wheelbase I of deflection angle σ, the A Kaman turn radius R0 of wheel 2 and vehicle 1.When deflection angle σ was very little, this relational expression can approximate representation be deflection angle σ=I/R0.After this formula is out of shape for A Kaman turn radius R0, can obtain R0=I/ σ.

On the other hand, by utilizing margin of stability K,, can utilize formula R/R0=1+Kv2 to represent the relation of ground speed (speed of a motor vehicle) v of the actual turn radius R of vehicle 1 and vehicle 1 from the cornering properties of vehicle 1 to vehicle 1 actual measurement.This formula is out of shape for actual turn radius R, and the A Kaman turn radius R0 that substitution is tried to achieve previously can obtain R=I (1+Kv2)/σ.

Here, if the weight of vehicle 1 is m, the centnifugal force F that acts on during turning driving on the vehicle 1 can be expressed as F=mv2/R.With the actual turn radius R that its substitution is tried to achieve previously, can obtain F=mv2 σ/(I (1+Kv2)).Owing to avoid the friction force μ w that wheel 2 skids along transverse direction (left and right directions of vehicle 1) only to need therefore to remove this centnifugal force F, necessary side friction coefficient table can be shown μ w=F/m=v2 σ/(I (1+Kv2)) with weight m greater than this centnifugal force F.

After in the processing of S53 and S55, obtaining necessary front and back friction coefficient and necessary side friction coefficient, based on friction coefficient and necessary side friction coefficient before and after these necessity (promptly, as making a concerted effort) towards the vector of the fore-and-aft direction of vehicle 1 and left and right directions, calculate necessary friction coefficient (S56), transfer to the processing of S57 then.

In the processing of S57, the maxim μ a and the minimum value μ b of the friction coefficient that necessary friction coefficient that the processing of S56 is calculated and wheel 2 can be brought into play compare, and judge whether necessary friction coefficient is between maxim μ a and the minimum value μ b (S57).

In addition, as mentioned above, from camber angle conversion Figure 57 2b (with reference to Figure 18), read the maxim μ a and the minimum value μ b of the friction coefficient that wheel 2 can bring into play.Also have, this moment, CPU71 selected from 3 kinds of conversion figure and the cooresponding conversion figure of condition of road surface that differentiates in the processing of S51, based on the content of selected conversion figure, read maxim μ a and minimum value μ b.

Judged result as S57, if necessary friction coefficient is in the following minimum value μ b of maxim μ a above (S57: be), then from camber angle conversion Figure 57 2b, read corresponding (promptly with necessary friction coefficient, the friction coefficient that equates with necessary friction coefficient) camber angle (S58), give processing as camber angle, give this camber angle that reads (S59) for wheel 2, finish this camber angle control and treatment then.

Specifically, at this moment, because the necessary friction coefficient that for example calculates in the processing of S56 is μ x, and μ b≤μ x≤μ a (S57: be), therefore from camber angle conversion Figure 57 2b shown in Figure 180, read and this necessity coefficientoffriction cooresponding camber angle θ x of x (S58), give the camber angle θ x (S59) that this reads for wheel 2.

Like this, the change of the friction coefficient that wheel 2 can be brought into play is controlled at necessary MIN friction coefficient, it is hereby ensured necessary acceleration deceleration and stopping performance and turning performance, simultaneously rolling resistance is suppressed at littler value, further realizes saving the combustion expense.

On the other hand, be not in (S57: not), judge then that then whether necessary friction coefficient is less than minimum value μ b (S60) more than the following minimum value μ b of maxim μ a if in S57, judge necessary friction coefficient.Its result less than minimum value μ b (S60: be), then gives first camber angle (S61) for wheel 2 if judge necessary friction coefficient, finishes this camber angle control and treatment then.

Specifically, at this moment, the necessary coefficientoffriction y that calculates in the processing of S56 is less than μ b (μ y＜μ b) (S60: be), as mentioned above, from camber angle conversion Figure 57 2b shown in Figure 180, do not read cooresponding camber angle with this necessity coefficientoffriction y, but the camber angle that will give wheel 2 is defined as the first camber angle θ b, and gives wheel 2 (S61) with it.

Like this, as shown in figure 18, in the present embodiment, during the minimum value μ b of the friction coefficient that can bring into play less than wheel 2 as the necessary coefficientoffriction y that calculates in the processing at S56, even judge and give the camber angle of absolute value greater than the first camber angle θ b to wheel 2, can not further reduce rolling resistance (realizing saving travelling of combustion expense), therefore give the minimum angles in the scope that can bring into play minimum value μ b (near the angle of 0 degree) to wheel 2, that is the first camber angle θ b.Like this, camber angle can be avoided unnecessarily increasing, the riding stability of vehicle 1 can be guaranteed.

On the other hand, in the processing of S60, (S60: not) in the time of can not judging necessary friction coefficient less than minimum value μ b, because necessary friction coefficient is greater than maxim μ a, (S60: deny) do not give second camber angle (S62) for wheel 2 at this moment, and circulate a notice of to handle (S63), finish this camber angle control and treatment then.

Specifically, at this moment, the necessary coefficientoffriction z that calculates in the processing of S56 is greater than maxim μ a (μ b＜μ z) (S60: not), as noted above, from camber angle conversion Figure 57 2b shown in Figure 180, do not read with the cooresponding for example camber angle of this necessity coefficientoffriction z θ z, at this moment, the camber angle of giving wheel 2 is defined as the second camber angle θ a, and gives wheel 2 (S62) it.

Like this, in the present embodiment, as shown in figure 18, during the maxim μ a of the friction coefficient that can bring into play greater than wheel 2 as the necessary coefficientoffriction z that calculates in the processing at S56, give the big camber angle of absolute value even judge to wheel 2, also can further not increase friction coefficient (raising adherence properties), therefore give the minimum angles in the scope that to bring into play maxim μ a (near the angle of 0 degree) wheel 2 greater than the second camber angle θ a, that is the second camber angle θ a.Therefore camber angle can be avoided unnecessarily increasing, the riding stability of vehicle 1 can be guaranteed.

Here, circular is handled (S63) for by loud speaker output and show because urgent the acceleration or wheels 2 such as emergency braking (or may) situation of skidding or locking circulated a notice of to chaufeur on read-out.In addition, when vehicle 1 is in acceleration mode, also can in the processing of S63, reduce the operation (for example, vehicle 1 is braked, or reduced the output of driving engine etc.) of the speed of vehicle 1 by operation of braking means.Like this, can not rely on the operation of chaufeur and mechanically reduce the speed of vehicle 1, can improve safety.

Then, with reference to Figure 20 the 6th embodiment is described.In the 5th embodiment, the situation that the first round tire tread 21 and second tire protector 22 are set at wheel 2 has been described.In the 6th embodiment, the same with described the 3rd embodiment, at wheel 302 first round tire tread 221, second tire protector 22 and third round tire tread 323 are set.

In addition, the part identical with described each embodiment adopts same-sign, omits its explanation.Also have, in the 6th embodiment, the situation that casehistory utilizes the vehicle 301 (wheel 302 is with reference to Figure 12 or Figure 13) in 500 pairs the 3rd embodiments of vehicle console device in the 5th embodiment to control.But as described later, the structure of the camber angle conversion of the 6th embodiment is different with the 5th embodiment.

Figure 20 is the scheme drawing that has schematically illustrated the camber angle conversion content of the 6th embodiment.Camber angle conversion figure is the conversion figure of the relation of the storage friction coefficient of wheel 302 and rolling resistance and camber angle, has stored the measured value of preliminary test of utilizing wheel 302.The same with described the 5th embodiment, CPU71 is based on the content of this camber angle conversion, and calculating should be given the camber angle of wheel 302.

In addition, in Figure 20, solid line 601 is corresponding to friction coefficient, and solid line 602 is corresponding to rolling resistance.Also have, the same with the 5th embodiment in the 6th embodiment, stored and the corresponding 3 kinds of conversion figure of 3 kinds of serviceability of condition of road surface switch at camber angle conversion figure.Understand easily for reduced graph, in Figure 20, only represented a kind of conversion figure (drying mat formation road conversion figure), omitted other 2 kinds of conversion figure among the figure as typical example.

As shown in figure 20, camber angle conversion figure according to the 6th embodiment, if camber angle from 0 degree state (promptly, have only second tire protector, 22 ground connection, first and third round tire tread 221,323 leave the state of track) change to negative camber angle side (θ bn side) owing to before camber angle arrives θ bn, have only second tire protector, 22 ground connection, first round tire tread 221 (and third round tire tread 323) leaves track, so friction coefficient maintains minimum value μ b.In addition, rolling resistance maintains minimum value in this interval too.

Then, when camber angle changes to negative camber angle side (θ an side) from θ bn, along with this changes, because the earth contact pressure of the first round tire tread 221 of high adherence properties increases (earth contact pressure of second tire protector 22 of low-rolling-resistance reduces gradually) gradually, friction coefficient (and rolling resistance) increases gradually.

Then, when camber angle reaches θ an (hereinafter referred to as " the 3rd camber angle θ an "), second tire protector 22 leaves track, has only first round tire tread 221 and track ground connection, and friction coefficient reaches maxim μ a.

At this moment, even camber angle further changes to negative camber angle side (Figure 20 right side) from the 3rd camber angle θ an, because second tire protector 22 has left track, has only first round tire tread 221 and track ground connection, therefore can not occur the variation of friction coefficient basically, friction coefficient maintains maxim μ a.Also have, rolling resistance is a maxim when camber angle reaches the 3rd camber angle θ an too, maintains certain value afterwards substantially.

Equally, as shown in figure 20, if camber angle from 0 degree state (promptly, have only second tire protector, 22 ground connection, first and third round tire tread 221,323 leave the state of track) change to positive camber angle side (θ bp side) owing to before camber angle arrives θ bp, have only second tire protector, 22 ground connection, third round tire tread 323 (and first round tire tread 221) leaves track, so friction coefficient maintains minimum value μ b.In addition, rolling resistance maintains minimum value in this interval too.

Then, when camber angle changes to positive camber angle side (θ ap side) from θ bp, along with this changes, because the earth contact pressure of the third round tire tread 323 of high adherence properties increases (earth contact pressure of second tire protector 22 of low-rolling-resistance reduces gradually) gradually, friction coefficient (rolling resistance) increases gradually.

Then, when camber angle reaches θ ap (hereinafter referred to as " the inclination angle [theta] ap " all round), second tire protector 22 leaves track, has only third round tire tread 323 and track connected to chassis state, and friction coefficient reaches maxim μ a.

At this moment, even camber angle from all round inclination angle [theta] ap further change to positive camber angle side (Figure 20 left side), because second tire protector 22 has left track, has only third round tire tread 323 and track ground connection, therefore can not occur the variation of friction coefficient basically, friction coefficient maintains maxim μ a.Also have, rolling resistance is a maxim during inclination angle [theta] ap when camber angle reaches the too all round, maintains certain value afterwards substantially.

The camber angle control and treatment of the 6th embodiment then, is described with reference to Figure 21.Figure 21 is the diagram of circuit of expression camber angle control and treatment.This is handled when the power connection of vehicle console device 500, utilizes CPU71 circulation (for example, every 0.2ms) to carry out.

In the 6th embodiment, the same with the 5th embodiment, CPU71 is when the camber angle control and treatment, judging condition of road surface (S51) afterwards, judge the serviceability (S52) that detects acceleration pedal 52 and brake pedal 53, from friction coefficient conversion Figure 57 2a (with reference to Figure 17), read and the cooresponding necessary front and back of the serviceability of this detection friction coefficient (S53).

Then, after the processing of carrying out S53, the deflection angle of detection wheel 302 and the ground speed (speed of a motor vehicle) of vehicle 1 are (S54), from the deflection angle of this detection and the speed of a motor vehicle, calculate necessary friction coefficient (S55), based on friction coefficient and necessary side friction coefficient before and after necessary, calculate necessary friction coefficient (S56), judge whether the necessary friction coefficient that is calculated is in the following and minimum value μ b above (S57) of maxim μ a.

Its result, if necessary friction coefficient is in the following and minimum value μ b above (S57: be) of maxim μ a, whether the operation angle of then judging bearing circle 54 is more than the specified value, and promptly whether chaufeur is indicated and will be stipulated above turning (sharply turning) (S601).

Its result, if the operation angle of bearing circle 54 is greater than specified value (S601: be), then be judged as the chaufeur indication and will carry out sharply turning, might occur skidding, in the present embodiment, from camber angle conversion figure shown in Figure 20, read cooresponding with necessary friction coefficient (i.e. the friction coefficient that equates with necessary friction coefficient) camber angle, the turning foreign steamer is that the negative camber angle and the interior wheel of turning are the camber angle of positive camber angle (S658), give processing as camber angle, give this camber angle that reads (S59) for wheel 302, finish this camber angle control and treatment then.

Like this, as the 3rd embodiment, can be after giving camber angle, the wheel 320 about making is all to turning medial inclination (with reference to Figure 13).Its result can produce transverse force respectively at left and right sides two-wheeled 302, and the transverse force of this two-wheeled 302 is used as lateral control force, thereby further improve turning performance.

On the other hand, in the processing of S601, be not more than specified value (S601: not) if judge the operation angle of bearing circle 54, then be judged as not indication and carry out sharply turning, but compare mild turning or straight-line travelling, in the present embodiment, from camber angle conversion figure shown in Figure 20, read cooresponding with necessary friction coefficient (i.e. the friction coefficient that equates with necessary friction coefficient) camber angle, and left and right sides two-wheeled is the camber angle (S602) of negative camber angle, give processing as camber angle, give this camber angle that reads (S59) for wheel 302, finish this camber angle control and treatment then.The attitude that can stably keep like this, vehicle 301.

On the other hand, be not in below the maxim μ a and (S57: not), judge then that then whether necessary friction coefficient is less than minimum value μ b (S60) more than the minimum value μ b if in S57, judge necessary friction coefficient.Less than minimum value μ b (S60: be), then give normal camber angle (S661) if judge necessary friction coefficient, finish this camber angle control and treatment then for wheel 302.

In addition, in the present embodiment, normal camber angle is set at 0 degree.Like this,, have only second tire protector, 22 ground connection, therefore can further reduce wheel 302 single-piece rolling resistance, further improve the saving combustion and take performance because first round tire tread 221 and third round tire tread 323 are in the state that leaves track.Also have, this moment, first round tire tread 221 and third round tire tread 323 were earth-free, and therefore second tire protector 22 can suppress the abrasion of each tire protector 221,22,323 with the camber angle ground connection of 0 degree, realization high lifeization.In addition, camber angle can be avoided unnecessarily increasing, the riding stability of vehicle 1 can be guaranteed.

On the other hand, in the processing of S60, if can not judge that necessary friction coefficient is less than minimum value μ b, be necessary friction coefficient (S60: not) during greater than maxim μ a, whether the operation angle of then judging bearing circle 54 is more than the specified value, and promptly whether chaufeur is indicated and will be stipulated above turning (sharply turning) (S603).

Its result, if judging the operation angle of bearing circle 54 is specified value above (S604: be), then be judged as the chaufeur indication and will carry out sharply turning, might occur skidding, in the present embodiment, give described the 3rd camber angle to the turning foreign steamer, and give described the inclination angle (S605) all round wheel in turning.

Like this, the turning foreign steamer is in negative camber angle, and wheel is in positive camber angle in turning, as the 3rd embodiment, and can be at the wheel about giving camber angle, making 320 all to turning medial inclination (with reference to Figure 13).Its result can produce transverse force respectively at left and right sides two-wheeled 302, and the transverse force of this two-wheeled 302 is used as lateral control force, thereby further improve turning performance.

On the other hand, in the processing of S603, be not more than specified value (S603: not) if judge the operation angle of bearing circle 54, then be judged as not indication and carry out sharply turning, but compare mild turning or straight-line travelling, in the present embodiment, give the 3rd camber angle (S604) to left and right sides two-wheeled.Like this, give negative camber angle, can keep the attitude stability of vehicle 301 left and right sides two-wheeled.

In addition, in the present embodiment, the same with described the 5th embodiment, during the maxim μ a of the friction coefficient that can bring into play greater than wheel 2 when the necessary friction coefficient of calculating in the processing at S56, even judge wheel 302 is given greater than the 3rd or big camber angle of absolute value at inclination angle all round, can further not increase friction coefficient (raising adherence properties) yet, therefore give the minimum angles in the scope that to bring into play maxim μ a (near the angle of 0 degree) to wheel 302, that is the 3rd or inclination angle all round.Therefore camber angle can be avoided unnecessarily increasing, the riding stability of vehicle 301 can be guaranteed.

Carry out after the processing of S604 or S605, carry out circular and handle (S63), finish this camber angle control and treatment then.

Then, with reference to Figure 22 to Figure 24 the 7th embodiment is described.In described each embodiment, illustrated for 4 wheel 2FL～2RR all to be subjected to the situation that 4 wheel drive vehicles (vehicle 1) that wheel driver 3 drives carry out camber angle control that the 7th embodiment is to be to be subjected to drive wheel, back left and right wheels 2RL, 2RR that wheel driver 3 drives to carry out camber angle control for 2 wheel drive vehicles with the driven flower wheel of drive wheel (wheel 2FL, 2FR) for preceding left and right wheels 2FL, 2FR.

Though not special diagram, the vehicle of the 7th embodiment (vehicle 1 ') is in the vehicle 1 of described first embodiment, omitted the RL motor 3RL and the RR motor 3RR that drive back revolver 2RL and rear right wheel 2RR respectively, and the controller of vehicle that will control this vehicle 1 ' changes to controller of vehicle 700 from controller of vehicle 100.In addition, the part identical with described each embodiment adopts same-sign, omits its explanation.

Figure 22 is the block scheme of electrical structure of the vehicle console device of expression the 7th embodiment.As shown in figure 22, vehicle console device 700 has CPU71, has ROM572 and the RAM73 of friction coefficient conversion Figure 57 2a and camber angle conversion Figure 57 2b, and these parts are connected with IO interface 75 via bus 74.

On the IO interface 75 of the 7th embodiment, connecting mechanical brake control setup 300.The serviceability of the brake pedal 53 that this mechanical type braking force control system 300 produces along with chaufeur (amount of entering into, depress speed etc.) is given each wheel 2FL～2RR with the braking force that mechanical brake produces.

When utilizing brake pedal sensor 53a to detect the serviceability of the brake pedal 53 that chaufeur produces, this testing result is outputed to CPU71.CPU71 sets the amount of giving of mechanical brake (hydraulic brake), and outputs to mechanical brake control setup 300 based on this testing result.Mechanical brake control setup 300 is based on this amount of giving, and the hydraulic pressure of the brake actuator (not shown) of each wheel 2FL～2RR is given in control.Its result on each wheel 2FL～2RR, gives the braking force that produces with the corresponding mechanical brake of the serviceability of brake pedal 53.

On the other hand, FL motor 3FL and the FR motor 3FR of revolver 2FL and front right wheel 2FR constitute regenerative braking device with regenerative circuit (not shown) before driving respectively, the effect of performance regeneration motor.Be not built-in with the inverter that alternating current is transformed to DC current in the regenerative circuit of expression among the figure, based on control signal from CPU71, these motors 3FL, 3FR are played a role as the regeneration motor, thereby the electric power that these motors 3FL, 3FR are produced supplies to battery (not shown).That is, the vehicle 1 of the 7th embodiment is braked by the regenerative brake of motor 3FL, 3FR and the coordination of mechanical braking (hydraulic braking).

Here, Figure 23 is the scheme drawing of the correlativity of the serviceability of brake pedal 53 of vehicle 1 ' of expression the 7th embodiment and braking force.In scheme drawing shown in Figure 23, transverse axis is represented the legpower of the brake pedal 53 that brake pedal sensor device 53a is detected, turn right more (right side of Figure 23), and the legpower of expression brake pedal 53 is big more.On the other hand, the longitudinal axis represents to give the braking force of vehicle 1, past more upside (upside of Figure 23), and the braking force that vehicle 1 is given in expression is big more.

Here, in Figure 23, dotted line 701 is corresponding to the single-piece braking force.As shown in figure 23, when driver's operation brake pedal 53, the proportional increase of legpower of single-piece braking force and brake pedal 53.

Also have, in Figure 23, the braking force that solid line 702 produces corresponding to regenerative brake, the braking force that solid line 703 produces corresponding to mechanical braking.As shown in figure 23, begin to depress brake pedal 53 from chaufeur, till the legpower arrival " X " of brake pedal 53, the single-piece braking force is born by the braking force that regenerative brake produces.That is, when the legpower of brake pedal 53 was in scope from " 0 " to " X ", CPU71 was to wheel driver 3 (motor 3FL, 3FR) output control signal, to obtain from regenerative brake and the corresponding whole braking forces of the legpower of brake pedal 53.

And,,, carry out the coordination braking of regenerative brake and mechanical braking when the legpower of brake pedal 53 is " X " when above along with increase based on the legpower of the brake pedal 53 of chaufeur.Promptly, in the legpower of brake pedal 53 is scope more than " X ", CPU71 is corresponding with the legpower of brake pedal 53, set the amount of giving (braking force) of regenerative brake and the amount of giving (braking force) of mechanical braking respectively, the braking force that sets is outputed to wheel driver 3 (motor 3FL, 3FR) and mechanical type braking force control system 30.Like this, when the legpower of brake pedal 53 is " X " when above, begin to utilize mechanical braking that back left and right wheels 2RL, 2RR as flower wheel are braked.

Then, illustrate that with reference to Figure 24 the camber angle of the 7th embodiment gives processing (S59).Figure 24 is the diagram of circuit that the expression camber angle is given processing (S59).In addition, to give processing (S59) be the processing that moves in the camber angle control and treatment of described the 5th embodiment to this camber angle.

As shown in figure 24, give processing (S59), confirm to utilize necessary side friction coefficient that the processing of S55 calculates whether less than threshold value " M " (necessary side friction coefficient＜M) (S591) according to this camber angle.Utilize S591 to handle the result who confirms, if necessary side friction coefficient＜M, promptly, when because turn radius mild (comprising craspedodromes) and be that reason such as low speed turning makes the centnifugal force (S591: be) less than with the cooresponding centnifugal force of necessary side friction coefficient " M " time of vehicle 1 ' confirms whether the braking legpower not have to arrive the boundary " M " that mechanical brake is moved and (brake legpower＜M) (S592).

Utilize S592 to handle the result who confirms, if braking legpower＜X, that is, when all bearing (S592: be), only give drive wheel 2FL, 2FR (S593) with the camber angle that the processing of S58 is read by regenerative brake with the cooresponding all braking forces of the legpower of brake pedal 53.

Like this, give processing (S59), when only giving the braking force of regenerative brake generation, only preceding left and right wheels 2FL, 2FR are given and the corresponding camber angle of necessary friction coefficient preceding left and right wheels 2FL, 2FR as drive wheel according to this camber angle.

Like this, when only to preceding left and right wheels 2FL, 2FR as drive wheel give braking force that regenerative brake produces, when not giving braking force to back left and right wheels 2RL, 2RR as flower wheel, the high grip of performance back left and right wheels 2RL, 2RR becomes nonsensical.Therefore, in this occasion,, can suppress to make these flower wheels (back left and right wheels 2RL, 2RR) to bring into play insignificant high grip by back left and right wheels 2RL, 2RR as flower wheel not being carried out the control of giving with the corresponding camber angle of necessary friction coefficient.Its result in the vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR, can further realize saving the combustion expense.

On the other hand, utilize S592 to handle the result who confirms, (brake legpower 〉=X) if that the braking legpower be " X " is above, promptly, (S592: not) in the time of also will giving braking force according to the legpower of brake pedal 53 for flower wheel 2RL, 2RR, the camber angle that then will utilize the processing of S58 to read is given all wheels 2, and (2FL～2RR) (S596) finishes this camber angle then and gives processing (S59).

Like this, give processing (S59) according to this camber angle, when to all 4 wheels 2 (2FL～in the time of 2RR) all will giving braking force, because not just drive wheel 2FL, 2FR, on flower wheel 2RL, 2RR, also give and the corresponding camber angle of necessary friction coefficient, therefore for all wheels 2 (2FL～2RR), wheel 2 is brought into play reliably in order to suppress the required friction coefficient of skidding of each wheel 2.Its result can improve the deceleration and stopping performance of the vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR effectively.

Also have, utilize S591 to handle the result who confirms, if necessary side friction coefficient is greater than M (necessary side friction coefficient 〉=M), promptly, when because reasons such as sharply turning or tempo turn make the centnifugal force of vehicle 1 ' for the cooresponding centnifugal force of necessary side friction coefficient " M " when above (S591: deny), the camber angle that then will utilize the processing of S58 to read is given all wheels 2, and (2FL～2RR) (S596) finishes this camber angle then and gives processing (S59).

Like this, give processing (S59) according to this camber angle, when because reasons such as sharply turning or tempo turn make the centnifugal force of vehicle 1 ' be the threshold value of regulation when above, because not just drive wheel 2FL, 2FR, on flower wheel 2RL, 2RR, also give and the corresponding camber angle of necessary friction coefficient, therefore for all wheels 2 (2FL～2RR), wheel 2 is brought into play reliably in order to suppress the required friction coefficient of skidding of each wheel 2.Its result can improve the turning performance (and quicken deceleration and stopping performance) of the vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR effectively.

Also have, after S593 handles, whether the camber angle of confirming flower wheel 2RL, 2RR is than the more close negative camber angle side of the first camber angle θ b (promptly, the θ a side of Figure 18) camber angle (S594), if the camber angle of flower wheel 2RL, 2RR is than the more close negative camber angle side of the first camber angle θ b (S594: be), then give the first camber angle θ b (S595), finish this camber angle then and give processing (S59) flower wheel 2RL, 2RR.On the other hand, if the camber angle of flower wheel 2RL, 2RR is not than the more close negative camber angle side of the first camber angle θ b (S594: not), then directly finish this camber angle and give processing (S59).

Like this, give processing (S59) according to this camber angle, when the processing that utilizes S593 only to drive wheel 2FL, when 2FR gives with the corresponding camber angle of friction coefficient, promptly, allow flower wheel 2RL, when the saving combustion expense property of 2RR has precedence over high grip, if flower wheel 2RL, the camber angle of 2RR is the camber angle than the more close negative camber angle side of the first camber angle θ b, promptly, make flower wheel 2RL, the rolling resistance of 2RR becomes the big camber angle of rolling resistance than the first camber angle θ b, because this flower wheel 2RL, the camber angle of 2RR is set at the first camber angle θ b, so this flower wheel 2RL, the rolling resistance of 2RR can reduce.Its result in the vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR, can further realize saving combustion expense performance.

As above explanation, according to the 7th embodiment, in vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR, at any time give and the corresponding camber angle of friction coefficient for drive wheel 2FL, 2FR, on the other hand, when flower wheel 2RL, 2RR are not needed to give high grip, then do not carry out and the giving of the corresponding camber angle of friction coefficient.Like this, owing to do not give insignificant high grip, therefore can further realize saving combustion expense performance to flower wheel 2RL, 2RR.

Based on embodiment the present invention has been described above, but the present invention is not limited to described embodiment, is easy to learn, in the scope that does not break away from purport of the present invention, can carry out various improvement distortion.

For example, the numerical value of enumerating in the described embodiment is an example, can certainly adopt other numerical value.Also have, part or all of the structure in described each embodiment certainly with other embodiments in part or all of structure make up.

In described first～the 3rd embodiment, the operational ton (amount of entering into) that the acceleration pedal 52 of driver's operation or brake pedal 53 be described is given the situation (with reference to S2, S3 and the S6 of Fig. 7) of negative camber angle when above to wheel 2 for specified value, but be not limited thereto, can certainly determine the camber angle of wheel 2 based on other quantity of state.Equally, in described the 5th to the 6th embodiment, illustrated that the operational ton (amount of entering into) that utilizes acceleration pedal 52 or brake pedal 53 constitutes the situation of the parameter (transverse axis) of friction coefficient conversion Figure 57 2a, but be not limited thereto, can certainly utilize other quantity of state to constitute parameter.

Here, as other quantity of state, can enumerate the operating speed of acceleration pedal 52 for example or brake pedal 53.For example, even the amount of entering into of acceleration pedal 52 or brake pedal 53 is identical, if its operating speed greater than (less than) a reference value, also can give negative camber angle (positive camber angle).

Perhaps, as other quantity of state, can enumerate the gear-change operation of variable-speed motor.For example, when carrying out gear shift (downshift operation), judge owing to this gear-change operation produces bigger acceleration and deceleration, thereby also can give negative camber angle wheel 2 for the deceleration/decel that improves variable-speed motor.Like this, can suppress skidding or locking of wheel 2, improve the acceleration capability or the deceleration and stopping performance of vehicle 1.

In described first～the 3rd embodiment, the operation angle that the bearing circle 54 of driver's operation has been described is specified value is given negative camber angle when above to wheel 2 a situation (with reference to S4 and the S6 of Fig. 7), but be not limited thereto, can certainly determine the camber angle of wheel 2 based on other quantity of state.

Here, as other quantity of state, can enumerate for example operating speed of bearing circle 54.For example, even the operation angle of bearing circle 54 is identical, if its operating speed greater than (less than) a reference value, also can give negative camber angle (positive camber angle).

In described first～the 3rd embodiment, illustrated as (deceleration) state of acceleration decision mechanism, carry out the example of judgment processing based on the serviceability of each pedal 52,53, but be not limited thereto, for example, can certainly judge based on the acceleration-deceleration of the reality of utilizing vehicle speed sensor 32 (fore-and-aft direction acceleration pick-up 32a, left and right directions acceleration pick-up 32b) to detect.That is, also can work as acceleration-deceleration that vehicle produces and be specified value when above, give negative camber angle, when not reaching specified value, give positive camber angle wheel 2 to wheel 2.At this moment, can judge, perhaps, also can be only judge based on any the acceleration-deceleration in this both direction based on the acceleration-deceleration of the both direction of vehicle fore-and-aft direction and left and right directions.

In described first～the 3rd embodiment, illustrated as the road surface decision mechanism, carry out the example of judgment processing based on the serviceability of wiper switch 55, but be not limited thereto, for example, can certainly utilize rain sensor to detect moisture conditions,, give negative camber angle wheel 2 when this detected value is specified value when above.Perhaps, also can utilize detection ground-surface states such as non-contacting optical sensor, based on this testing result (ground-surface moisture film state, ground-surface accumulated snow state, ground-surface frozen state or the state etc. of mating formation), give negative camber angle or positive camber angle to wheel 2.

In described first～the 3rd embodiment, as the order that judges whether to give negative camber angle, the order of state of state, bearing circle 54 that has adopted state, the high grip switch 57 of state, the flash light switch 56 of state, the car speed of state, the brake pedal 53 of state, the acceleration pedal 52 of wiper switch 55 is (with reference to S1～S4), but be not limited to this order, certainly these contents rearranged into other orders.Also have, can certainly omit the part in these determining steps.

In said embodiment, illustrated that camber angle θ R, θ L that left and right wheels 2 is given are the situation of equal angular (θ R=θ L), but be not limited thereto, for example, can certainly give the camber angle θ R, the θ L that have nothing in common with each other (θ R＜θ L or θ L＜θ R) left and right wheels 2.

In described first～the 3rd embodiment, illustrated that first round tire tread 21,221 is configured in vehicle interior side, second tire protector 22 is configured in the situation of vehicle outside, but is not limited to this position relation, certainly suitably changes each wheel 2.

For example, first round tire tread 21,221 can be configured in vehicle outside, second tire protector 22 is configured in vehicle interior side.Also can first round tire tread 21,221 be configured in vehicle outside, and second tire protector 22 be configured in vehicle interior side at the trailing wheel place at the front-wheel place.Perhaps, also can make the position relation of each wheel 2 all inequality.

In described second～the 4th embodiment, illustrated that normal camber angle is 0 ° a situation, but be not limited thereto, also normal camber angle can be set at negative incidence or positive rake.

In said embodiment, illustrated that wheel is the situation with 2 kinds of tire protectors and 3 kinds of tire protectors, can certainly make up these wheels.For example, front-wheel adopts the wheel 2,202 with 2 kinds of tire protectors, and trailing wheel adopts the wheel 303 with 3 kinds of tire protectors.Vice versa.

In said embodiment, illustrated first or third round tire tread 21,221,323 have high adherence properties, second tire protector 22 and have less than first or the situation of the low-rolling-resistance of third round tire tread 21,221,323 greater than second tire protector 22, can certainly make these tire protectors 21,221,22,323 have other characteristic.For example, can make one of them tire protector have high drainage by 2 kinds of tire tread patterns (ditch mortise) are set, other tire protector has little node noise.

In described the 4th embodiment, illustrated according to wheel 2 and whether skidded situation that the camber angle of wheel 2 is controlled (with reference to the S43 of Figure 15～S45), but be not limited thereto, can certainly control the camber angle of wheel 2 based on other state.

As other state, for example, the ground-surface coefficientoffriction that can travel for wheel 2.As mentioned above, can utilize ground connection load sensor 34 to infer coefficientoffriction.Perhaps, also can whether lock, come the camber angle of wheel 2 is controlled (giving negative camber angle during locking) based on wheel 2.

In described the 5th to the 6th embodiment, illustrated in friction coefficient conversion Figure 57 2a, the situation that is changed to same variation (with reference to Figure 17) of the variation of the necessary front and back friction coefficient of relative acceleration operation amount and the necessary front and back friction coefficient of relative brake operating amount, described structure only is an example, can certainly be other structures.

For example, the maxim of the necessary front and back friction coefficient of acceleration operation amount 100% can be different values with the maxim of the necessary front and back friction coefficient of brake operating amount 100%.Also have, illustrated with respect to variations such as acceleration operation amount, the situation that necessary front and back friction coefficient linearly changes, but described variation can certainly curvedly change.

In described the 5th to the 6th embodiment, illustrated that 500 of vehicle console devices have the situation of 1 friction coefficient conversion Figure 57 2a, but be not limited thereto to have a plurality of friction coefficient conversion figure.

For example, also can prepare with cooresponding a plurality of friction coefficient conversion figure of condition of road surface respectively (for example, with the cooresponding drying of the opereating specification of condition of road surface switch mat formation the road with conversion figure, do not mat formation and mat formation the road with 3 kinds in conversion figure etc. with conversion figure and rainy day), in the processing of the S53 of Figure 19, read and the serviceability of condition of road surface switch cooresponding necessary before and after friction coefficient.

In described the 7th embodiment, for vehicle 1 ' with drive wheel 2FL, 2FR and flower wheel 2RL, 2RR, adopted camber angle as shown in figure 24 to give processing (S59), but, camber angle is as shown in figure 24 given processing (S59) and is not limited and be applicable to shown in vehicle 1 ', vehicle structure is the vehicle with drive wheel and flower wheel, also goes for stopping the driving of drive wheel and the vehicle that makes its flower wheelization.For example, vehicle 1 as first embodiment, at all wheels 2 is in the vehicle of drive wheel, RL motor 3RL and the RR motor 3RR of revolver 2RL and rear right wheel 2RR after stopping to drive respectively, when making these wheels 2RL, 2RR flower wheel, the camber angle that also can be suitable for is as shown in figure 24 given processing (S59).

In described the 7th embodiment, the braking legpower makes boundary " X " that mechanical brake moves as threshold value, according to the braking legpower is more than the threshold value or less than threshold value, determine that (2FL～2RR) still only gives and the corresponding camber angle of necessary friction coefficient for drive wheel 2FL, 2FR, but this threshold value is not limited to boundary that mechanical brake is moved to all wheels 2.Also the ratio of the braking force that produces with respect to the mechanical type braking of the braking force that can produce based on regenerative braking is determined all wheels 2 (2FL～2RR) still only give and the corresponding camber angle of necessary friction coefficient for drive wheel 2FL, 2FR.For example, the ratio of the braking force that the braking force of giving when regenerative braking is given with respect to the mechanical type braking is the threshold value of regulation when above, promptly, the shared ratio of the shared ratio of the braking force that regenerative braking produces and the braking force that the mechanical type braking produces is compared when enough big, drive wheel 2FL, 2FR is given and the corresponding camber angle of necessary friction coefficient.On the other hand, the ratio of the braking force that the braking force of giving when regenerative braking is given with respect to the mechanical type braking is during less than defined threshold, promptly, when the shared ratio of the shared ratio of the braking force that regenerative braking produces and the braking force that the mechanical type braking produces is compared not enough greatly, to all wheels 2 (2FL～2RR) give and the corresponding camber angle of necessary friction coefficient.

Also have, in described the 7th embodiment, give the processing that moves in the camber angle control and treatment of processing (S59) as the 5th embodiment with camber angle as shown in figure 24 and be illustrated, be applicable to the processing that moves in the camber angle control and treatment of the 6th embodiment but also camber angle as shown in figure 24 can be given processing (S59).

In described each embodiment, as two performances that obtain from the characteristic of first and second tire protector 21,221,22, the saving combustion of for example understanding the rideability (acceleration force braking force lateral control force) of utilizing high adherence properties acquisition and utilizing low rollability (low-rolling-resistance) to obtain takes such two performances of performance, but be not limited thereto, also can adopt other two performance ground of performance to constitute each tire protector 21,221,22.

For example, as other two performances, for example have and utilize groove decorative pattern drainage performance that obtains and such two performances of low-noise performance of utilizing the suitable groove decorative pattern that reduces the decorative pattern noise to obtain that are fit to remove the moisture film on the road surface, such two performances of adherence properties on road thereby the adherence properties on the road of not mating formation that the ground-surface piece decorative pattern that utilize to embed the road of not mating formation obtains and the drying of utilizing the tire protector that do not have groove to guarantee ground contact area to obtain are mated formation, perhaps, such two performances of performance of the performance of performance propulsive effort braking force and the road surface performance performance propulsive effort braking force of mating formation at normal temperature on the accumulated snow road or the road of freezing.

Claims (5)

1. vehicle console device, it is to possessing the vehicle of wheel and camber angle control apparatus, and make described camber angle control apparatus action and control the camber angle of described wheel, wherein,

Described wheel has the first round tire tread and second tire protector that is set up in parallel on direction of principal axis, and the earth-grasping force of described first round tire tread is higher than described second tire protector, and the rolling resistance of described second tire protector is less than described first round tire tread,

Described camber angle control apparatus is regulated the camber angle of described wheel,

Described vehicle console device is characterised in that to have:

Friction coefficient is calculated mechanism, and it calculates the friction coefficient that produces between described wheel and track;

Camber angle is calculated mechanism, and it calculates the friction coefficient that mechanism calculates based on described friction coefficient, calculates the command value of the camber angle of described wheel;

Braking testing agency, it detects the serviceability that chaufeur is the brake operating parts operated of abrupt deceleration vehicle;

Object selection by wheel mechanism, it selects to make the wheel of described camber angle control apparatus action based on utilizing the described serviceability that testing agency is detected of braking;

First camber angle change mechanism, it is based on utilizing described camber angle to calculate the command value of the camber angle that mechanism calculates, adjusting utilizes the camber angle of the wheel that described object selection by wheel mechanism selects, thereby changes the ground connection of the first round tire tread and second tire protector of described wheel.

2. vehicle console device according to claim 1 is characterized in that having:

The mechanical type stop mechanism, it carries out the mechanical type braking to described wheel;

Regenerative brake mechanism, it is regenerated as electric energy by the energy of rotation with the drive wheel in the described wheel and brakes;

The braking ratio obtains mechanism, and it is based on the serviceability that utilizes described braking testing agency to detect, and obtains the ratio that utilizes the braking force that described mechanical type stop mechanism gives and utilize the braking force that described regenerative brake mechanism gives on each drive wheel and flower wheel,

Wheel is selected based on utilizing described braking ratio to obtain the ratio that mechanism obtains by described object selection by wheel mechanism.

3. vehicle console device according to claim 1 and 2 is characterized in that,

Utilizing described braking ratio to obtain in the ratio that mechanism obtains, when the braking force that utilizes described regenerative brake mechanism to give is the threshold value of regulation when above with respect to the ratio of the braking force that utilizes described mechanical type stop mechanism to give, drive wheel is only selected by described object selection by wheel mechanism

Utilizing described braking ratio to obtain in the ratio that mechanism obtains, when the braking force that utilizes described regenerative brake mechanism to give with respect to the ratio of the braking force that utilizes described mechanical type stop mechanism to give during less than the threshold value of regulation, all wheels are selected by described object selection by wheel mechanism.

4. according to claim 2 or 3 described vehicle console devices, it is characterized in that having:

Obtain the turn condition that is applied to the centnifugal force on this vehicle based on the turn condition of described vehicle and obtain mechanism,

Be the threshold value of regulation when above when utilizing described turn condition to obtain centnifugal force that mechanism obtains, all wheels are selected by described object selection by wheel mechanism,

When utilizing described turn condition to obtain centnifugal force that mechanism obtains less than the threshold value of regulation, drive wheel is selected only to select by described object selection by wheel mechanism.

5. according to each described vehicle console device in the claim 1～4, it is characterized in that having:

Camber angle testing agency, it detects the size of the camber angle of described flower wheel;

Second camber angle change mechanism, more than the big or small represented rolling resistance of the camber angle of the described flower wheel that utilizes described camber angle testing agency to detect is for specified value, and when utilizing described selection by wheel mechanism only to select drive wheel, described second camber angle change mechanism change camber angle is so that the rolling resistance of described flower wheel is below the specified value.

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