JP2007030567A - Control device and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device and a vehicle capable of improving braking performance and acceleration performance by changing the ratio of a grounding load acted on front wheels and a grounding load acted on rear wheels of a vehicle. <P>SOLUTION: The sub frame 4 is displaced to a rear part side of a vehicle body frame, and the center of gravity G is moved to the rear part side of a vehicle 1, thereby increasing/decreasing values of the grounding loads Wfs, Wrs of front wheels 2FL, 2FR and rear wheels 2RL, 2RR in a rest state. The grounding loads Wf, Wr when acceleration α is acted, is decreased on the front wheel 2FL, 2FR sides, and increased on the rear wheel 2RL, 2RR sides. Therefore, at the time of brake speed reducing, friction force to a road surface R of the front wheels 2FL, 2FR can be prevented from becoming saturated and reaching a friction limit, so that total wheel friction force obtained by summing the friction force of front and rear wheels 2FL to 2RR is kept at an upper limit value, and braking performance and acceleration performance can be improved. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device that controls a ratio between a ground load acting on a front wheel of a vehicle and a ground load acting on a rear wheel, and in particular, a ground load acting on a front wheel of the vehicle and a ground load acting on a rear wheel. The present invention relates to a control device and a vehicle that can be changed to desired ratios to improve braking performance and acceleration performance.

  For example, when braking the vehicle, the rear acceleration acts on the vehicle body, so that the front part of the vehicle body sinks and the rear part of the vehicle body is lifted. On the other hand, at the time of start acceleration, forward acceleration acts on the vehicle body, so that the rear part of the vehicle body sinks and the front part of the vehicle body rises. Such a change in the attitude of the vehicle increases the ground load on one of the front wheels and the rear wheel and decreases the ground load on the other.

  FIG. 11 is a schematic diagram schematically showing a change in frictional force between the wheel and the road surface during braking deceleration. At the time of braking deceleration, as shown in FIG. 11, the ground load increases on the wheel (front wheel) on which the vehicle body sinks, so that the frictional force may reach the limit. In this case, the all-wheel friction force, which is the sum of the friction forces of the front wheels and the rear wheels, is reduced, resulting in a reduction in braking force.

  Also, at the time of starting acceleration, in the case of an FF vehicle that uses the front wheels as driving wheels, the front part of the vehicle body is lifted, and the ground contact load of the front wheels that should generate driving force decreases, so the frictional force with the road surface decreases. As a result, sufficient driving force cannot be exhibited.

  Japanese Patent Laid-Open No. 2005-22534 discloses a technique for adjusting the vehicle height by controlling the vehicle height of a suspension device in a hybrid vehicle that performs regeneration (power generation by a motor to charge a battery) by driving force during deceleration of braking. Is disclosed.

  According to this technology, by performing vehicle height control so that the vehicle height on the wheel side for generating power for regeneration is lower than the vehicle height on the opposite wheel side, The grip state is improved to improve the regeneration efficiency (Patent Document 1).

In addition, various techniques for adjusting the vehicle height by controlling the vehicle height of the suspension device and controlling the posture of the vehicle when the vehicle is braked or decelerated are disclosed (Patent Documents 2 to 6).
JP 2005-22534 A JP-A-3-28012 JP-A-2-162108 JP-A 64-52518 JP-A 61-64512 JP-A-61-57414

  However, as in the prior art described above, it is not possible to sufficiently counter the acceleration acting on the vehicle body simply by controlling the vehicle posture by controlling the vehicle height of the suspension device. Although it can be decreased, the increase / decrease amount is small.

  Therefore, when a large acceleration is applied to the vehicle body, such as sudden braking deceleration or sudden start acceleration, the frictional force reaches the limit at the wheel on the side where the vehicle body sinks, and sufficient braking force is exerted. On the other hand, there is a problem that the frictional force is reduced at the wheel on the side where the vehicle body is lifted, and sufficient driving force cannot be exhibited.

  The present invention has been made to solve the above-described problems. The ground contact load acting on the front wheel of the vehicle and the ground load acting on the rear wheel are changed to desired ratios to improve braking performance and acceleration performance. An object of the present invention is to provide a control device and a vehicle that can be improved.

  In order to achieve this object, the control device according to claim 1 includes a component configured to be displaceable in the front-rear direction with respect to the vehicle body, and a first drive that applies a driving force so that the component is displaced. Means for driving the first drive means to control the ratio of the ground load acting on the front wheel and the ground load acting on the rear wheel of the vehicle, the front wheel and the rear wheel. First calculating means for calculating a relative position of the component with respect to the vehicle body so that a frictional force with respect to the road surface at least does not exceed a frictional force limit value; And a first actuating means for actuating the first driving means so that the relative position calculated by the one calculating means is obtained.

  The control device according to claim 2 is the control device according to claim 1, wherein the vehicle supports at least one of the front wheel or the rear wheel so as to be displaceable in the front-rear direction of the vehicle body, and the suspension means. A second driving means for applying a driving force to change an inter-axis distance between the front wheel and the rear wheel, and a value at which a frictional force with respect to the road surface of the front wheel and the rear wheel does not exceed at least a frictional force limit value. A second calculating means for calculating an inter-axis distance between the front wheel and the rear wheel, and an inter-axis distance in which the inter-axis distance between the front wheel and the rear wheel is calculated by the second calculating means. Second operating means for operating the second driving means so as to be a distance.

  According to a third aspect of the present invention, there is provided a control device that supports at least one of a front wheel or a rear wheel so as to be displaceable in the front-rear direction of the vehicle body, and applies a driving force to the suspension means between the front wheel and the rear wheel. For a vehicle having a second drive means for changing the inter-axis distance, the second drive means is driven to control the ratio of the ground load acting on the front wheel and the ground load acting on the rear wheel of the vehicle. Second calculating means for calculating an inter-axis distance between the front wheel and the rear wheel so that a frictional force with respect to the road surface of the front wheel and the rear wheel is at least a value not exceeding a frictional force limit value; Second operating means for operating the second driving means so that the inter-axis distance between the front wheel and the rear wheel is equal to the inter-axis distance calculated by the second calculating means.

  A control device according to a fourth aspect is the control device according to any one of the first to third aspects, wherein the vehicle includes support means provided between the front and rear wheels and the vehicle body, and the support means. Third driving means for changing the vehicle height of the vehicle body by applying a driving force, and so that the frictional force with respect to the road surface of the front and rear wheels is at least a value not exceeding a frictional force limit value. Third calculation means for calculating the vehicle height, and third operation means for operating the third drive means so that the vehicle height of the vehicle body becomes the vehicle height calculated by the third calculation means. Yes.

  The control device according to claim 5 is the control device according to any one of claims 1 to 4, wherein the first calculation means, the second calculation means, or the third calculation means is a friction with respect to a road surface of the front wheels and the rear wheels. Relative to the vehicle body so that the force does not exceed the frictional force limit value and the ground load acting on the front wheel of the vehicle and the ground load acting on the rear wheel are equivalent. And an equivalent value calculating means for calculating a position, an inter-axis distance between the front wheel and the rear wheel, or a vehicle height of the vehicle body, wherein the first operating means, the second operating means or the third operating means is the component The relative position of the vehicle body, the inter-axis distance between the front wheel and the rear wheel, or the vehicle height of the vehicle body is the relative position, the inter-axis distance or the vehicle height calculated by the equalizing means. First driving means, second driving means or third driving To operate the stage.

  The control device according to claim 6 is the control device according to any one of claims 1 to 5, wherein the operation state detection means detects an operation state of an operation member operated by a driver to brake or accelerate the vehicle. And an operation state determination unit that determines whether the operation state of the operation member satisfies a predetermined condition based on a detection result by the operation state detection unit, the first calculation unit, the second calculation The means or the third calculation means changes in a direction opposite to the change in the ground load of the front wheel and the rear wheel due to the operation of the operation member when the operation state determination means determines that the predetermined condition is satisfied. And calculating a maximum value for calculating a relative position of the component with respect to the vehicle body, a distance between the front wheel and the rear wheel, or a vehicle height of the vehicle body so that a change in the opposite direction is maximized. With means The first actuating means, the second actuating means, or the third actuating means calculates the maximum value based on a relative position of the component with respect to the vehicle body, an inter-axis distance between the front wheel and a rear wheel, or a vehicle height of the vehicle body. The first driving means, the second driving means or the third driving means is operated so that the relative position, the inter-axis distance or the vehicle height calculated by the means is obtained.

  A vehicle according to a seventh aspect includes the control device according to any one of the first to sixth aspects.

  According to the control device of the first aspect, by operating the first driving means and applying a driving force to the component, the component can be moved in the forward or backward direction of the vehicle body (for example, at the time of braking deceleration). , The vehicle body can be displaced rearward).

  As a result, the center of gravity of the vehicle as a whole can be changed more greatly than in the case of controlling the posture of the vehicle by conventional vehicle height control, so that the front wheel is sufficiently opposed to the acceleration acting on the vehicle body. Alternatively, there is an effect that the contact load acting on the rear wheel can be reliably increased and decreased as necessary. As a result, there is an effect that it is possible to improve the braking performance and the acceleration performance by changing the contact load of the front wheels and the contact load of the rear wheels to a desired ratio.

  Further, according to the control device of the present invention, the first calculating means calculates the relative position of the component with respect to the vehicle body so that the frictional force with respect to the road surface of the front wheels and the rear wheels is at least a value not exceeding the frictional force limit value. In addition, the first driving means can be operated by the first operating means so that the component is displaced to the relative position calculated by the first calculating means.

  As a result, it is possible to prevent the frictional force on the road surface of one wheel (for example, the front wheel when braking is being decelerated) from reaching the frictional limit, so that the frictional force of the front and rear wheels can be avoided. There is an effect that it is possible to improve the braking performance and the acceleration performance by maintaining the total wheel friction force obtained as a total at the upper limit value.

  According to the control device of the second aspect, in addition to the effect produced by the control device of the first aspect, the second driving means is operated to apply a driving force to the suspension means, so that at least one of the front wheel and the rear wheel is provided. Alternatively, both can be displaced in the longitudinal direction of the vehicle body to change (extend) the inter-axis distance between the front and rear wheels, so that the amount of load movement that accompanies the action of acceleration on the vehicle body There is an effect that can be reduced.

  As a result, the effect of changing the inter-shaft distance between the front wheels and the rear wheels is added to the effect of changing the relative position of the component with respect to the vehicle body, thereby synergizing the ability to counter acceleration acting on the vehicle body. There is an effect that the ground contact load acting on the front wheel or the rear wheel can be increased and decreased more reliably. As a result, there is an effect that it is possible to further improve the braking performance and the acceleration performance by changing the contact load of the front wheels and the contact load of the rear wheels to a desired ratio.

  According to the control device of claim 3, by operating the second driving means and applying a driving force to the suspension means, at least one of the front wheel and the rear wheel is displaced in the front-rear direction of the vehicle body, and the front wheel and the rear wheel The distance between the axes can be changed (extended).

  As a result, compared to the case where the vehicle posture is controlled by the conventional vehicle height control, the amount of movement of the load generated along with the action of the acceleration on the vehicle body can be greatly reduced. There is an effect that the ground load acting on the front wheel or the rear wheel can be surely increased and decreased as necessary, sufficiently against the acceleration. As a result, there is an effect that it is possible to improve the braking performance and the acceleration performance by changing the contact load of the front wheels and the contact load of the rear wheels to a desired ratio.

  Further, according to the control device of the present invention, the second calculation means determines the inter-axis distance between the front wheel and the rear wheel, and a value at which the frictional force with respect to the road surface of the front wheel and the rear wheel does not exceed the frictional force limit value. The second drive means can be actuated by the second actuating means so that at least one of the front wheel and the rear wheel is displaced up to the inter-axis distance calculated by the second calculation means.

  As a result, it is possible to prevent the frictional force on the road surface of one wheel (for example, the front wheel when braking is being decelerated) from reaching the frictional limit, so that the frictional force of the front and rear wheels can be avoided. There is an effect that it is possible to improve the braking performance and the acceleration performance by maintaining the total wheel friction force obtained as a total at the upper limit value.

  According to the control device of the fourth aspect, in addition to the effect produced by the control device according to any one of the first to third aspects, the third driving means is operated to apply the driving force to the support means, thereby Thus, there is an effect that the amount of movement of the load generated with the action of acceleration on the vehicle body can be reduced.

  As a result, the effect of changing the vehicle height of the vehicle body is further added to the effect of changing the relative position of the above-described component with respect to the vehicle body and the effect of changing the interaxial distances of the front and rear wheels. The ability to counteract acceleration acting on the vehicle body is synergistically improved, and the ground load acting on the front wheel or the rear wheel can be increased and decreased more reliably. As a result, there is an effect that it is possible to further improve the braking performance and the acceleration performance by changing the contact load of the front wheels and the contact load of the rear wheels to a desired ratio.

  According to the control device of the fifth aspect, in addition to the effect exerted by the control device according to any one of the first to fourth aspects, the first calculation means, the second calculation means, or the third calculation means provides the equivalent value calculation means. And the first driving means, the second driving means or the third driving means is operated by the first operating means, the second operating means or the third operating means on the basis of the calculation result of the equivalent value calculating means. The ground load acting on the front wheel and the ground load acting on the rear wheel can be set to the same value.

  Therefore, there is an effect that the wear of the wheel can be suppressed from being biased to either the front wheel or the rear wheel, and the wear of the front wheel and the rear wheel can be equalized. There is an effect that improvement can be achieved.

  According to the control device of the sixth aspect, in addition to the effect produced by the control device according to any one of the first to fifth aspects, when the operation member is operated under a predetermined condition, the front wheel is controlled in a prospective manner. Since the ground contact load acting on the rear wheel is changed, the frictional force on the road surface of the front and rear wheels exceeds the frictional force limit value without causing a response delay even during sudden braking. There is an effect that can be avoided. Furthermore, since the control is performed in advance so that the change in the opposite direction to the change in the grounding load caused by the operation of the operation member is maximized, Even if a large acceleration occurs, the ratio of the ground load acting on the front wheels and the rear wheels is maintained within a desired range, and the frictional force can be reliably prevented from exceeding the frictional force limit value. There is.

  That is, according to the control device of the sixth aspect, the maximum value calculation means is configured such that the operation state of the operation member (for example, the brake pedal) satisfies a predetermined condition (for example, the depression amount of the brake pedal is equal to or greater than the reference value). Change in the grounding load of the front and rear wheels that would be caused by the operation of the operating member (for example, if the brake is decelerating while moving forward, the grounding load of the front wheel will increase) Change in the direction opposite to the direction in which the ground contact load of the rear wheel decreases) (that is, change in the direction in which the ground load on the front wheel decreases and the ground load on the rear wheel increases), and in the opposite direction The relative position of the component with respect to the vehicle body (i.e., the position where the component is most rearward with respect to the vehicle body within the movable range) and the inter-axis distance between the front and rear wheels (i.e., so that the change is maximized). (Maximum distance between the front and rear wheels) Calculates the vehicle body height (i.e., the minimum value of the vehicle body is closest to the road surface).

  The first actuating means, the second actuating means, or the third actuating means actuates the first driving means, the second driving means, or the third driving means based on the calculation result by the maximum value calculating means (that is, the configuration) The component is driven so that the object is displaced to the position farthest rearward with respect to the vehicle body within the movable range, and the support device is driven so that one or both of the front wheels and the rear wheels are displaced to the positions farthest from each other. The suspension device is driven so that the vehicle body is displaced to the position closest to the road surface).

  Note that the same control as described above can also be performed when the operation member is an accelerator pedal and the operation state satisfies a predetermined condition (that is, when an operation for supporting sudden start acceleration is performed). The operation member is not limited to one of the brake pedal and the accelerator pedal, and is intended to include both the pedals.

  As a result, as described above, it is possible to secure the frictional force against the road surface of the front wheels and the rear wheels and improve the braking performance and acceleration performance even during sudden braking deceleration or sudden start acceleration.

  According to the vehicle of the seventh aspect, the same effect as that of the vehicle including the control device according to any one of the first to sixth aspects is obtained.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a control device 100 according to the first embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 is supported by a body frame BF, a suspension unit 3 that supports a plurality of (four wheels in this embodiment) wheels 2 on the body frame BF, and the body frame BF. Mainly provided with a subframe 4 serving as a occupant occupant, for example, controlling the ratio of the ground load acting on the front wheels 2FL, 2FR and the ground load acting on the rear wheels 2RL, 2RR at the time of braking deceleration or starting acceleration By doing so, the friction force with respect to the road surface R (refer FIG. 5) of the wheel 2 is ensured, and it is comprised so that improvement of braking performance and acceleration performance can be aimed at.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR positioned on the front side in the forward direction (arrow FWD direction) of the vehicle 1 and left and right rear wheels positioned on the rear side in the forward direction (arrow FWD direction). The front and rear wheels 2FL to 2RR are composed of a tire mainly composed of a rubber material and a metal material such as steel, an aluminum alloy or a magnesium alloy while holding the tire. And a wheel.

  The front wheels 2FL and 2FR are connected to the handle 42 via a steering device (not shown), and are steered left and right in accordance with the operation of the handle 42. Further, the rear wheels 2RL and 2RR are connected to the engine EG via a transmission device (not shown), and are rotationally driven by the driving force transmitted from the engine EG.

  The suspension unit 3 is a movable device that supports each wheel 2 in a suspended manner with respect to the vehicle body frame BF. As shown in FIG. 1, the suspension unit 3 supports the main body 31 disposed on the vehicle body frame BF and the axle of the wheel 2. A driving force is applied to the main body 31, a knuckle (not shown), an upper arm 32 and a lower arm 33 that connect the knuckle and the main body 31 to each other, a damper device 34 that is attached between the lower arm 33 and the main body 31, and The suspension unit actuator device 35 to be applied and the damper actuator device 36 to apply a driving force to the damper device 34 are mainly provided.

  As shown in FIG. 1, the main body 31 is configured to be displaceable along a guide rail 51 extending in the front-rear direction (vertical direction in FIG. 1) of the vehicle body frame BF. For example, the suspension unit actuator device 35 is driven, and the driving force is transmitted to the main body 31 via a transmission mechanism (not shown), so that the main body 31 together with the wheels 2 is attached to the body frame BF. Displace back and forth.

  As a result, the inter-axis distance (wheel base) of the front and rear wheels 2FL to 2RR is changed (extension shortened), and the ratio (ground load ratio) between the ground load of the front wheels 2FL and 2FR and the ground load of the rear wheels 2rl and 2RR is changed. Is done.

  In the present embodiment, the suspension actuator device 35 is constituted by an electric motor, and the transmission mechanism portion is constituted by a screw mechanism. When the electric motor is rotated, the rotational motion is converted into a linear motion by the transmission mechanism and transmitted to the main body 31. As a result, the main body 31 moves linearly (forwards or backwards) in the front-rear direction of the body frame BF along the guide rails 51.

  The damper device 34 is configured as a so-called air suspension (air spring device) that uses the repulsive force of the contained air as a spring, and the damper actuator device 36 is driven at the time of braking deceleration or starting acceleration, and the damper device. The effective length of the damper device 34 is expanded and contracted by controlling the air pressure in the chamber chamber 34.

  As a result, the vehicle height of the vehicle 1 is changed (the body frame BF is raised and lowered with respect to the road surface R (see FIG. 5)), and the ratio between the ground load of the front wheels 2FL and 2FR and the ground load of the rear wheels 2rl and 2RR ( The ground load ratio is changed. In the present embodiment, the damper actuator device 36 includes an air pump (compressor).

  As described above, the sub-frame 4 is a part that is supported by the vehicle body frame BF and forms a occupant's occupant. As shown in FIG. 1, a seat 41 for the occupant to sit on, and an occupant ( The driver 42 is mainly provided with a handle 42, a brake pedal 43, and an accelerator pedal 44, and a sub-frame actuator device 45 that applies a driving force to the sub-frame 4.

  As shown in FIG. 1, the sub frame 4 is configured to be displaceable along a guide rail 52 extending in the front-rear direction (vertical direction in FIG. 1) of the vehicle body frame BF. For example, the sub-frame actuator device 45 is driven, and the driving force is transmitted to the sub-frame 4 via a transmission mechanism (not shown), so that the relative position of the sub-frame 4 to the vehicle body frame BF is increased. It is changed in the front-rear direction. As a result, the ratio (ground load ratio) between the ground load of the front wheels 2FL and 2FR and the ground load of the rear wheels 2rl and 2RR is changed.

  In the present embodiment, the sub-frame actuator device 45 is constituted by an electric motor, and the transmission mechanism portion is constituted by a screw mechanism. When the electric motor is rotated, the rotational motion is converted into a linear motion by the transmission mechanism and transmitted to the subframe 4. As a result, the sub frame 4 linearly moves (forwards or reverses) in the front-rear direction of the vehicle body frame BF along the guide rail 52.

  The control device 100 is a control device for controlling each part of the vehicle 1 configured as described above. For example, the sub-frame actuator device 45 is operated to change the relative position of the sub-frame 4 with respect to the vehicle body frame BF. As a result, a ground load control process (see FIG. 3) is performed to control the ratio between the ground load acting on the front wheels 2FL and 2FR and the ground load acting on the rear wheels 2RL and 2RR. Here, with reference to FIG. 2, the detailed structure of the control apparatus 100 is demonstrated.

  FIG. 2 is a block diagram showing an electrical configuration of the control device 100. As shown in FIG. 2, the control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. The input / output port 75 is connected to a plurality of devices such as the suspension unit actuator device 35.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable non-volatile memory storing a control program (for example, flowcharts of each process shown in FIGS. 3 and 4) executed by the CPU 71 and fixed value data, and the RAM 73 is a control program. Is a memory for storing various work data, flags, and the like in a rewritable manner.

  In the ROM 72, the ground loads Wfs and Wrs (see FIG. 5) of the front and rear wheels 2FL to 2RR in the stopped state are stored in advance, and the values of the ground loads Wfs and Wrs are stored in the ROM 72 in the movement control process (S4). Is used to calculate the target position of the subframe (see FIG. 4).

  As described above, the suspension unit actuator device 35 is a device (electric motor) for driving the main body 31 of the suspension unit 3, and includes four FL to RR actuators 35FL to 35RR for driving each main body 31. And a drive circuit (not shown) that drives and controls the actuators 35FL to 35RR based on a command from the CPU 71.

  As described above, the damper actuator device 36 is a device (air pump) for driving the damper device 34 of the suspension unit 3, and includes four FL to RR actuators 36 FL to control the air pressure of each damper device 34. 36RR and a drive circuit (not shown) for driving and controlling each of the actuators 36FL to 36RR based on a command from the CPU 71.

  As described above, the sub-frame actuator device 45 is a device (electric motor) for driving the sub-frame 4, and a drive circuit (not shown) for driving and controlling the electric motor based on a command from the CPU 71. I have.

  The suspension actuator device 35 and the subframe actuator device 45 include a sensor device (not shown) for detecting the relative positions of the main body 31 and the subframe 4 with respect to the vehicle body frame BF. Similarly, the damper actuator device 36 includes a sensor device (not shown) for detecting the effective length of each damper device 34.

  The acceleration sensor device 53 is a device for detecting the acceleration acting on the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor device 53a, 53b in the front-rear direction and the left-right direction, and the acceleration sensors 53a, 53b. And a processing circuit (not shown) for processing the detection result and outputting the result to the CPU 71.

  The longitudinal acceleration sensor 53a is a sensor that detects the acceleration in the longitudinal direction (the vertical direction in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 53b is the lateral direction of the vehicle 1 (body frame BF) ( FIG. 1 is a sensor that detects acceleration in the left-right direction. In the present embodiment, each of these acceleration sensors 53a and 53b is configured as a piezoelectric sensor using a piezoelectric element.

  The ground load sensor device 54 is a device for detecting a ground load generated between each wheel 2 and the road surface R (see FIG. 5) and outputting the detection result to the CPU 71. FL to RR load sensors 54FL to 54RR that respectively detect loads, and a processing circuit (not shown) that processes the detection results of the load sensors 54FL to 54RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each of the load sensors 54FL to 54RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 54FL to 54RR is disposed on a suspension shaft (not shown) of each wheel 2, and detects the above-described ground load in the front-rear direction, the left-right direction, and the vertical direction of the vehicle 1.

  As another input / output device 55 shown in FIG. 2, for example, in order to detect the operation state (rotation angle, stepping amount, operation speed, etc.) of the handle 42, the brake pedal 43, and the accelerator pedal 44 (all refer to FIG. 1). An operation state detection sensor device (not shown) is exemplified. For example, when the brake pedal 43 is operated, the operation state amount is detected by the operation state detection sensor device and output to the CPU 71.

  Next, processing executed by the control device 100 will be described with reference to FIGS. 3 to 6. FIG. 3 is a flowchart showing the contact load control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the control device 100 is turned on, and the ground load acting on the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR. The braking performance and the starting performance are improved by controlling so that the ground load acting on the vehicle is a value within a predetermined range (for example, a value with the same (ground load ratio is 50:50)).

  Regarding the ground load control process, the CPU 71 first determines whether or not the vehicle 1 is traveling (S1). As a result, when it is determined that the vehicle 1 is not traveling (S1: No), the vehicle 1 is stopped, and the ratio between the ground load of the front wheels 2FL and 2FR and the ground load of the rear wheels 2RL and 2RR is calculated. Since there is no need to control, this ground load control process is terminated.

  On the other hand, if it is determined in the process of S1 that the vehicle 1 is traveling (S1: Yes), then the ground loads of the front wheels 2FL and 2FR and the ground loads of the rear wheels 2RL and 2RR are detected. (S2), it is determined whether the contact load ratio is 50:50 (S3). Note that the ground load of the front and rear wheels 2FL to 2RR is detected by the ground load sensor device 54 (see FIG. 2) as described above.

  In the process of S3, when it is determined that the ground load ratio is 50:50 (S3: Yes), the ground load ratio has already reached the target value, and it is not necessary to control the ground load ratio. Then, this ground load control process is terminated.

  On the other hand, in the process of S3, when it is determined that the ground load ratio has not yet reached 50:50 (S3: No), in order to control the ground load ratio to be 50:50, the process of S4 is performed. After shifting to the process and executing the movement control process, the contact load control process is terminated. Here, the movement control process will be described with reference to FIG.

  FIG. 4 is a flowchart showing the movement control process. In the movement control process (S4), the control is performed so that the ground load ratio of the front and rear wheels 2FL to 2RR is set to the target value (50:50) by changing the relative position of the sub frame 4 to the vehicle body frame BF. .

  Regarding the movement control process (S4), the CPU 71 first detects acceleration acting on the vehicle 1 (S11), detects the relative position of the sub frame 4 to the vehicle body frame BF (S12), and then proceeds to the process of S13. To do. The acceleration acting on the vehicle 1 is detected by the longitudinal acceleration sensor 53a (see FIG. 2) as described above.

  In the process of S13, the target position of the subframe 4 is calculated based on the detection results detected in the processes of S11 and S12 (S13). Here, a method of calculating the target position of the subframe 4 will be described with reference to FIGS.

  FIG. 5 is a side view schematically showing a side view of the vehicle 1, and FIG. 6 is a schematic view schematically showing a change in frictional force between the wheel 2 and the road surface R during braking deceleration. .

  Note that an arrow FWD in FIG. 5 indicates the forward direction of the vehicle 1, and an arrow α indicates the backward acceleration acting on the vehicle 1 during braking deceleration. Moreover, in FIG. 6, the state before executing the movement control process (S4) is indicated by a two-dot chain line, and the state after being executed is indicated by a solid line.

  In the vehicle 1, as shown in FIG. 5, the inter-axis distance (wheel base) between the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR is L. The center of gravity G of the vehicle 1 is at a height of h from the road surface R. The distance between the axis of the front wheels 2FL and 2FR and the center of gravity G is a, and the distance between the center of gravity G and the axis of the rear wheels 2RL and 2RR is b. Therefore, the wheel base L is represented by L = a + b.

  Further, when the vehicle 1 is stopped (or at a constant speed), the ground load of the front wheels 2FL and 2FR is Wfs, and the ground load of the rear wheels 2RL and 2RR is Wrs. Therefore, the total load W of the vehicle 1 is represented by W = Wfs + Wrs. Further, for example, the ground load Wfs of the front wheels 2FL and 2FR in a stopped state (or a constant speed traveling state) is expressed by Wfs = W · b / (a + b) = W · b / L based on the balance of moments around the center of gravity G. Is done.

  As shown in FIG. 5, when the vehicle 1 is in a braking deceleration state and the rear acceleration α is applied, the front portion of the vehicle 1 (left side in FIG. 5) sinks and the rear portion of the vehicle 1 (right side in FIG. 5) rises, and the front wheels 2FL, The ground load of 2FR increases by dw, and the ground load of rear wheels 2RL and 2RR decreases by dw.

  The ground loads Wf and Wr when the acceleration α is applied and the amount of movement of the ground load (that is, the amount of increase and decrease from the ground loads Wfs and Wrs in the stopped state, hereinafter referred to as “load movement amount”). ) Dw is calculated as follows.

  That is, considering the balance of moments around the contact point where the rear wheels 2RL, 2RR and the road surface R contact each other, an expression of Wf · (a + b) −W · b−W · α · h = 0 can be obtained from FIG. it can. When this equation is developed for the ground load Wf of the front wheels 2FL and 2FR, Wf = W · b / (a + b) + W · α · h / (a + b) = Wfs + W · α · h / L = Wfs + dw can be obtained. The load movement amount dw is dw = W · α · h / L.

  Similarly, the ground load Wr of the rear wheels 2RL and 2RR is Wr = Wrs−dw based on the moment balance around the contact point where the front wheels 2FL and 2FR contact the road surface R. Note that the ground load Wrs of the rear wheels 2RL and 2RR in the stopped state (or the constant speed traveling state) is Wrs = W · a / (a + b) = W · a / L based on the moment balance around the center of gravity G.

  From the above formula, when the relative position of the sub-frame 4 with respect to the body frame BF is changed and the position of the center of gravity G of the vehicle 1 is moved in the front-rear direction of the vehicle 1, the ground loads Wf, Wr when the acceleration α is applied. It can be seen that the value of can be increased or decreased.

  That is, when the sub frame 4 (see FIG. 1) is displaced to the rear side of the vehicle body frame BF (lower side of FIG. 1, right side of FIG. 5), the center of gravity G moves to the rear side of the vehicle 1, Since a increases with respect to the distance b (the distance b decreases with respect to the distance a), the value of the ground load Wfs of the front wheels 2FL and 2FR in the stationary state decreases, and the rear wheels 2RL and 2RR in the stationary state decrease. The value increases.

  As a result, when the acceleration α is applied, the ground loads Wf and Wr decrease the ground load Wf of the front wheels 2FL and 2FR and increase the ground load Wr of the rear wheels 2RL and 2RR. Here, the frictional force between the wheel 2 and the road surface R is the product of the friction coefficient and the ground load, and the friction coefficient can be assumed to be a constant value.

  Therefore, as shown in FIG. 6, the frictional forces (solid lines) of the front wheels 2FL and 2FR after the sub frame 4 is moved to the rear side of the vehicle body frame BF (that is, after the movement control process (S4) is executed) are It moves parallel to the decreasing direction with respect to the frictional force (two-dot chain line) before executing the movement control. On the other hand, the frictional force (solid line) of the rear wheels 2RL and 2RR after the movement control is executed is parallel to the increasing direction with respect to the frictional force (the two-dot chain line) before the movement control is executed.

  As a result, it is possible to avoid the saturation of the friction force with respect to the road surface R of the front wheels 2FL and 2FR and the reaching of the friction limit at the time of braking deceleration, so that the total friction force of the front and rear wheels 2FL to 2RR is obtained. The all-wheel friction force can be maintained at the upper limit value, and the braking performance and acceleration performance can be improved.

  Here, in the present embodiment, the target position of the sub-frame 4 is set so that the frictional force with respect to the road surface R of the front wheels 2FL, 2FR does not exceed the frictional force limit value and the ground load Wf acting on the front wheels 2FL, 2FR and the rear It is calculated as a position (that is, position P in FIG. 6) where the ground load Wr acting on the wheels 2RL and 2RR is equivalent (that is, the ground load ratio is 50:50).

  Thereby, it is possible to equalize the wear of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR by suppressing the wear of the wheels 2 from being biased to one of the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR. . As a result, the life of the wheel 2 as a whole can be improved.

  For the target position of the subframe 4, constants (that is, the wheel base L, the ground loads Wfs and Wrs in a stopped state, the height h of the center of gravity G, etc.) are substituted into the above-described two expressions representing the ground loads Wf and Wr. Thus, the distance a (or distance b) can be calculated.

  Returning to FIG. In the process of S13, after calculating the target position of the subframe 4 (S13), the process proceeds to the process of S14 so that the relative position of the subframe 4 to the vehicle body frame BF becomes the target position calculated in S13. Then, the sub-frame actuator device 45 is driven (S14), and the movement control process (S4) is terminated.

  Thereby, the sub frame 4 is displaced to the rear side of the vehicle body frame BF, and the position of the center of gravity G moves to the rear side of the vehicle 1 (that is, the ratio of the distance a to the wheel base L increases). As a result, as described above, the ground load Wf of the front wheels 2FL, 2FR can be reduced, and the ground load Wr of the rear wheels 2RL, 2RR can be increased.

  Next, a second embodiment will be described with reference to FIGS. FIG. 7 is a flowchart showing the contact load control process in the second embodiment.

  In the first embodiment, the case where the ground load ratio of the front and rear wheels 2FL to 2RR is controlled by displacing the sub frame 4 with respect to the vehicle body frame BF and changing the position of the center of gravity G has been described. In the embodiment, the ground load ratio of the front and rear wheels 2FL to 2RR is controlled by displacing the suspension unit 3 (main body 31, see FIG. 1) and changing the wheel base L (see FIG. 5).

  In the first embodiment, the target position of the subframe 4 is determined so that the ground load ratio is 50:50. However, in the second embodiment, the ground load ratio is the maximum during emergency braking. In other words, the suspension unit 3 (main body portion 31) is controlled to give the maximum displacement within the movable range and make the wheel base L the longest. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  As for the ground load control process in the second embodiment, the CPU 71 first determines whether or not the vehicle 1 is traveling (S21), as in the first embodiment, and the vehicle 1 is traveling. If it is determined that it is not (S21: No), this ground load control process is terminated.

  On the other hand, in the process of S21, when it is determined that the vehicle 1 is traveling (S21: Yes), it is then determined whether or not the brake pedal 43 is operated by the driver (S22). If it is determined that the pedal 43 is operated by the driver (S22: Yes), it is further determined whether or not the amount of depression of the brake pedal 43 exceeds a reference value (S23). The operation state of the brake pedal 43 is detected by an operation state detection sensor device (not shown) included in another input / output device 55 (see FIG. 2) as described above.

  Here, in the process of S22, when the brake pedal 43 is not operated by the driver (S22: No), and the brake pedal 43 is operated by the driving vehicle (S22: Yes), the amount of depression If it has not yet reached the reference value (S23: No), it is determined that it is not during emergency braking, and this ground load control process is terminated.

  On the other hand, if it is determined in step S23 that the amount of depression of the brake pedal 43 exceeds the reference value (S23: Yes), it is determined that the driver performs emergency braking (that is, sudden braking deceleration). Therefore, in order to execute the control at the time of emergency braking, the process proceeds to S24, the maximum movement control process is executed, and then the ground load control process is terminated. Here, the maximum movement control process will be described with reference to FIGS. 8 and 9.

  FIG. 8 is a flowchart showing the maximum movement control process. In the movement control process (S24), the ground load ratio of the front and rear wheels 2FL to 2RR is changed by changing the relative position of the suspension unit 3 (main body 31) with respect to the vehicle body frame BF.

  FIG. 9 is a schematic diagram schematically showing a change in frictional force between the wheel 2 and the road surface R during braking deceleration, and there are two states before executing the maximum movement control process (S24). The state after execution is shown by a chain line, and the state after execution is shown by a solid line.

  Regarding the maximum movement control process (S24), the CPU 71 first detects the acceleration acting on the vehicle 1 (S31), and then calculates the target position of the suspension unit 3 (main body 31) based on the detection result of S31. (S32).

  In the second embodiment, since the maximum displacement amount is given to the suspension unit 3 (main body portion 31) and the wheel base L is controlled to be the longest, the process in S32 is detected in the process in S31. Regardless of the acceleration value, the target position of the suspension unit 3 (main body 31) is calculated. That is, if the suspension unit 3 is on the front wheels 2FL, 2FR side, the foremost side of the vehicle body frame BF is the target position, and if the suspension unit 3 is on the rear wheels 2RL, 2RR side, the rearmost side of the vehicle body frame BF is the target position. .

  In the process of S32, after the target position of the suspension unit 3 (main body part 31) is calculated (S32), the suspension unit 3 (main body part 31) is displaced to the target position, that is, the wheel base L is the longest. Thus, the suspension unit actuator device 35 is driven (S33), and the maximum movement control process (S24) is terminated.

  In addition, if the relative position with respect to the vehicle body frame BF of the suspension unit 3 (main body part 31) is changed and the wheel base L is extended from the above formula, the values of the ground loads Wf and Wr when the acceleration α is applied are increased. It can be seen that it can be reduced.

  That is, as described above, since the load movement amount dw is expressed by dw = W · α · h / L, the value of the load movement amount dw can be decreased by extending the wheel base L. As a result, for example, at the time of braking deceleration, the ground loads Wf and Wr when the acceleration α is applied decrease the ground loads Wf of the front wheels 2FL and 2FR and increase the ground loads Wr of the rear wheels 2RL and 2RR. To do.

  Therefore, as shown in FIG. 9, the frictional forces (solid lines) of the front wheels 2FL and 2FR after extending the wheel base L (that is, after executing the maximum movement control process (S24)) execute the maximum movement control. The inclination (rate of change of frictional force) is decreased with respect to the previous frictional force (two-dot chain line). On the other hand, the frictional force (solid line) of the rear wheels 2RL and 2RR after execution of the maximum movement control increases the slope (rate of change of frictional force) with respect to the frictional force (two-dot chain line) before execution of the maximum movement control.

  As a result, it is possible to avoid the saturation of the friction force with respect to the road surface R of the front wheels 2FL and 2FR and the reaching of the friction limit at the time of braking deceleration, so that the total friction force of the front and rear wheels 2FL to 2RR is obtained. The all-wheel friction force can be maintained at the upper limit value, and the braking performance and acceleration performance can be improved.

  Here, in the present embodiment, as described above, when the brake pedal 43 is operated under a predetermined condition (when a depression amount equal to or greater than the reference value is reached), the front and rear wheels 2FL˜ Since the ground contact load acting on 2RR is changed, the frictional force on the road surface R of the front and rear wheels 2FL-2RR exceeds the frictional force limit value without causing a response delay even during sudden braking. Can not be.

  Furthermore, since control is performed in advance so that the change in the opposite direction to the change in the ground load that is caused by the operation of the brake pedal 43 is maximized, Even if a large acceleration occurs in the vehicle 1, the ratio of the ground load acting on the front and rear wheels 2FL to 2RR can be maintained within a desired range to reliably prevent the frictional force from exceeding the frictional force limit value. it can.

  Next, a third embodiment will be described with reference to FIG. FIG. 10 is a flowchart showing the movement control process in the third embodiment.

  In the first embodiment, the case where the ground load ratio of the front and rear wheels 2FL to 2RR is controlled by displacing the sub frame 4 with respect to the vehicle body frame BF and moving the center of gravity G in the front and rear direction of the vehicle 1 has been described. In the third embodiment, however, the ground load ratio of the front and rear wheels 2FL to 2RR is controlled by changing the vehicle height of the vehicle 1 by extending and contracting the damper device 34 and changing the height of the center of gravity G relative to the road surface R. To do. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  Regarding the movement control process in the third embodiment, the CPU 71 first detects acceleration acting on the vehicle 1 (S41), detects the effective length of the damper device 34 (S42), and then proceeds to the process of S43. .

  In the process of S43, the target length of the damper device 34 is calculated based on the detection results detected in the processes of S41 and S42 (S43), and the damper actuator is set so that the effective length of the damper device 34 becomes the target length. After driving the device 36 (S44), this movement control process is terminated.

  From the above-described formula, the effective length of the damper device 34 is shortened to bring the vehicle height of the vehicle 1 closer to the road surface R, that is, by reducing the height h of the center of gravity G relative to the road surface R, the acceleration α acts. It can be seen that the values of the ground loads Wf and Wr can be increased or decreased.

  That is, as described above, since the load movement amount dw is expressed by dw = W · α · h / L, the value of the load movement amount dw is reduced by reducing (decreasing) the height h of the center of gravity G. Can be reduced. As a result, for example, at the time of braking deceleration, the ground loads Wf and Wr when the acceleration α is applied decrease the ground loads Wf of the front wheels 2FL and 2FR and increase the ground loads Wr of the rear wheels 2RL and 2RR. To do.

  Therefore, the same effect as when the wheel base L is extended can be obtained (see FIG. 7). As a result, it is possible to avoid the saturation of the friction force with respect to the road surface R of the front wheels 2FL and 2FR and the reaching of the friction limit at the time of braking deceleration, so that the total friction force of the front and rear wheels 2FL to 2RR is obtained. The all-wheel friction force can be maintained at the upper limit value, and the braking performance and acceleration performance can be improved.

  In the flowchart (movement control process) shown in FIG. 4, the process of S13 is performed as the first calculation unit according to claim 1, the process of S14 is performed as the first operation unit, and the equivalent value calculation unit according to claim 6. In the flowchart (contact load control process) shown in FIG. 7, the process of S22 is performed as the operation state detection means according to claim 7, the process of S23 is performed as the operation state determination means in FIG. In the flowchart shown (maximum movement control process), the process of S32 is performed as the second calculation means according to claim 3, the process of S33 is performed as the second operation means, and the process of S32 is performed as the maximum value calculation means according to claim 7. In the flowchart (movement control process) shown in FIG. 10, the process of S43 is performed as the third calculation means according to claim 4, and the process of S44 is performed as the third operation means. But, true, respectively.

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

  For example, the numerical values given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  In each of the above-described embodiments, the case where the ground load ratio of the front and rear wheels 2FL to 2RR is changed at the time of braking deceleration has been described. However, the present invention is not necessarily limited to this, and the present invention is naturally applied at the time of starting acceleration. Is possible. The start acceleration is not limited to the case where the vehicle is accelerated from the stopped state, but includes the case where the speed is further increased from the running state.

  In each of the above embodiments, the ground loads Wfs and Wrs (see FIG. 5) of the front and rear wheels 2FL to 2RR in the stopped state are stored in advance in the ROM 72, and the target position of the subframe 4 is calculated (see FIG. 4S13), the case where the values of the ground loads Wfs and Wrs are read from the ROM 72 and used has been described. However, the method of acquiring the ground loads Wfs and Wrs is not necessarily limited to this, and other acquisition methods are adopted. Of course it is possible.

  As another acquisition method, for example, when the traveling speed of the vehicle 1 is detected and it is determined that the vehicle 1 is traveling at a constant speed (including the case where it is stopped), the front and rear wheels 2FL to 2RR are included. An example is a method in which the contact load is periodically detected by the contact load sensor device 54 and used as the contact loads Wfs and Wrs. As a result, more accurate calculation (such as calculation of the target position of the subframe 4) in consideration of changes in the number of passengers in the vehicle 1 and changes in the remaining amount of fuel (gasoline) becomes possible.

  In the above embodiments, the description of the brake device is omitted, but examples of the brake device include a drum brake and a disc brake using frictional force. By operating the brake pedal 43, such a brake device is actuated to apply a braking force to the vehicle 1.

  Further, the vehicle 1 and the control device 100 may be configured by arbitrarily combining the first to third embodiments. That is, the subframe actuator device 45, the suspension unit actuator device 35, and the damper actuator device are set so that the ground load acting on the front wheels 2FL and 2FR and the ground load acting on the rear wheels 2RL and 2RR have predetermined values. It is of course possible to drive 36 simultaneously.

  In the first embodiment, the ground load acting on the front wheels 2FL and 2FR and the ground load acting on the rear wheels 2RL and 2RR are controlled to have an equivalent value (that is, the ground load ratio is 50:50). However, the present invention is not necessarily limited to this, and it is naturally possible to employ other ground load ratios.

  For example, if the vehicle has only the front wheels 2FL, 2FR functioning as steering wheels (that is, the vehicle where the rear wheels 2RL, 2RR do not function as steering wheels), the ground load of the front wheels 2FL, 2FR is set to the ground load of the rear wheels 2RL, 2RR. (For example, the contact load ratio between the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR is 45:55, etc.).

  In this case, the front and rear wheels 2FL and 2FR wear out faster than the rear wheels 2RL and 2RR due to the left and right steering operation. This is because the total of the wear can be equalized for each wheel 2.

  Similarly, for example, if the vehicle has only the front wheels 2FL and 2FR functioning as driving wheels (that is, a vehicle in which the rear wheels 2RL and 2RR do not function as driving wheels), the ground load of the front wheels 2FL and 2FR is set to the rear wheels 2RL and 2RR. (For example, the ground load ratio between the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR is 45:55, etc.).

  In this case, the progress of wear of the front wheels 2FL and 2FR serving as the drive wheels is faster than the progress of wear of the rear wheels 2RL and 2RR. This is because the total can be equalized for each wheel 2.

  On the other hand, in the case of a vehicle in which all the wheels 2 (front and rear wheels 2FL to 2RR) function as steering wheels and drive wheels, the ground load ratio is preferably set to 50:50. This is because the total of the wear due to steering, the wear due to driving, and the wear due to braking can be equalized at each wheel 2.

  In the present invention, the equivalent value is not intended to require that the ground load of the front wheel and the rear wheel be completely matched (the ground load ratio is 50:50), but within a predetermined range (for example, 45:55 to 55:45)). The equivalent language described in claim 5 has the same purpose.

  In the first embodiment, the case where the sub-frame 4 is configured to be displaceable in the front-rear direction of the body frame BF is described. However, the configuration is not necessarily limited to this, and the sub-frame 4 is replaced. Alternatively, in addition to the subframe 4, it is naturally possible to employ other components. Examples of other components include a battery device such as a fuel cell, and a body panel attached to the vehicle body frame BF.

  In the second embodiment, the case where the wheel base L is extended or shortened by moving the suspension unit 3 (main body portion 31) in the front-rear direction with respect to the vehicle body frame BF has been described. However, the present invention is not limited to this. Instead, the vehicle body frame BF itself may be expanded and contracted to extend and shorten the wheel base L.

  In the second embodiment, a case where the maximum movement control process (S24) is configured to be executed when it is determined that the depression amount of the brake pedal 23 exceeds the reference value (S23: Yes) will be described. However, the conditions for executing the maximum movement control process (S24) are not necessarily limited to this, and may be other conditions.

  For example, as other conditions, when the depressing operation speed of the brake pedal 43 exceeds the reference speed, or when the depressed state of the brake pedal 43 is maintained for a reference time or more, some or all of these conditions When the combination is satisfied, etc. are exemplified.

  The conditions referred to here correspond to “predetermined conditions” described in claim 7. Moreover, as an operation member, it is not limited to the brake pedal 43, Of course, the accelerator pedal 44 is also included. Also in this case, the above-mentioned conditions are similarly applied.

  In the second embodiment, when the wheel base L is extended, the suspension unit 3 (main body portion 31) on the front wheels 2FL, 2FR side is displaced forward in the traveling direction of the vehicle body frame BF, and the rear wheels 2RL, The case where the suspension unit 3 (main body 31) on the 2RR side is displaced rearward in the traveling direction of the vehicle body frame BF has been described, but the suspension units 3 (main body 31) on the front wheels 2FL, 2FR side and the rear wheels 2RL, 2RR side are described. ) Are not necessarily displaced together.

  For example, only the suspension unit 3 (main body portion 31) on the front wheels 2FL, 2FR side may be displaced forward in the traveling direction of the body frame BF, and conversely, the suspension unit 3 (main body portion 31) on the rear wheels 2RL, 2RR side. ) May be displaced rearward in the traveling direction of the body frame BF.

  In the third embodiment, the case where the vehicle height of the vehicle 1 is changed by expanding and contracting the effective length of the damper device 34 has been described. However, the present invention is not necessarily limited thereto, and the configuration included in the vehicle 1 You may comprise so that the height position of a thing (for example, sub-frame 4 etc.) may be moved to an up-down direction. As a result, the height h of the center of gravity G of the vehicle 1 is moved in the vertical direction to change the ground load ratio of the front and rear wheels 2FL to 2RR, similarly to the case where the damper device 34 is expanded and contracted to change the vehicle height. be able to.

It is the schematic diagram which showed typically the vehicle by which the control apparatus in 1st Embodiment of this invention is mounted. It is the block diagram which showed the electric constitution of the control apparatus. It is a flowchart which shows a ground load control process. It is a flowchart which shows a movement control process. 1 is a side view schematically showing a side view of a vehicle. It is the schematic diagram which showed typically the change of the frictional force between the wheel and the road surface at the time of braking deceleration. It is a flowchart which shows the contact load control process in 2nd Embodiment. It is a flowchart which shows the maximum movement control process. It is the schematic diagram which showed typically the change of the frictional force between the wheel and the road surface at the time of braking deceleration. It is a flowchart which shows the movement control process in 3rd Embodiment. It is the schematic diagram which showed typically the change of the frictional force between the wheel and the road surface at the time of the braking deceleration of the conventional vehicle.

Explanation of symbols

100 Control device 1 Vehicle 2 Wheel 2FL, 2FR Front wheel 2RL, 2RR Rear wheel 3 Suspension unit (suspension means)
31 Main body (part of suspension means)
32 Upper arm (part of suspension means)
33 Lower arm (part of suspension means)
34 Damper device (support means, part of suspension means)
35 Actuator device for suspension unit (second drive means)
36 Damper actuator device (third drive means)
4 Subframe (component)
41 sheet (part of the structure)
42 Handle (part of structure)
43 Brake pedal (operating members, part of components)
44 Accelerator pedal (operating members, part of components)
45 Actuator device for subframe (first drive means)
BF body frame (body)
L Wheelbase (distance between axes)

Claims (7)

The vehicle is provided with a component configured to be displaceable in the front-rear direction with respect to the vehicle body, and a first drive unit that applies a driving force so that the component is displaced. A control device for controlling a ratio of a ground load acting on a front wheel and a ground load acting on a rear wheel of the vehicle,
First calculating means for calculating a relative position of the component with respect to the vehicle body so that a frictional force with respect to a road surface of the front wheel and the rear wheel is at least a value not exceeding a frictional force limit value;
And a first actuating means for actuating the first drive means so that the relative position of the component to the vehicle body is the relative position calculated by the first calculating means. apparatus. The vehicle includes a suspension unit that supports at least one of the front wheel or the rear wheel so as to be displaceable in the front-rear direction of the vehicle body, and a driving force is applied to the suspension unit so that an axis between the front wheel and the rear wheel is provided. Second driving means for changing the distance,
A second calculating means for calculating an inter-axis distance between the front wheel and the rear wheel so that a frictional force with respect to a road surface of the front wheel and the rear wheel is at least a value not exceeding a frictional force limit value;
And a second actuating means for actuating the second driving means so that the interaxial distance between the front wheel and the rear wheel is the interaxial distance calculated by the second calculating means. The control device according to claim 1. Suspension means for supporting at least one of the front wheel or the rear wheel so as to be displaceable in the front-rear direction of the vehicle body, and a second drive for changing a distance between the front wheel and the rear wheel by applying a driving force to the suspension means A control device for controlling a ratio between a ground load acting on a front wheel of the vehicle and a ground load acting on a rear wheel by driving the second drive means with respect to the vehicle including the means,
A second calculating means for calculating an inter-axis distance between the front wheel and the rear wheel so that a frictional force with respect to a road surface of the front wheel and the rear wheel is at least a value not exceeding a frictional force limit value;
Second operating means for operating the second driving means so that the inter-axis distance between the front wheel and the rear wheel is equal to the inter-axis distance calculated by the second calculating means. Control device characterized. The vehicle includes support means provided between the front and rear wheels and the vehicle body, and third drive means for changing a vehicle height of the vehicle body by applying a driving force to the support means.
Third calculation means for calculating the vehicle height of the vehicle body so that the frictional force with respect to the road surface of the front and rear wheels is at least a value not exceeding a frictional force limit value;
4. A third actuating means for actuating the third driving means so that the vehicle height of the vehicle body becomes the vehicle height calculated by the third calculating means. The control apparatus in any one of. The first calculation means, the second calculation means, or the third calculation means is a ground load that acts on the front wheels of the vehicle, and the friction force with respect to the road surface of the front wheels and the rear wheels is at least a value that does not exceed a friction force limit value. And the equivalent position for calculating the relative position of the component with respect to the vehicle body, the inter-axis distance between the front wheel and the rear wheel, or the vehicle height of the vehicle body so that the ground contact load acting on the rear wheel is equivalent. A value calculation means,
The first actuating means, the second actuating means, or the third actuating means is configured such that the relative position of the component with respect to the vehicle body, the distance between the front wheel and the rear wheel, or the vehicle height of the vehicle body is equalized. The first driving means, the second driving means, or the third driving means is operated so that the relative position, the inter-shaft distance, or the vehicle height calculated by the equation (1) is obtained. The control device described in 1. An operation state detecting means for detecting an operation state of an operation member operated by a driver to brake or accelerate the vehicle;
An operation state determination unit that determines whether or not the operation state of the operation member satisfies a predetermined condition based on a detection result by the operation state detection unit;
The first calculation means, the second calculation means, or the third calculation means, when the front operation state determination means determines that the predetermined condition is satisfied, the grounding of the front wheel and the rear wheel by the operation of the operation member The relative position of the component with respect to the vehicle body, the interaxial distance between the front wheel and the rear wheel, or the vehicle body so that the load is changed in the opposite direction and the change in the opposite direction is maximized. A maximum value calculating means for calculating the vehicle height of
The first actuating means, the second actuating means, or the third actuating means calculates the maximum value based on a relative position of the component with respect to the vehicle body, an inter-axis distance between the front wheel and a rear wheel, or a vehicle height of the vehicle body. The first drive means, the second drive means, or the third drive means is operated so that the relative position, the inter-shaft distance, or the vehicle height calculated by the means is obtained. The control apparatus in any one.   A vehicle comprising the control device according to claim 1.

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