JP2008013108A - Tire air pressure controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire air pressure controller capable of coping with deviation in direction of a vehicle generated by driving of an air pressure production unit capable of maintaining a tire air pressure. <P>SOLUTION: The tire air pressure controller comprises a pair of left and right air pressure production units FLA, FRA including an air pump provided corresponding to left and right wheels of the vehicle, capable of being driven by rotation of respective wheels and producing pressurized air fed to tire air chambers of the respective wheels and capable of maintaining the tire air pressure of the respective wheels from a lower limit setting value to an upper limit setting value; a pair of left and right unit state detection means S1, S1 for detecting the driving state and the non-driving state of the respective air pressure production units; a behavior amount detection means (Sflw, Sfrw) for detecting an amount of behavior of the vehicle generated by driving of the respective air pressure production units; a behavior determination means (ECU) for determining whether or not the amount of behavior detected by the behavior amount detection means is larger than a specified behavior value in driving of the respective air pressure production units; and an informing means (ID) for informing the determination result by the behavior determination means. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a tire air pressure control device in a vehicle, and in particular, can be driven by rotation of each wheel provided corresponding to the left and right wheels of the vehicle and can generate pressurized air supplied to a tire air chamber of each wheel, respectively. A pair of left and right air pressure generation units that can maintain the tire air pressure of each wheel including the air pump between the lower limit set value and the upper limit set value, and the drive state of each air pressure generation unit (the state in which the air pump generates pressurized air) And a tire pressure control device including a pair of left and right unit state detecting means for detecting a non-driven state (a state where the air pump does not generate pressurized air).

A tire pressure control device capable of appropriately maintaining the tire pressure of a wheel in a vehicle generally includes an air pump capable of generating pressurized air supplied to the tire air chamber of the wheel, and the air pump rotates the wheel. For example, Japanese Patent Application Laid-Open No. H10-228707 discloses a configuration that is configured to be driven by the above.
JP 2005-515923 A

  In the tire pressure control device described in Patent Document 1 described above, when the tire pressure is lower than a predetermined level (allowable range where the lower limit set value is the lower limit value and the upper limit set value is the upper limit value), the air pump rotates the wheel. , And pressurized air is sent from the air pump to the tire air chamber of the wheel, thereby increasing the tire air pressure. Thus, when the tire air pressure reaches a predetermined level (or exceeds the predetermined level), the driving by the wheel of the air pump is stopped, and the operation of sending the pressurized air to the tire air chamber of the wheel by the air pump is stopped. Has been.

  By the way, the tire pressure control device described in Patent Document 1 described above, that is, a wheel tire including an air pump that can be driven by rotation of a wheel and can generate pressurized air supplied to a tire air chamber of the wheel. When air pressure generation units that can maintain the air pressure between the lower limit setting value and the upper limit setting value are provided corresponding to the left and right wheels (left and right front wheels or left and right rear wheels) of a vehicle such as a four-wheel vehicle, respectively When the air pumps of the air pressure generating units are not driven at the same time, a difference in rotational resistance (load generated by driving the air pump) acting on the left and right wheels may occur, and the vehicle may be deflected in the left-right direction.

  The present invention has been made to cope with the above-described problem (deflection of the vehicle in the left-right direction), and the tire pressure control device is provided corresponding to the left and right wheels of the vehicle, and is driven by the rotation of each wheel. A pair of left and right air pressure generating units capable of maintaining the tire air pressure of each wheel between the lower limit set value and the upper limit set value, including an air pump capable of generating pressurized air supplied to the tire air chamber of each wheel, A pair of left and right unit state detection means for detecting the driving state and the non-driving state of each air pressure generation unit are provided, and the vehicle behavior amount (operation amount related to vehicle deflection) generated by driving each air pressure generation unit is calculated. Behavior amount detection means to detect (for example, a pair of left and right wheel speed sensors for detecting a difference in rotational speed between a pair of left and right wheels, a drive torque difference between a pair of left and right wheels A pair of left and right wheel drive torque sensors for detecting, a yaw rate sensor for detecting the yaw rate of the vehicle, and the like and a behavior amount detected by the behavior amount detecting means at the time of driving each air pressure generating unit is larger than a prescribed behavior value It is characterized by having a behavior determining means for determining whether or not and a notifying means for notifying the determination result by the behavior determining means.

  In this tire air pressure control device, a driving state and a non-driving state of each air pressure generating unit can be detected by a pair of left and right unit state detecting means, and a vehicle generated by driving each air pressure generating unit by the behavior amount detecting means The amount of behavior can be detected. Therefore, for example, the behavior amount of the vehicle in a state where only one of the pair of left and right air pressure generation units is driven can be obtained, and the pair of left and right air pressure generation units are driven together. On the other hand, the behavior amount of the vehicle in a state where an abnormality occurs in the air pump or the like can be obtained.

  Further, in this tire pressure control device, the behavior determining means can determine whether or not the output value (behavior amount) of the behavior amount detecting means at the time of driving each air pressure generating unit is larger than the behavior prescribed value. At the same time, the determination result by the behavior determination means can be notified by the notification means. Thus, for example, only one of the pair of left and right air pressure generation units is driven and the vehicle is in a state where the vehicle can be deflected due to this, or the pair of left and right air pressure generation units Although both are driven, it is possible to inform the occupant that an abnormality has occurred in the air pump or the like in any one of them and the vehicle can be deflected due to this abnormality.

  Further, according to the present invention, the tire pressure control device is provided corresponding to the left and right wheels of the vehicle, can be driven by rotation of each wheel, and can generate pressurized air supplied to the tire air chamber of each wheel. A pair of left and right air pressure generation units that can maintain the tire air pressure of each wheel including the air pump between the lower limit set value and the upper limit set value, and a pair of left and right unit states that detect the drive state and non-drive state of each air pressure generation unit A behavior amount detecting means for detecting a behavior amount of the vehicle generated by driving each of the air pressure generating units, and an actuator for suppressing the behavior of the vehicle generated by driving of each air pressure generating unit by operation (for example, Actuators for generating braking force, driving force or steering force on each wheel) and each unit state detecting hand A control unit that controls the operation of the actuator (feedback control) according to the behavior amount detected by the behavior amount detection means when the driving state of each air pressure generation unit is detected by is there.

  In this tire air pressure control device, a driving state and a non-driving state of each air pressure generating unit can be detected by a pair of left and right unit state detecting means, and a vehicle generated by driving each air pressure generating unit by the behavior amount detecting means The amount of behavior can be detected. For this reason, for example, the behavior of the vehicle in a state in which only one of the pair of left and right air pressure generation units is driven can be obtained, and the pair of left and right air pressure generation units is driven together. Thus, the behavior of the vehicle in a state where an abnormality occurs in the air pump or the like can be obtained.

  Further, in this tire pressure control device, it is possible to suppress the behavior of the vehicle caused by the driving of each air pressure generation unit by the actuator whose operation is controlled by the control unit. For this reason, it is possible to improve the running stability of the vehicle by suppressing the deflection of the vehicle accompanying the driving of each air pressure generating unit.

  In this case, the control unit is set to start the operation control of the actuator simultaneously with the start of driving of each air pressure generating unit or after a predetermined time from the start of driving of each air pressure generating unit. Is also possible. Further, in such a case, an output detection unit that detects the output of the actuator is provided, an output determination unit that determines whether the output value of the output detection unit is greater than a specified output value, and the output It is also possible to provide notifying means for notifying the determination result by the determining means. In this case, for example, only one of the pair of left and right air pressure generating units is driven and the vehicle is caused to be deflected due to this. Although the generation unit is driven together, it is possible to notify the occupant that an abnormality has occurred in the air pump or the like in any one of them and the vehicle can be deflected due to this.

  Further, according to the present invention, the tire pressure control device is provided corresponding to the left and right wheels of the vehicle, can be driven by rotation of each wheel, and can generate pressurized air supplied to the tire air chamber of each wheel. A pair of left and right air pressure generation units that can maintain the tire air pressure of each wheel including the air pump between the lower limit set value and the upper limit set value, and a pair of left and right unit states that detect the drive state and non-drive state of each air pressure generation unit An actuator that includes detection means and suppresses the behavior of the vehicle caused by driving each air pressure generation unit by operation, and is preset when the drive state of each air pressure generation unit is detected by each unit state detection means A control unit that controls the operation of the actuator in the control mode (feed forward control) It is characterized in that it comprises.

  In this tire air pressure control device, the behavior of the vehicle caused by driving each air pressure generating unit can be suppressed by an actuator whose operation is controlled by the control unit. For this reason, it is possible to improve the running stability of the vehicle by suppressing the deflection of the vehicle accompanying the driving of each air pressure generating unit. The control unit controls the operation of the actuator in a preset control mode (feed forward control) when the driving state of each air pressure generating unit is detected by the unit state detecting means. Therefore, it is not necessary to detect actual vehicle behavior, it is possible to quickly suppress changes in vehicle behavior caused by driving each air pressure generation unit, and behavior amount detection means for detecting vehicle behavior amount Therefore, the tire pressure control device can be configured at low cost.

  In this case, behavior amount detection means for detecting the behavior amount of the vehicle generated by driving each air pressure generation unit, and the behavior amount detected by the behavior amount detection means at the time of driving each air pressure generation unit is a behavior prescribed value. It is also possible to provide a behavior determining means for determining whether or not it is larger, and a notification means for notifying the determination result by the behavior determining means. In this case, for example, only one of the pair of left and right air pressure generating units is driven and the vehicle is caused to be deflected due to this. Although the generation unit is driven together, it is possible to notify the occupant that an abnormality has occurred in the air pump or the like in any one of them and the vehicle can be deflected due to this.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 show a first embodiment, and FIG. 1 schematically shows a four-wheel vehicle equipped with a tire pressure control device according to the present invention. As shown in FIG. 1, the tire pressure control device according to the present invention includes a pair of left and right air pressure generation units FLA and FRA provided corresponding to the left and right front wheels FL and FR, respectively, and the left and right rear wheels RL and RR. A pair of left and right air pressure generation units RLA and RRA are provided correspondingly.

  Further, as shown in FIG. 1, the tire pressure control device according to the present invention uses each wheel brake Wfl, Wfr, Wrl, Wrr and brake actuator BA as an actuator in an existing hydraulic brake device installed in a vehicle. The electric control unit ECU that controls these operations is used as a control unit, and the wheel speed sensors Sflw, Sfrw, Srlw, Srrw are driven by the air pressure generation units FLA, FRA, RLA, RRA, respectively. It is configured in such a manner that it is used as a behavior amount detecting means for detecting a motion amount related to the deflection of the vehicle.

  Each of the air pressure generation units FLA, FRA, RLA, and RRA has one wheel (air pressure generation unit FRA attached to the right front wheel FR) as an example, as shown in FIGS. Compressed air that can be driven by the rotation of RL and RR and is supplied to the tire air chamber Rb of each wheel FL, FR, RL, and RR (formed by the wheel B1 and the tire B2 as illustrated in FIG. 2). A control valve device VA for controlling each communication between the tire air chamber Rb, the air pump AP, and the atmosphere, which is provided in each air pump AP that can be generated, and a pneumatic circuit that connects the tire air chamber Rb and the air pump AP. And the tire air pressure of each of the wheels FL, FR, RL, RR can be maintained between the lower limit set value P1 and the upper limit set value P2 (P1 <P2).

  As illustrated in FIGS. 2 and 3, the air pump AP and the control valve device VA are assembled to an axle hub 11 that rotates together with the wheels FR, and a drive axle 12 is attached to the vehicle inner end of the axle hub 11. Splined and connected to transmit torque. The connection between the axle hub 11 and the drive axle 12 is fixed by a lock nut 13.

  The air pump AP (sometimes referred to as an air compressor) generates compressed air by adiabatically compressing the atmosphere. The air pump AP is driven as the wheel FR rotates and is driven as the wheel FR stops rotating. The cylinder member 21 is configured to be stopped, and can supply pressurized air to the tire air chamber Rb of the wheel FR through the pressure control valve 30 based on the rotation of the wheel FR. In addition to a rotatable cylinder 22 formed in the shaft portion 11a and a piston 23 as a reciprocating body, a cam member 24 and a pair of cam followers 25 are provided.

  The cylindrical member 21 is non-rotatably supported by a support member (not shown), and the cylinder 22 is rotated inside the wheel FR via a pair of bearings Br1 and Br2 and a pair of annular seal members 26 and 27. It can be rotated around the center and is liquid-tightly supported. The pair of bearings Br1 and Br2 are disposed apart from each other by a predetermined amount in the axial direction, and are interposed between the cylindrical member 21 and the cylinder 22 so as to sandwich the cam member 24 in the axial direction. Can be rotated. The pair of annular seal members 26 and 27 are disposed apart from each other by a predetermined amount in the axial direction, and are interposed between the cylindrical member 21 and the cylinder 22 so as to sandwich the cam member 24 and both bearings Br1 and Br2 in the axial direction. In addition, the space between the cylindrical member 21 and the cylinder 22 is liquid-tightly sealed.

  The cylinder 22 includes a cylinder main body 22A and a cylinder head 22B screwed to the outer end of the cylinder main body 22A so as to be airtight and detachable. The cylinder body 22A is formed integrally with the shaft portion 11a of the axle hub 11, and has a pair of axial long holes 22a and a cylinder inner hole 22b extending in the cylinder axial direction. The cylinder head 22B is a bottomed cylindrical plug member that is airtightly and detachably assembled to the axle hub 11. The cylinder head 22B includes a suction / discharge passage 22c and a discharge passage 22d, and includes a pressure guide passage 22e and a suction passage 22f. Have.

  The pair of axially elongated holes 22a are guide means for guiding the piston 23 and each cam follower 25 so as to be able to rotate integrally with the cylinder 22 and reciprocate in the axial direction of the piston, and are spaced 180 degrees apart in the circumferential direction of the cylinder 22. Is formed. The cylinder inner hole 22b accommodates the piston 23, the outer end of the vehicle is closed by the cylinder head 22B, and the cylinder head 22B and the piston 23 form a pump chamber Ro.

  The suction / discharge passage 22c is always in communication with a communication passage 31a provided in the valve body 31 of the pressure control valve 30, and is a suction check valve Vi (an annular seal member having a V-shaped cross section) assembled to the cylinder head 22B. It is possible to introduce air into the pump chamber Ro through the discharge check valve Vo (configured with an annular seal member having a V-shaped cross section) assembled to the valve body 31 of the pressure control valve 30. The air can be led out from the pump chamber Ro.

  The discharge passage 22d is a passage for guiding the pressurized air discharged to the air chamber Ra1 through the discharge check valve Vo to the discharge passage 11b provided in the axle hub 11, and includes a radial communication hole 22d1 provided in the cylinder head 22B, It is constituted by a communication groove 22d2 provided on the outer periphery of the cylinder head 22B. The discharge passage 11b provided in the axle hub 11 communicates with the tire air chamber Rb through the communication passage Ba provided in the wheel FR as shown in FIG.

  The pressure guide passage 22e is a communication hole in the cylinder radial direction provided in the cylinder head 22B, and the pressurized air in the discharge passage 22d is formed in the air chamber Ra2 formed between the valve body 31 and the stopper 32 of the pressure control valve 30. Can be introduced. The suction passage 22f is always in communication with the atmosphere communication passage 31b provided in the valve body 31 of the pressure control valve 30, and can be communicated / blocked with respect to the communication passage 31a provided in the valve body 31 of the pressure control valve 30. . Note that the atmosphere communication passage 31b provided in the valve body 31 is always in communication with the atmosphere through the atmosphere communication passage 42b formed in the adjustment screw 42 of the adjustment device 40.

  The piston 23 is inserted into a cylinder inner hole 22b of the cylinder 22 via a pair of annular seal members 28, 29, and is assembled so as to be able to rotate integrally with the cylinder 22 and to reciprocate in the piston axial direction. . The piston 23 has an annular groove 23a and a through hole 23b extending in the piston radial direction. The pair of annular seal members 28 and 29 are disposed apart from each other by a predetermined amount in the axial direction, and are interposed between the piston 23 and the cylinder 22 at the axial end portion of the piston 23, and between the piston 23 and the cylinder 22. Is hermetically and liquid tightly sealed.

  The annular groove 23 a is formed on the outer periphery of the piston 23 between the pair of annular seal members 28 and 29, and forms an annular space R 1 between the cylinders 22. The annular space R <b> 1 communicates with an annular space R <b> 2 formed between the pair of annular seal members 26 and 27 through the axial long holes 22 a of the cylinder 22. Each annular space R1, R2 has a volume that does not change even if the piston 23 reciprocates in the piston axial direction, and is sealed by four seal members 26, 27, 28, 29. The annular spaces R1, R2 and the like are oil chambers for storing a required amount of lubricating oil. The oil chambers contain bearings Br1, Br2, a cam member 24, a cam follower 25, a compression coil spring Sp, and the like. ing.

  The cam member 24 is constituted by a pair of cam sleeves 24A and 24B connected in the piston axial direction, and is provided integrally with the cylindrical member 21 (not axially movable and non-rotatable). Are arranged coaxially. The cam member 24 has an annular cam portion 24a that varies in the axial direction. The cam portion 24a is a cam groove, and a ball 25c of each cam follower 25 is engaged therewith. The cam portion 24a has a cam surface that receives a load in the piston axial direction (a load in the horizontal direction in the drawing) and a load in the piston radial direction (a load in the vertical direction in the drawing) from the ball 25c of each cam follower 25. Has a V-shaped cross section, and is formed in an even number of cycles (for example, two cycles) in the circumferential direction of the cylinder 22.

  Each cam follower 25 is constituted by a shaft 25a divided into two in the piston 23, and a roller 25b and a ball 25c assembled to each of the shafts 25a, and the piston 25 is inserted into the through hole 23b of the piston 23 by the shaft 25a. 23 is movably provided in the radial direction. Each cam follower 25 is engaged with a cam portion (cam groove) 24a of the cam member 24 by an end portion extending in the piston radial direction, that is, a ball 25c, and rotates relative to the cam member 24. This moves in the direction of the piston axis.

  Each shaft 25a is a load transmission element assembled to the through hole 23b of the piston 23 so as to be movable in the radial direction of the piston 23 (the axial direction of the through hole 23b), and a compression coil spring Sp interposed therein. Is urged outward of the diameter of the piston 23. Each shaft 25a is a support that rotatably supports the roller 25b, and rotatably supports the roller 25b at a small-diameter end protruding from the through hole 23b of the piston 23.

  Each roller 25b is rotatably fitted in the axial long hole 22a of the cylinder 22 in a state where the roller 25b is rotatably fitted to the small diameter end portion of the shaft 25a, and the cam follower 25 moves in the cylinder axial direction. It is possible to roll along the axial long hole 22a of the cylinder 22. Each roller 25b has a hemispherical concave receiving portion at the outer end, and supports the ball 25c so that it can roll.

  Each ball 25c is a convex portion of the cam follower 25 that is supported by the roller 25b so as to be able to roll and engages with a cam portion (cam groove) 24a of the cam member 24 so as to roll. The shaft 25a and the roller 25b are In response to the elastic force of the compression coil spring Sp, it is elastically engaged with the cam portion (cam groove) 24a of the cam member 24 without any gap.

  The compression coil spring Sp is a pressing means that presses the ball 25c of each cam follower 25 toward the cam portion (cam groove) 24a of the cam member 24 in the radial direction of the piston 23, and is provided on the shaft 25a of each cam follower 25. It is assembled in a state where a predetermined preliminary load is applied to the bottomed mounting hole.

  In this air pump AP, when the cylinder 22 (axle hub 11) rotates while the valve element 31 of the pressure control valve 30 is held at the position shown in FIGS. 2 and 3, the piston 23 and the cam follower 25 are connected to the cylinder 22. And rotate relative to the cam member 24 to move in the axial direction. Therefore, the rotational motion of the cylinder 22 can be converted into the reciprocating motion of the piston 23, and the volume of the pump chamber Ro can be increased or decreased by the reciprocating motion of the piston 23. Air is sucked into the pump chamber Ro through the passage 31b, the suction passage 22f, the suction check valve Vi, the communication passage 31a, and the suction / discharge passage 22c, and from the pump chamber Ro through the suction / discharge passage 22c, the communication passage 31a, and the discharge check valve Vo. It is possible to discharge air.

  The control valve device VA is a mechanical control valve device that operates according to the tire air pressure in the tire air chamber Rb. The control valve device VA includes a pressure control valve 30 and an adjustment device 40, and is coaxial with the pressure control valve 30. The relief valve 50 arranged is provided and is coaxially arranged on the shaft portion (rotating shaft) 11a of the axle hub 11 together with the air pump AP.

  The pressure control valve 30 is assembled in the cylinder head 22B, and includes a valve body 31 and a stopper 32. The pressure control valve 30 is engaged with the valve body 31 via a spring retainer 33. A compression coil spring 34 whose position can be controlled and whose urging force (spring force) to the valve body 31 can be adjusted by the adjusting device 40 is provided. The pressure control valve 30 is activated when the air pressure (P) of the tire air chamber Rb is lowered to the lower limit set value P1 (the valve body 31 is moved from the illustrated position against the urging force of the compression coil springs 34 and 52). It is possible to supply the pressurized air from the pump chamber Ro to the tire air chamber Rb from the pump chamber Ro to the tire air chamber Rb, and the pressure of the pressurized air supplied from the pump chamber Ro to the tire air chamber Rb is the upper limit. When the set value P2 is increased, the state is switched from the illustrated state to the operating state, and the supply of pressurized air from the pump chamber Ro to the tire air chamber Rb can be limited (stopped).

  The valve body 31 is assembled in the cylinder head 22B so as to be airtight and movable in the cylinder axial direction via a discharge check valve Vo and an annular seal member 35 assembled on the outer periphery. An air chamber Ra1 communicating with the discharge passage 22d is formed therebetween, and an air chamber Ra2 communicating with the stopper 32 through the pressure guide passage 22e is formed between the air passage Ra1 and the stopper 32. The stopper 32 is assembled with an annular seal member 36 on the inner periphery and an annular seal member 37 on the outer periphery, and is hermetically interposed between the cylinder head 22B and the valve body 31. The outer periphery of the vehicle is integrally screwed to the cylinder head 22B at the outer end of the vehicle.

  The air chamber Ra1 is always in communication with the tire air chamber Rb through the discharge passage 22d, the discharge passage 11b, and the communication passage Ba. The air chamber Ra2 is always in communication with the tire air chamber Rb through the pressure guiding passage 22e, the discharge passage 22d, the discharge passage 11b, and the communication passage Ba. The pressure receiving area of the valve body 31 exposed to the air chamber Ra1 is set to be a predetermined amount larger than the pressure receiving area of the valve body 31 exposed to the air chamber Ra2.

  In the pressure control valve 30, the valve body 31 is held at the illustrated position when the air pressure (P) of the tire air chamber Rb decreases from the lower limit set value P1 to the upper limit set value P2. The communication between the communication passage 31a and the suction passage 22f is blocked by the suction check valve Vi. Therefore, the suction check valve Vi allows the air flow from the atmosphere to the pump chamber Ro, and the discharge check valve Vo allows the air flow from the pump chamber Ro to the tire air chamber Rb (the state shown in the drawing). The check valve Vi blocks communication between the communication passage 31a and the suction passage 22f to restrict the air flow from the pump chamber Ro to the atmosphere, and the discharge check valve Vo controls the air flow from the tire air chamber Rb to the pump chamber Ro. regulate.

  Therefore, in this state (the permissible state in which the pressure control valve 30 allows the supply of pressurized air from the air pump AP to the tire air chamber Rb), the air is pumped into the pump chamber by the reciprocation of the piston 23 accompanying the rotation of the wheel FR. While being sucked into Ro, pressurized air is discharged from the pump chamber Ro toward the tire air chamber Rb. This state is a state where the air pump AP generates pressurized air (drive state of the air pressure generation unit FRA), and a load (rotational resistance acting on the wheels FR) generated by driving the air pump AP is large. .

  Further, in this pressure control valve 30, when the air pressure (P) of the tire air chamber Rb rises to the upper limit set value P2 and decreases to the lower limit set value P1, the valve body 31 is compressed by the compression coil spring 34, 52 is moved in the axial direction by a predetermined amount from the illustrated position against the urging force of 52, and the communication passage 31a communicates with the suction passage 22f regardless of the suction check valve Vi. For this reason, the suction check valve Vi has lost its function (backflow prevention function), the communication passage 31a communicates with the suction passage 22f to allow the air flow between the pump chamber Ro and the atmosphere, and the discharge check valve. Vo regulates the air flow between the discharge passage 22d and the communication passage 31a, that is, between the pump chamber Ro and the tire air chamber Rb. When the valve body 31 is moved by a predetermined amount from the illustrated position against the urging force of the compression coil springs 34 and 52 (operating state), the stepped portion of the valve body 31 is attached to the inner periphery of the stopper 32. This is in contact with the seal member 36.

  Therefore, in this state (the prohibited state in which the pressure control valve 30 prohibits the supply of pressurized air from the air pump AP to the tire air chamber Rb), even if the piston 23 reciprocates as the wheel FR rotates, the pump The air sucked into the chamber Ro is not pushed back toward the atmosphere and discharged from the pump chamber Ro toward the tire air chamber Rb. This state is a state where the air pump AP does not generate pressurized air (the non-driven state of the air pressure generating unit FRA), and a load (rotational resistance acting on the wheels FR) generated by driving the air pump AP is small. is there.

  The adjusting device 40 can adjust the position of the spring support 41 that supports the other end of the compression coil spring 34 in the pressure control valve 30 (the fixed end that does not move when the valve body 31 moves), and the position of the spring support 41. An adjustment screw 42 is provided. The spring support 41 is movable along with the movement of the adjustment screw 42, and is rotatably engaged with the adjustment screw 42 by a hemispherical convex portion 41a.

  The adjustment screw 42 is configured separately from the spring support 41, and has a male screw portion 42a and an atmosphere communication path 42b. The male screw portion 42a can advance and retract to the female screw portion 22g of the cylinder head 22B. It is screwed on. The adjusting screw 42 also serves as a cap and can be rotated from the outside of the vehicle. A hexagonal head 42c for detachably attaching an adjusting tool (not shown) that can be manually operated to the outer end. Is formed. A filter 43 is attached to the atmosphere communication path 42b.

  The relief valve 50 is pressurized when the pressure of the pressurized air supplied from the pump chamber Ro to the tire air chamber Rb, that is, the air pressure (P) in the air chamber Ra1, is equal to or higher than the relief set value P3 higher than the upper limit set value P2. It is for releasing air to the atmosphere, and is engaged with a valve body 51 capable of opening / closing a relief passage 31c provided in the valve body 31 at one end (movable side end). And a compression coil spring 52 that defines the movement timing of the valve body 51 (the opening timing of the relief passage 31c).

  The valve body 51 is assembled in the valve body 31 of the pressure control valve 30 so as to be movable in the cylinder axial direction, and the position of the rod portion 44 (spring support 41 of the stroke sensor S1 is adjusted by the adjusting screw 42. Sometimes it is in contact with a rod portion that can move relatively in the cylinder axial direction with almost no resistance. The compression coil spring 52 is engaged with the above-described spring support 41 at the other end (fixed side end), and the urging force acting on the valve body 51 can be adjusted by the adjusting device 40. At the time of adjustment by the adjusting device 40, the urging force of the compression coil spring 34 acting on the valve body 31 of the pressure control valve 30 is also adjusted at the same time, and the above-described upper limit set value P2 and relief set value P3 can be adjusted simultaneously.

  In the relief valve 50, a relief passage 31 c provided in the valve body 31 of the pressure control valve 30 can be communicated with or shut off from the air chamber Ra 1 by an annular seal member 38 assembled to the valve body 31. Therefore, the valve element 31 of the pressure control valve 30 moves in the cylinder axial direction against the urging force of the compression coil springs 34 and 52, and the air chamber Ra1 and the relief passage 31c communicate with each other through the seal member 38. Only in this state, the pressure in the air chamber Ra1 is applied to the relief passage 31c so that the relief valve 50 can be operated.

  The stroke sensor S1 detects whether the pressure control valve 30 is in a permissible state (shown state) or a prohibited state (operating state), and whether the air pump AP is in a state of generating pressurized air. A unit state detection sensor that detects whether pressurized air is not generated, a rod portion 44 that detects the movement of the valve body 31 in the pressure control valve 30 via the valve body 51 in the relief valve 50, and a spring support 41 is provided with a built-in switch (not shown) that is assembled in 41 and turned ON / OFF by a rod portion 44.

  In the stroke sensor S1, when the pressure control valve 30 is in an allowable state (when the air pump AP is in a state of generating pressurized air), the built-in switch is maintained in the OFF state and a Low signal is output, When the pressure control valve 30 is in a prohibited state (when the air pump AP is not generating pressurized air), the built-in switch is maintained in the ON state and a High signal is output. The signal output from the stroke sensor S1 is configured to be input wirelessly to the electric control unit ECU shown in FIG.

  As shown in FIGS. 1 and 4, the brake actuator BA is a master interposed in a front system hydraulic circuit that connects one oil chamber of the brake master cylinder MC and the wheel brakes Wfl, Wfr of the left and right front wheels FL, FR. A cylinder cut solenoid valve MCVf, a pair of holding solenoid valves PUfl, PUfr, a pair of pressure reducing solenoid valves PDfl, PDfr, a pair of pressure sensors Pfl, Pfr, an electric pump HPf, and a reservoir RSf are provided, except for the reservoir RSf. Is electrically connected to the electric control unit ECU shown in FIG.

  The operations of the master cylinder cut solenoid valve MCVf, the pair of holding solenoid valves PUfl, PUfr, the pair of pressure reducing solenoid valves PDfl, PDfr, and the electric pump HPf are controlled by instruction signals output from the electric control unit ECU. It is configured. Therefore, the opening / closing operation of each holding solenoid valve PUfl, PUfr and each pressure reducing solenoid valve PDfl, PDfr is controlled in a state where the master cylinder cut solenoid valve MCVf is closed and the electric pump HPf is driven. As a result, the brake hydraulic pressure applied to each wheel brake Wfl, Wfr is controlled.

  The brake actuator BA includes a master cylinder cut solenoid valve MCVr, which is interposed in a rear hydraulic circuit that connects the other oil chamber of the brake master cylinder MC and the wheel brakes Wrl and Wrr of the left and right rear wheels RL and RR. A holding solenoid valve PUrl, PUrr, a pair of pressure-reducing solenoid valves PDrl, PDrr, a pair of pressure sensors Prl, Prr, an electric pump HPr, and a reservoir RSr are provided. The electric controller ECU shown in FIG. Electrically connected.

  The operations of the master cylinder cut solenoid valve MCVr, the pair of holding solenoid valves PUrl and PUrr, the pair of pressure reducing solenoid valves PDrl and PDrr, and the electric pump HPr are controlled by instruction signals output from the electric control unit ECU. It is configured. Therefore, the opening / closing operation of each holding solenoid valve PUrl, PUrr and each pressure reducing solenoid valve PDrl, PDrr is controlled while the master cylinder cut solenoid valve MCVr is closed and the electric pump HPr is driven. Thus, the brake hydraulic pressure applied to each wheel brake Wrl, Wrr is controlled.

  As shown in FIG. 1, the electric control unit ECU is also electrically connected to a steering angle sensor SS that detects a steering angle and a pedal switch BPS that operates in response to depression of the brake pedal BP. The unit FLA, FRA, RLA, RRA is also electrically connected to an instrument panel display unit ID that can display “normal operation”, “abnormal operation”, and the like.

  Further, the electric control unit ECU controls the operation of the brake actuator BA in accordance with the traveling state of the vehicle, and controls a brake hydraulic pressure applied to each wheel brake Wfl, Wfr, Wrl, Wrr (not shown). ) Is repeatedly executed every predetermined calculation cycle (for example, 5 msec), the stroke sensor S1 of each air pressure generation unit FLA, FRA, RLA, RRA, each wheel speed sensor Sflw, Sfrw, Srlw, Srrw, and each pressure sensor Pfl. , Pfr, Prl, Prr and a microcomputer that repeatedly executes a program corresponding to the flowcharts of FIG. 5 and FIG. 6 every predetermined calculation cycle (for example, 5 msec) based on the outputs of the steering angle sensor SS, Drive of air pressure generation unit FLA, FRA, RLA, RRA It is possible to suppress the behavior of the vehicle caused by.

  The program corresponding to the flowchart of FIG. 5 is for suppressing the behavior of the vehicle caused by the driving of the pair of left and right air pressure generation units FLA and FRA attached to the left and right front wheels FL and FR, respectively, and corresponds to the flowchart of FIG. The program is for suppressing the behavior of the vehicle caused by driving the pair of left and right air pressure generation units RLA and RRA mounted on the left and right rear wheels RL and RR, respectively.

  In the first embodiment configured as described above, when a main switch (not shown) such as an ignition switch of the vehicle is in an ON state, the microcomputer of the electric control unit ECU is a known program (not shown). And the program corresponding to the flowchart of FIG. 5 and FIG. 6 is repeatedly performed for every predetermined calculation period (for example, 5 msec), respectively, and the action | operation of brake actuator BA is controlled.

  For this reason, a known operation (for example, ABS operation, brake assist operation, TRC operation, etc.) is obtained according to the traveling state of the vehicle, and each of the air pressure generating units FLA, FRA, RLA, RRA during straight traveling of the vehicle is obtained. The operation | movement etc. which suppress the behavior of the vehicle produced by a drive are obtained. Description of known operations (for example, ABS operation, brake assist operation, TRC operation, etc.) is omitted.

(Execution of a program corresponding to the flowchart of FIG. 5)
By the way, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 5, the vehicle is in a straight traveling state, and only the air pressure generating unit FRA attached to the right front wheel FR is in a driving state (pressure control valve). If the air pump AP is in a permissible state and the air pump AP generates pressurized air), the microcomputer of the electric control unit ECU starts processing in step 101 of FIG. “Yes” is determined based on the output of the angle sensor SS, and “Yes” is determined in step 103 based on the output of the stroke sensor S1 of the air pressure generation unit FRA attached to the right front wheel FR.

  Thereafter, in step 105, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdf between the left and right front wheels FL, FR. This calculation is performed from the rotation speed Rfr of the right front wheel FR (calculated based on the output from the wheel speed sensor Sfrw of the right front wheel FR) to the rotation speed Rfl of the left front wheel FL (output from the wheel speed sensor Sflw of the left front wheel FL). Is calculated by subtracting At this time, only the air pressure generating unit FRA attached to the right front wheel FR is in a driving state, a load due to the driving of the air pressure generating unit FRA is acting on the right front wheel FR, and the rotational speed of the right front wheel FR is that of the left front wheel FL. Since it is lower than the rotational speed, the rotational speed difference Rdf is a negative value.

  For this reason, after the calculation in step 105, it is determined as “Yes” in step 106, and steps 107 and 109 are executed. In step 107, the wheel brake Wfl of the left front wheel is applied to the brake actuator BA in accordance with the rotational speed difference Rdf so that the brake hydraulic pressure with zero rotational speed difference Rdf is applied to the wheel brake Wfl attached to the left front wheel FL. An instruction signal for operating is output. As a result, the braking hydraulic pressure corresponding to the rotational speed difference Rdf is applied to the wheel brake Wfl of the left front wheel, the left front wheel FL is braked, and the rotational speed difference Rdf is reduced accordingly. Thereby, it is possible to suppress the deflection of the vehicle accompanying the driving of the air pressure generation unit FRA and improve the running stability of the vehicle.

  In step 109, it is determined whether or not the hydraulic pressure detected by the pressure sensor Pfl for the left front wheel, that is, the braking hydraulic pressure PHfl applied to the wheel brake Wfl for the left front wheel is greater than the specified value Po. This specified value Po determines whether the drive of the air pressure generation unit FRA attached to the right front wheel FR is abnormal or normal (whether the load acting on the right front wheel FR by the drive of the air pressure generation unit FRA exceeds a reference value). This is the reference value.

  For this reason, if the drive of the air pressure generating unit FRA attached to the right front wheel FR is abnormal and the load acting on the right front wheel FR due to the drive of the air pressure generating unit FRA exceeds the reference value, “Yes” is determined in step 109. ”Is determined and step 111 is executed. In step 111, the display of“ abnormal operation of the right front wheel air pressure generation unit FRA ”is instructed, and the instrument panel display unit ID displays“ abnormal operation of the right front wheel air pressure generation unit ”. Is displayed. As a result, the occupant can know that the air pressure generating unit FRA for the right front wheel is driven, and that the deflection of the vehicle due to this is suppressed by the operation of the wheel brake Wfl for the left front wheel. It can be known that the air pressure generation unit FRA attached to the FR is driven in an abnormal state.

  If the air pressure generating unit FRA attached to the right front wheel FR is normally driven, “No” is determined in Step 109 and Step 110, and Step 113 is executed. "Normal operation of air pressure generating units FRA and FLA" is instructed, and "Normal operation of air pressure generating unit for left and right front wheels" is displayed on the instrument panel display ID. As a result, the occupant is driven by at least one of the air pressure generating units FRA and FLA of the left and right front wheels, and the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wfl or Wfr of either the left or right front wheel. And that at least one of the air pressure generating units FRA and FLA of the left and right front wheels is driven in a normal state. Note that after the execution of steps 111 and 113, step 114 is executed, and the execution of the program shown in FIG.

  On the other hand, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 5, when the vehicle is in a straight traveling state and only the air pressure generating unit FLA attached to the left front wheel FL is in a driving state, The microcomputer of the electric control unit ECU starts the process in step 101 of FIG. 5, determines “Yes” based on the output of the steering angle sensor SS in step 102, and in step 103, the right front wheel FR. "No" is determined based on the output of the stroke sensor S1 of the air pressure generation unit FRA attached to the vehicle, and "Yes" is determined in step 104 based on the output of the stroke sensor S1 of the air pressure generation unit FLA attached to the left front wheel FL. Is determined.

  Thereafter, in step 105, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdf between the left and right front wheels FL, FR. This calculation is executed by subtracting the rotational speed Rfl of the left front wheel FL from the rotational speed Rfr of the right front wheel FR. At this time, only the air pressure generating unit FLA attached to the left front wheel FL is in a driving state, the load due to the driving of the air pressure generating unit FLA is acting on the left front wheel FL, and the rotational speed of the left front wheel FL is that of the right front wheel FR. Since the rotational speed is lower than the rotational speed, the rotational speed difference Rdf is a positive value.

  For this reason, after the calculation in step 105, it is determined as “No” in step 106 and step 108 is executed, and “No” is determined in step 109 and step 110 is executed. In step 108, the wheel brake Wfr of the right front wheel is applied to the brake actuator BA in accordance with the rotational speed difference Rdf so that the brake hydraulic pressure with the rotational speed difference Rdf described above being zero is applied to the wheel brake Wfr attached to the right front wheel FR. An instruction signal for operating is output. As a result, the braking hydraulic pressure corresponding to the rotational speed difference Rdf is applied to the wheel brake Wfr of the right front wheel, the right front wheel FR is braked, and the rotational speed difference Rdf is reduced accordingly. Thereby, it is possible to suppress the deflection of the vehicle accompanying the driving of the air pressure generating unit FLA and improve the running stability of the vehicle.

  Further, in step 110, it is determined whether or not the hydraulic pressure detected by the right front wheel pressure sensor Pfr, that is, the braking hydraulic pressure PHfr applied to the wheel brake Wfr of the right front wheel is greater than a specified value Po. This prescribed value Po determines whether the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal or normal (whether the load acting on the left front wheel FL by driving the air pressure generating unit FLA exceeds a reference value). This is the reference value.

  Therefore, if the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal and the load acting on the left front wheel FL due to the drive of the air pressure generating unit FLA exceeds the reference value, “Yes” in step 110. ”Is determined and step 112 is executed. In step 112, the display of“ abnormal operation of the left front wheel air pressure generation unit FLA ”is instructed, and the instrument panel display section ID displays“ abnormal operation of the left front wheel air pressure generation unit ”. Is displayed. As a result, the occupant can know that the air pressure generating unit FLA for the left front wheel is driven, and that the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wfr for the right front wheel, and the left front wheel It can be known that the air pressure generating unit FLA attached to the FL is driven in an abnormal state.

  Further, if the drive of the air pressure generating unit FLA attached to the left front wheel FL is normal, it is determined as “No” in step 109 and step 110, respectively, and step 113 is executed. "Normal operation of air pressure generating units FRA and FLA" is instructed, and "Normal operation of air pressure generating unit for left and right front wheels" is displayed on the instrument panel display ID. As a result, the occupant is driven by at least one of the air pressure generating units FRA and FLA of the left and right front wheels, and the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wfl or Wfr of either the left or right front wheel. And that at least one of the air pressure generating units FRA and FLA of the left and right front wheels is driven in a normal state. Note that after the execution of steps 112 and 113, step 114 is executed, and the execution of the program shown in FIG.

  Further, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 5, if the vehicle is in a straight traveling state and the air pressure generating units FRA and FLA of the left and right front wheels are in a driving state, The microcomputer of the control device ECU starts processing at step 101 in FIG. 5, determines “Yes” based on the output of the rudder angle sensor SS at step 102, and sets the right front wheel FR at step 103. It is determined as “Yes” based on the output of the stroke sensor S1 of the mounted air pressure generation unit FRA.

  Thereafter, in step 105, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdf between the left and right front wheels FL, FR. This calculation is executed by subtracting the rotational speed Rfl of the left front wheel FL from the rotational speed Rfr of the right front wheel FR. At this time, since the air pressure generation units FRA and FLA of the left and right front wheels are in a driving state, which of the rotation speed of the right front wheel FR and the rotation speed of the left front wheel FL is higher depends on the situation at that time. Therefore, after step 105 is executed, the steps are sequentially executed according to the rotation speed difference Rdf. The operation in this case will be easily understood from the operation in each case described above, and the description thereof will be omitted.

  When the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 5, if the vehicle is not in the straight traveling state, it is determined as “No” in step 102, and step 114 is executed. Execution of the program shown in FIG. In addition, even when the vehicle is running straight, when both the pair of left and right air pressure generation units FLA and FRA are not driven, “Yes” is determined in Step 102, and “No” is determined in Step 103. After the determination is made and “No” is determined in step 104, step 115 is executed, and then step 114 is executed, and the execution of the program shown in FIG. In step 115, display of “no driving of left and right front wheel air pressure generation units FRA and FLA” is instructed, and “right and left front wheel air pressure generation unit not driving” is displayed on the instrument panel display ID. Thus, the occupant knows that the air pressure generation units FRA and FLA of the left and right front wheels are in a non-driven state (the pressure control valve 30 is in a prohibited state and the air pump AP does not generate pressurized air). it can.

(Execution of program corresponding to flowchart of FIG. 6)
Further, when the microcomputer of the electric control unit ECU executes a program corresponding to the flowchart of FIG. 6, the vehicle is in a straight traveling state, and only the air pressure generating unit RRA attached to the right rear wheel RR is in a driving state (pressure control). If the valve 30 is in an allowable state and the air pump AP generates pressurized air), the microcomputer of the electric control unit ECU starts processing in step 201 in FIG. “Yes” is determined based on the output of the steering angle sensor SS, and “Yes” is determined in step 203 based on the output of the stroke sensor S1 of the air pressure generation unit RRA attached to the right rear wheel RR.

  Thereafter, in step 205, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdr between the left and right rear wheels RL and RR. This calculation is based on the rotational speed Rrr of the right rear wheel RR (calculated based on the output from the wheel speed sensor Srrw of the right rear wheel RR) to the rotational speed Rrl of the left rear wheel RL (the wheel speed sensor of the left rear wheel RL). This is performed by subtracting (computed based on the output from Srlw). At this time, only the air pressure generating unit RRA attached to the right rear wheel RR is in a driving state, and the load due to the driving of the air pressure generating unit RRA is acting on the right rear wheel RR, and the rotation speed of the right rear wheel RR is left Since the rotational speed is lower than the rotational speed of the rear wheel RL, the rotational speed difference Rdr is a negative value.

  For this reason, after the calculation in step 205, it is determined as “Yes” in step 206, and step 207 and step 209 are executed. In step 207, the wheel brake Wrl of the left rear wheel is applied to the brake actuator BA so that the brake hydraulic pressure with the above-described rotational speed difference Rdr being zero is applied to the wheel brake Wrl attached to the left rear wheel RL. In response to the instruction signal, an instruction signal is output. As a result, the braking hydraulic pressure corresponding to the rotational speed difference Rdr is applied to the wheel brake Wrl of the left rear wheel, the left rear wheel RL is braked, and the rotational speed difference Rdr is reduced accordingly. Accordingly, it is possible to suppress the deflection of the vehicle accompanying the driving of the air pressure generation unit RRA and improve the running stability of the vehicle.

  In step 209, it is determined whether or not the hydraulic pressure detected by the pressure sensor Prl for the left rear wheel, that is, the braking hydraulic pressure PHrl applied to the wheel brake Wrl for the left rear wheel is greater than the specified value Po. . This specified value Po indicates whether the driving of the air pressure generating unit RRA attached to the right rear wheel RR is abnormal or normal (whether the load acting on the right rear wheel RR by driving the air pressure generating unit RRA exceeds a reference value). This is a reference value for determination.

  For this reason, when the drive of the air pressure generation unit RRA attached to the right rear wheel RR is abnormal and the load acting on the right rear wheel RR by the drive of the air pressure generation unit RRA exceeds the reference value, in step 209 "Yes" is determined and step 211 is executed. In step 211, an indication of "abnormal operation of the right rear wheel air pressure generating unit RRA" is instructed, and "right rear wheel air pressure generating unit" is displayed on the instrument panel display section ID. “Abnormal operation” is displayed. As a result, the occupant can know that the right rear wheel air pressure generation unit RRA is being driven, and that the deflection of the vehicle caused by this is suppressed by the operation of the left rear wheel wheel brake Wrl, It can be known that the air pressure generating unit RRA attached to the right rear wheel RR is driven in an abnormal state.

  Further, if the drive of the air pressure generating unit RRA attached to the right rear wheel RR is normal, “No” is determined in Step 209 and Step 210, and Step 213 is executed. Display of "normal operation of rear wheel air pressure generation units RRA and RLA" is instructed, and "normal operation of left and right rear wheel air pressure generation units" is displayed on the instrument panel display ID. As a result, the occupant is driven by at least one of the air pressure generating units RRA and RLA for the left and right rear wheels, and the deflection of the vehicle due to this is suppressed by the operation of the wheel brake Wrl or Wrr for either one of the left and right rear wheels. It can be recognized that at least one of the air pressure generating units RRA and RLA for the left and right rear wheels is driven in a normal state. In addition, after execution of step 211 and step 213, step 214 is executed and the execution of the program shown in FIG.

  On the other hand, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 6, the vehicle is in a straight traveling state and only the air pressure generating unit RLA attached to the left rear wheel RL is in the driving state. The microcomputer of the electric control unit ECU starts the process at step 201 in FIG. 6, determines “Yes” based on the output of the steering angle sensor SS at step 202, “No” is determined based on the output of the stroke sensor S1 of the air pressure generation unit RRA attached to the wheel RR, and in step 204, based on the output of the stroke sensor S1 of the air pressure generation unit RLA attached to the left rear wheel RL. It is determined as “Yes”.

  Thereafter, in step 205, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdr between the left and right rear wheels RL and RR. This calculation is executed by subtracting the rotation speed Rrl of the left rear wheel RL from the rotation speed Rrr of the right rear wheel RR. At this time, only the air pressure generating unit RLA attached to the left rear wheel RL is in a driving state, and the load due to the driving of the air pressure generating unit RLA is acting on the left rear wheel RL, and the rotation speed of the left rear wheel RL is right Since it is lower than the rotational speed of the rear wheel RR, the rotational speed difference Rdr is a positive value.

  For this reason, after the calculation in step 205, it is determined as “No” in step 206 and step 208 is executed, and it is determined as “No” in step 209 and step 210 is executed. In step 208, the wheel brake Wrr of the right rear wheel is applied to the brake actuator BA so that the brake hydraulic pressure with the above-described rotational speed difference Rdr being zero is applied to the wheel brake Wrr attached to the right rear wheel RR. In response to the instruction signal, an instruction signal is output. As a result, the braking hydraulic pressure corresponding to the rotational speed difference Rdr is applied to the wheel brake Wrr of the right rear wheel, the right rear wheel RR is braked, and the rotational speed difference Rdr is reduced accordingly. Thereby, it is possible to suppress the deflection of the vehicle accompanying the driving of the air pressure generating unit RLA and improve the running stability of the vehicle.

  In step 210, it is determined whether the hydraulic pressure detected by the pressure sensor Prr for the right rear wheel, that is, the braking hydraulic pressure PHrr applied to the wheel brake Wrr for the right rear wheel is greater than a specified value Po. . This prescribed value Po indicates whether the drive of the air pressure generating unit RLA attached to the left rear wheel RL is abnormal or normal (whether the load acting on the left rear wheel RL by driving the air pressure generating unit RLA exceeds the reference value). This is a reference value for determination.

  For this reason, when the driving of the air pressure generating unit RLA attached to the left rear wheel RL is abnormal and the load acting on the left rear wheel RL by the driving of the air pressure generating unit RLA exceeds the reference value, in step 210 "Yes" is determined and step 212 is executed. In step 212, "abnormal operation of the left rear wheel air pressure generating unit RLA" is instructed, and the instrument panel display unit ID displays "left rear wheel air pressure generating unit. “Abnormal operation” is displayed. As a result, the occupant can know that the air pressure generation unit RLA for the left rear wheel is driven, and the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wrr for the right rear wheel, It can be known that the air pressure generation unit RLA attached to the left rear wheel RL is driven in an abnormal state.

  Further, if the drive of the air pressure generating unit RLA attached to the left rear wheel RL is normal, “No” is determined in Step 209 and Step 210, and Step 213 is executed. Display of "normal operation of rear wheel air pressure generation units RRA and RLA" is instructed, and "normal operation of left and right rear wheel air pressure generation units" is displayed on the instrument panel display ID. As a result, the occupant is driven by at least one of the air pressure generating units RRA and RLA for the left and right rear wheels, and the deflection of the vehicle due to this is suppressed by the operation of the wheel brake Wrl or Wrr for either one of the left and right rear wheels. It can be recognized that at least one of the air pressure generating units RRA and RLA for the left and right rear wheels is driven in a normal state. In addition, after execution of step 212 and step 213, step 214 is executed and the execution of the program shown in FIG.

  Further, when the microcomputer of the electric control unit ECU executes a program corresponding to the flowchart of FIG. 6, if the vehicle is in a straight traveling state and the air pressure generation units RRA and RLA for the left and right rear wheels are in a driving state, The microcomputer of the electric control unit ECU starts the process in step 201 in FIG. 6, determines “Yes” based on the output of the steering angle sensor SS in step 202, and in step 203 determines the right rear wheel. It determines with "Yes" based on the output of the stroke sensor S1 of the air pressure generation unit RRA attached to RR.

  Thereafter, in step 205, the microcomputer of the electric control unit ECU calculates a rotational speed difference Rdr between the left and right rear wheels RL and RR. This calculation is executed by subtracting the rotation speed Rrl of the left rear wheel RL from the rotation speed Rrr of the right rear wheel RR. At this time, since the air pressure generating units RRA and RLA for the left and right rear wheels are in a driving state, which of the rotation speed of the right rear wheel RR and the rotation speed of the left rear wheel RL is higher depends on the situation at that time. Therefore, after step 205 is executed, the steps are sequentially executed in accordance with the rotation speed difference Rdr. The operation in this case will be easily understood from the operation in each case described above, and the description thereof will be omitted.

  When the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 6, if the vehicle is not in the straight traveling state, it is determined as “No” in step 202, and step 214 is executed. Execution of the program shown in FIG. In addition, even when the vehicle is running straight, when the pair of left and right air pressure generation units RLA and RRA are not driven, “Yes” is determined in Step 202, and “No” is determined in Step 203. After the determination is made and “No” is determined in step 204, step 215 is executed, and then step 214 is executed, and the execution of the program shown in FIG. In step 215, the display of “no driving of air pressure generating units RRA and RLA for left and right rear wheels” is instructed, and “no air pressure generating unit for left and right rear wheels is driven” is displayed on the instrument panel display ID. As a result, the occupant knows that the air pressure generating units RRA and RLA for the left and right rear wheels are in a non-driven state (the pressure control valve 30 is in a prohibited state and the air pump AP does not generate pressurized air). Can do.

(Second Embodiment)
In the first embodiment described above, the air pressure generation units FRA, FLA or RRA, RLA are simultaneously started ("Yes" is determined in Steps 103 and 104 in FIG. 5 or Steps 203 and 204 in FIG. 6). Immediately after that, the operation control of each wheel brake Wfl, Wfr or Wrl, Wrr is started (steps 105 to 108 in FIG. 5 or steps 205 to 208 in FIG. 6 are executed). As in the second embodiment in which the front wheel side is shown in FIG. 7 as an example, step 320 may be provided between steps 303 and 304 and step 305.

  In step 320 of FIG. 7, the time t from the start of driving of each air pressure generation unit FRA, FLA (when each air pressure generation unit FRA, FLA switches from the non-driving state to the driving state) (with the built-in electric control unit ECU) It is determined whether or not a predetermined time ta has elapsed (time counted by the timer), step 305 is performed when it is determined “Yes”, and step 314 is performed when it is determined “No”. For this reason, the execution of step 305 can be delayed for a predetermined time ta from the start of driving of each air pressure generation unit FRA, FLA, and the drive of each air pressure generation unit FRA, FLA is started (execution of steps 303, 304 in FIG. 7). It is possible to set so that the operation control of each wheel brake Wfl, Wfr starts after a predetermined time ta (steps 305 to 308 in FIG. 7 are executed). Since steps 301 to 315 other than step 320 in FIG. 7 are substantially the same as steps 101 to 115 in FIG. 5, description thereof is omitted.

  The predetermined time ta described above is a time that takes into account an operation response delay until the rotational speed difference Rdf (vehicle behavior amount) between the left and right front wheels reaches a predetermined value after the air pressure generation units FRA and FLA start driving. is there. Therefore, in the second embodiment in which step 320 in FIG. 7 is set, unnecessary control can be reduced compared to the first embodiment.

(Third embodiment)
Further, in the first embodiment described above, when the driving state of each air pressure generating unit FRA, FLA or RRA, RLA is detected by the stroke sensor S1 of each air pressure generating unit FRA, FLA or RRA, RLA (FIG. 5). Between the left and right wheels calculated based on the outputs from the left and right wheel speed sensors Sflw, Sfrw or Srlw, Srrw (when determined “Yes” in steps 103, 104 of FIG. 6 or steps 203, 204 of FIG. 6). 8 and 9, the operation of each wheel brake Wfl, Wfr or Wrl, Wrr is controlled (feedback control) according to the rotational speed difference Rdf or Rdr (behavior amount of the vehicle). As in the third embodiment showing the front wheel side as an example, the right front wheel air pressure generating unit FRA Can be implemented so that the program corresponding to the flowchart shown in FIG. 8 or FIG. 9 is executed when the air pressure generating unit FLA for the left front wheel switches from the non-driving state to the driving state. It is.

  FIG. 8 shows the case where the right front wheel air pressure generating unit FRA is switched from the non-driving state to the driving state (when the built-in switch of the stroke sensor S1 provided in the air pressure generating unit FRA is switched from the ON state to the OFF state. The program is executed in step 401, and in step 402, the brake actuator BA is actuated on the left front wheel wheel brake Wfl according to the elapsed time after step 401 is executed. An instruction signal is output (the operation of the front left wheel brake Wfl is feedforward controlled in a preset control mode).

  In step 403, it is determined whether or not the vehicle is traveling straight on the basis of the output of the steering angle sensor SS. If “Yes” is determined, step 404, step 405 and step 406 or 407 are executed. Step 408 is executed, and when it is determined “No” in step 403, step 408 is executed. In step 408, it is determined whether or not the right front wheel air pressure generating unit FRA is in a drive state. If it is determined as “Yes”, the process returns to step 402 and the above steps are repeatedly executed to determine “No”. If so, step 409 is executed, and the execution of the program ends.

  In step 404, the rotational speed Rfl of the right front wheel FR (calculated based on the output from the wheel speed sensor Sfrw of the right front wheel FR) to the rotational speed Rfl of the left front wheel FL (the output from the wheel speed sensor Sflw of the left front wheel FL). Is calculated), and the rotational speed difference Rdfa between the left and right front wheels FL and FR is calculated. In step 405, it is determined whether or not the absolute value of the rotational speed difference Rdfa is greater than a specified value Rdo. This specified value Rdo determines whether the driving of the air pressure generating unit FRA attached to the right front wheel FR is abnormal or normal (whether the load acting on the right front wheel FR by driving the air pressure generating unit FRA exceeds a reference value). This is the reference value.

  For this reason, when the drive of the air pressure generation unit FRA attached to the right front wheel FR is abnormal and the load acting on the right front wheel FR due to the drive of the air pressure generation unit FRA exceeds the reference value, “Yes” in step 405. ”Is executed and step 406 is executed. In step 406, the display of“ abnormal operation of the right front wheel air pressure generation unit FRA ”is instructed, and the instrument panel display section ID displays“ abnormal operation of the right front wheel air pressure generation unit ”. Is displayed. As a result, the occupant can know that the air pressure generation unit FRA is being driven, and that the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wfl on the left front wheel, and is mounted on the right front wheel FR. It is possible to know that the air pressure generation unit FRA that has been driven is in an abnormal state.

  If the drive of the air pressure generation unit FRA attached to the right front wheel FR is normal, “No” is determined in step 405 and step 407 is executed. In step 407, “the air pressure generation unit of the right front wheel” Display of “normal operation of FRA” is instructed, and “normal operation of right front wheel air pressure generating unit” is displayed on the instrument panel display ID. As a result, the occupant can know that the air pressure generating unit FRA for the right front wheel is driven, and that the deflection of the vehicle due to this is suppressed by the operation of the wheel brake Wfl for the left front wheel. It can be known that the air pressure generation unit FRA is driven in a normal state.

  On the other hand, FIG. 9 is a flowchart of a program that is executed when the air pressure generation unit FLA for the left front wheel is switched from the non-driven state to the driven state. Instruction signal for causing the brake actuator BA to actuate the wheel brake Wfr for the right front wheel according to the elapsed time after the execution of step 501 (feed forward control of the action of the wheel brake Wfr for the right front wheel in a preset control mode) Is output.

  Further, in step 503, it is determined whether or not the vehicle is traveling straight on the basis of the output of the steering angle sensor SS. If “Yes” is determined, step 504, step 505, and step 506 or 507 are executed. Step 508 is executed, and when “No” is determined in Step 503, Step 508 is executed. In step 508, it is determined whether or not the left front wheel air pressure generation unit FLA is in a drive state. When it is determined “Yes”, the process returns to step 502 and the above steps are repeatedly executed to determine “No”. If so, step 509 is executed, and the execution of the program ends.

  In step 504, the rotational speed Rfr of the right front wheel FR is subtracted from the rotational speed Rfl of the left front wheel FL to calculate a rotational speed difference Rdfb between the left and right front wheels FL, FR. In step 505, it is determined whether or not the absolute value of the rotational speed difference Rdfb is greater than a specified value Rdo. This specified value Rdo determines whether the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal or normal (whether the load acting on the left front wheel FL by driving the air pressure generating unit FLA exceeds a reference value). This is the reference value.

  For this reason, if the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal and the load acting on the left front wheel FL due to the drive of the air pressure generating unit FLA exceeds the reference value, “Yes” in step 505. ”Is executed and step 506 is executed. In step 506, the display of“ abnormal operation of the left front wheel air pressure generation unit FLA ”is instructed, and the instrument panel display section ID displays“ left front wheel air pressure generation unit abnormal operation ”. Is displayed. As a result, the occupant can know that the air pressure generation unit FLA is being driven and the vehicle deflection caused by this is suppressed by the operation of the wheel brake Wfr on the right front wheel, and is mounted on the left front wheel FL. It can be known that the air pressure generation unit FLA is driven in an abnormal state.

  If the drive of the air pressure generating unit FLA attached to the left front wheel FL is normal, “No” is determined in step 505 and step 507 is executed. In step 507, “the air pressure generating unit for the left front wheel” Display of “normal operation of FLA” is instructed, and “normal operation of the left front wheel air pressure generating unit” is displayed on the instrument panel display ID. As a result, the occupant can know that the air pressure generating unit FLA for the left front wheel is driven, and that the deflection of the vehicle caused by this is suppressed by the operation of the wheel brake Wfr for the right front wheel, and the left front wheel It can be seen that the air pressure generation unit FLA is driven in a normal state.

(Fourth embodiment)
Further, in the first embodiment described above, in a vehicle provided with a brake actuator BA capable of applying braking hydraulic pressure to each wheel brake Wfl, Wfr, Wrl, Wrr without depressing the brake pedal BP, FIG. The program corresponding to the flowchart of FIG. 6 is adopted, and the brake hydraulic pressure is applied to each wheel brake Wfl, Wfr, Wrl, Wrr according to the driving state of each air pressure generating unit FLA, FRA, RLA, RRA, and the vehicle 5 is suppressed, and it is possible to notify the occupant whether the operation of each air pressure generation unit FLA, FRA, RLA, RRA is normal or abnormal according to the amount of operation related to the deflection of the vehicle. 10 and 11 and FIG. 12 and FIG. 10 instead of the program corresponding to the flowchart of FIG. 3 employs a program corresponding to flowcharts of, it is also possible to carry out the fourth embodiment.

  In the fourth embodiment that employs the programs corresponding to the flowcharts of FIGS. 10 and 11, and FIGS. 12 and 13, the wheel brakes Wfl, Ffl, FRA, RLA, RRA are driven by the wheel brakes Wfl, The brake hydraulic pressure is not applied to Wfr, Wrl, Wrr, and the deflection of the vehicle is not suppressed, but the operation of each air pressure generation unit FLA, FRA, RLA, RRA is normal or abnormal depending on the operation amount related to the deflection of the vehicle It is possible to inform the occupant. For this reason, it is impossible to apply the brake hydraulic pressure to each wheel brake Wfl, Wfr, Wrl, Wrr without depressing the brake pedal BP, and it is impossible to obtain the TRC operation, but it is possible to obtain the ABS operation. It can also be implemented in a vehicle equipped with

  By the way, the programs corresponding to the flowcharts of FIGS. 10 and 11 and FIGS. 12 and 13 are set to be repeatedly executed every predetermined calculation cycle (for example, 5 msec). Therefore, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 10, only the air pressure generating unit FRA attached to the right front wheel FR is in the drive state (the pressure control valve 30 is in the allowable state). When the air pump AP generates pressurized air) and the vehicle is traveling straight, the microcomputer of the electric control unit ECU starts processing in step 601 of FIG. 10, and steps 602, 603 At 604, “Yes” is determined.

  After step 604 is executed, step 605 is executed after step 605, step 606, and step 607 or 608 are executed, and the execution of the program ends. If “No” is determined in step 602, step 603, or step 604, step 609 is executed, and the execution of the program ends.

  In step 605, the rotation speed Rfl of the right front wheel FR (calculated based on the output from the wheel speed sensor Sfrw of the right front wheel FR) to the rotation speed Rfl of the left front wheel FL (the output from the wheel speed sensor Sflw of the left front wheel FL). Is calculated), and the rotational speed difference Rdfa between the left and right front wheels FL and FR is calculated. In step 606, it is determined whether or not the rotational speed difference Rdfa is greater than a specified value Rdo. This specified value Rdo determines whether the driving of the air pressure generating unit FRA attached to the right front wheel FR is abnormal or normal (whether the load acting on the right front wheel FR by driving the air pressure generating unit FRA exceeds a reference value). This is the reference value.

  For this reason, when the drive of the air pressure generation unit FRA attached to the right front wheel FR is abnormal and the load acting on the right front wheel FR due to the drive of the air pressure generation unit FRA exceeds the reference value, “Yes” is determined in step 606. ”Is executed and step 607 is executed. In step 607, the display of“ abnormal operation of the right front wheel air pressure generation unit FRA ”is instructed, and the instrument panel display unit ID displays“ abnormal operation of the right front wheel air pressure generation unit ”. Is displayed. Thus, the occupant can know that the air pressure generation unit FRA attached to the right front wheel FR is driven in an abnormal state.

  If the drive of the air pressure generating unit FRA attached to the right front wheel FR is normal, “No” is determined in step 606 and step 608 is executed. In step 608, “the air pressure generating unit for the right front wheel” Display of “normal operation of FRA” is instructed, and “normal operation of right front wheel air pressure generating unit” is displayed on the instrument panel display ID. Thus, the occupant can know that the air pressure generating unit FRA for the right front wheel is driven in a normal state.

  Further, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 11, only the air pressure generating unit FLA attached to the left front wheel FL is in a driving state, and the vehicle is in a straight traveling state, The microcomputer of the electric control unit ECU starts the process at step 701 in FIG. 11 and determines “Yes” at steps 702, 703, and 704, respectively.

  Further, after step 704 is executed, step 709 is executed after step 705, step 706 and step 707 or 708 are executed, and the execution of the program ends. If “No” is determined in step 702, step 703, or step 704, step 709 is executed, and the execution of the program ends.

  In step 705, the rotational speed Rfr of the right front wheel FR is subtracted from the rotational speed Rfl of the left front wheel FL to calculate a rotational speed difference Rdfb between the left and right front wheels FL, FR. In step 706, it is determined whether or not the rotational speed difference Rdfb is greater than a specified value Rdo. This specified value Rdo determines whether the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal or normal (whether the load acting on the left front wheel FL by driving the air pressure generating unit FLA exceeds a reference value). This is the reference value.

  For this reason, if the drive of the air pressure generating unit FLA attached to the left front wheel FL is abnormal and the load acting on the left front wheel FL by the drive of the air pressure generating unit FLA exceeds the reference value, “Yes” is determined in step 706. ”Is executed and step 707 is executed. In step 707, the display of“ abnormal operation of the left front wheel air pressure generation unit FLA ”is instructed, and the instrument panel display ID indicates“ left front wheel air pressure generation unit abnormal operation ”. Is displayed. Thus, the occupant can know that the air pressure generation unit FLA attached to the left front wheel FL is being driven in an abnormal state.

  If the drive of the air pressure generation unit FLA attached to the left front wheel FL is normal, “No” is determined in step 706, and step 708 is executed. In step 708, “the air pressure generation unit of the left front wheel” Display of “normal operation of FLA” is instructed, and “normal operation of the left front wheel air pressure generating unit” is displayed on the instrument panel display ID. Thus, the occupant can know that the air pressure generating unit FLA for the left front wheel is driven in a normal state.

  On the other hand, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 12, only the air pressure generating unit RRA attached to the right rear wheel RR is in the drive state (the pressure control valve 30 is in the allowable state). When the air pump AP generates pressurized air) and the vehicle is traveling straight, the microcomputer of the electric control unit ECU starts processing in step 801 in FIG. At 804, “Yes” is determined.

  Further, after step 804 is executed, step 805 is executed after step 805, step 806 and step 807 or 808 are executed, and the execution of the program ends. If “No” is determined in step 802, step 803, or step 804, step 809 is executed, and the execution of the program ends.

  In step 805, the rotation speed Rrr of the left rear wheel RL (the wheel speed sensor of the left rear wheel RL) is calculated from the rotation speed Rrr of the right rear wheel RR (calculated based on the output from the wheel speed sensor Srrw of the right rear wheel RR). (Calculated based on the output from Srlw) is subtracted to calculate the rotational speed difference Rdra between the left and right rear wheels RL, RR. In step 806, it is determined whether or not the rotational speed difference Rdra is greater than a specified value Rdo. This specified value Rdo indicates whether the drive of the air pressure generation unit RRA attached to the right rear wheel RR is abnormal or normal (whether the load acting on the right rear wheel RR due to the drive of the air pressure generation unit RRA exceeds a reference value). This is a reference value for determination.

  For this reason, when the drive of the air pressure generation unit RRA attached to the right rear wheel RR is abnormal and the load acting on the right rear wheel RR by the drive of the air pressure generation unit RRA exceeds the reference value, in step 806 "Yes" is determined and step 807 is executed. In step 807, an indication of "abnormal operation of right rear wheel air pressure generation unit RRA" is instructed, and "right rear wheel air pressure generation unit" is displayed on the instrument panel display section ID. “Abnormal operation” is displayed. Thus, the occupant can know that the air pressure generation unit RRA attached to the right rear wheel RR is driven in an abnormal state.

  If the drive of the air pressure generating unit RRA attached to the right rear wheel RR is normal, “No” is determined in Step 806 and Step 808 is executed. In Step 808, “Air pressure of the right rear wheel” is determined. Display of “normal operation of generation unit RRA” is instructed, and “normal operation of air pressure generation unit for right rear wheel” is displayed on instrument panel display ID. Thus, the occupant can know that the right rear wheel air pressure generation unit RRA is driven in a normal state.

  Further, when the microcomputer of the electric control unit ECU executes the program corresponding to the flowchart of FIG. 13, only the air pressure generating unit RLA attached to the left rear wheel RL is in the driving state, and the vehicle is in the straight traveling state. The microcomputer of the electric control unit ECU starts the process at step 901 in FIG. 13 and determines “Yes” at steps 902, 903, and 904, respectively.

  Further, after step 904 is executed, step 909 is executed after step 905, step 906 and step 907 or 908 are executed, and the execution of the program ends. When it is determined “No” in step 902, step 903, or step 904, step 909 is executed, and the execution of the program ends.

  In step 905, the rotational speed Rrr of the right rear wheel RR is subtracted from the rotational speed Rrl of the left rear wheel RL, and the rotational speed difference Rdrb between the left and right rear wheels RL and RR is calculated. In step 906, it is determined whether or not the rotational speed difference Rdrb is greater than a specified value Rdo. This specified value Rdo indicates whether the drive of the air pressure generating unit RLA attached to the left rear wheel RL is abnormal or normal (whether the load acting on the left rear wheel RL by driving the air pressure generating unit RLA exceeds the reference value). This is a reference value for determination.

  For this reason, when the driving of the air pressure generating unit RLA attached to the left rear wheel RL is abnormal and the load acting on the left front wheel RL due to the driving of the air pressure generating unit RLA exceeds the reference value, in step 906, “ "Yes" is determined and step 907 is executed. In step 907, an indication of "abnormal operation of the left rear wheel air pressure generation unit RLA" is instructed, and the instrument panel display section ID indicates "left rear wheel air pressure generation unit error." “Activated” is displayed. Thus, the occupant can know that the air pressure generation unit RLA attached to the left rear wheel RL is driven in an abnormal state.

  If the drive of the air pressure generating unit RLA attached to the left rear wheel RL is normal, “No” is determined in Step 906 and Step 908 is executed. In Step 908, “Air pressure of the left rear wheel” is determined. Display of “normal operation of generation unit RLA” is instructed, and “normal operation of air pressure generation unit for left rear wheel” is displayed on instrument panel display ID. Thus, the occupant can know that the air pressure generating unit RLA for the left rear wheel is driven in a normal state.

(Modified Embodiment of Actuator)
Further, in the first embodiment described above, as an actuator that suppresses the amount of behavior of the vehicle (the amount of operation related to the deflection of the vehicle) caused by driving the pair of left and right air pressure generation units FLA, FRA or RLA, RRA by operation, Although an actuator that generates a braking force on the left and right wheels is adopted and implemented, an actuator that generates a driving force or a steering force on each wheel may be adopted as the actuator.

(Modified embodiment of behavior amount detection means)
Further, in the first embodiment described above, as behavior amount detection means for detecting the behavior amount of the vehicle (operation amount related to vehicle deflection) generated by driving the pair of left and right air pressure generation units FLA, FRA or RLA, RRA. The pair of left and right wheel speed sensors Sflw, Sfrw or Srlw, Srrw are adopted so as to detect the difference between the rotational speeds of the left and right wheels as the behavior amount of the vehicle. By adopting a yaw rate sensor for detecting the yaw rate of the vehicle, a pair of left and right wheel drive torque sensors, etc., the vehicle yaw rate and the rotational torque difference between the left and right wheels are detected as the vehicle behavior amount. It is also possible.

(Modified embodiment of notification means)
Further, in the first embodiment described above, the determination result in steps 111, 112, 113, 115 in FIG. 5 or steps 211, 212, 213, 215 in FIG. Although it was configured and notified, it is also possible to configure and execute the above-described determination results so as to notify the occupant with a notification sound through a speaker.

1 is an overall configuration diagram schematically showing a first embodiment of a four-wheeled vehicle including a tire pressure control device according to the present invention. It is the principal part longitudinal cross-sectional front view which showed a part of air pressure production | generation unit provided in the right front wheel shown in FIG. 1 in detail. It is sectional drawing of the whole air pressure production | generation unit shown in FIG. FIG. 2 is a detailed hydraulic circuit diagram of the brake actuator shown in FIG. 1. It is the flowchart which showed a part of program which the microcomputer of the electric control apparatus shown in FIG. 1 performs. 6 is a flowchart showing another part of the program executed by the microcomputer of the electric control device shown in FIG. 1 (program executed together with the program shown in FIG. 5). 6 is a flowchart of the second embodiment, and is a flowchart showing a part of a program that can be executed by the microcomputer of the electric control device shown in FIG. 1 instead of the flowchart of FIG. 5. It is a flowchart of 3rd Embodiment, and is a flowchart of the program performed when the air pressure generation unit of a right front wheel switches from a non-drive state to a drive state. It is a flowchart of 3rd Embodiment, and is a flowchart of the program performed when the air pressure generation unit of a left front wheel switches from a non-driving state to a driving state. It is a flowchart of 4th Embodiment, and is a flowchart of the program performed when only the air pressure generation unit of a right front wheel is a drive state. It is a flowchart of 4th Embodiment, and is a flowchart of the program performed when only the air pressure generation unit of a left front wheel is a drive state. It is a flowchart of 4th Embodiment, and is a flowchart of the program performed when only the air pressure generation unit of a right rear wheel is a drive state. It is a flowchart of 4th Embodiment, and is a flowchart of the program performed when only the air pressure generation unit of a left rear wheel is a drive state.

Explanation of symbols

FLA, FRA, RLA, RRA ... Air pressure generation unit, AP ... Air pump, VA ... Control valve device, 30 ... Pressure control valve, 31 ... Valve body, 34 ... Compression coil spring, 40 ... Adjustment device, 50 ... Relief valve, FL: front left wheel, FR: front right wheel, RL: rear left wheel, RR: rear right wheel, B1: wheel, B2: tire, Rb: tire air chamber, S1: stroke sensor, Sflw, Sfrw, Srlw, Srrw ... wheel Speed sensor, BA: Brake actuator, Wfl, Wfr, Wrl, Wrr ... Wheel brake, Pfl, Pfr, Prl, Prr ... Pressure sensor, ECU ... Electric control device, ID ... Instrument panel display,

Claims (9)

  Lower limit set value for tire pressure on each wheel, including air pumps provided corresponding to the left and right wheels of the vehicle and capable of being driven by rotation of each wheel and capable of generating pressurized air supplied to the tire air chamber of each wheel A pair of left and right air pressure generating units that can be maintained between the upper limit set value and a pair of left and right unit state detecting means for detecting the driving state and the non-driving state of each air pressure generating unit, and driving each air pressure generating unit Behavior amount detecting means for detecting the behavior amount of the vehicle generated by the vehicle, and behavior determining means for determining whether or not the behavior amount detected by the behavior amount detecting means at the time of driving each air pressure generation unit is greater than a behavior prescribed value And a tire air pressure control device provided with a notifying means for notifying the determination result by the behavior determining means.   Lower limit set value for tire pressure on each wheel, including air pumps provided corresponding to the left and right wheels of the vehicle and capable of being driven by rotation of each wheel and capable of generating pressurized air supplied to the tire air chamber of each wheel A pair of left and right air pressure generating units that can be maintained between the upper limit set value and a pair of left and right unit state detecting means for detecting the driving state and the non-driving state of each air pressure generating unit, and driving each air pressure generating unit Behavior amount detecting means for detecting the behavior amount of the vehicle caused by the above, an actuator for suppressing the behavior of the vehicle caused by driving of each air pressure generating unit by operation, and the driving state of each air pressure generating unit by each unit state detecting means The action amount is detected according to the behavior amount detected by the behavior amount detection means. Tire pressure control apparatus having a control unit for controlling the operation of Yueta.   3. The tire pressure control apparatus according to claim 2, wherein the control unit is set so that the operation control of the actuator is started simultaneously with the start of driving of each of the air pressure generation units. .   3. The tire pressure control apparatus according to claim 2, wherein the control unit is set so that operation control of the actuator is started with a predetermined time delay from the start of driving of each of the air pressure generation units. Pneumatic control device.   5. The tire pressure control device according to claim 3 or 4, further comprising output detection means for detecting an output of the actuator, and determining whether or not an output value of the output detection means is larger than a specified output value. And a tire pressure control device provided with notification means for notifying the determination result by the output determination means.   Lower limit set value for tire pressure on each wheel, including air pumps provided corresponding to the left and right wheels of the vehicle and capable of being driven by rotation of each wheel and capable of generating pressurized air supplied to the tire air chamber of each wheel A pair of left and right air pressure generating units that can be maintained between the upper limit set value and a pair of left and right unit state detecting means for detecting the driving state and the non-driving state of each air pressure generating unit, and driving each air pressure generating unit An actuator that suppresses the behavior of the vehicle caused by the operation, and a control unit that controls the operation of the actuator in a preset control mode when the driving state of each air pressure generation unit is detected by each unit state detecting means Tire pressure control device equipped with.   7. The tire pressure control device according to claim 6, wherein a behavior amount detecting means for detecting a behavior amount of a vehicle generated by driving each air pressure generating unit, and a detection by the behavior amount detecting means at the time of driving each air pressure generating unit. A tire pressure control device comprising behavior determining means for determining whether or not the amount of behavior to be performed is greater than a prescribed behavior value, and also providing notification means for notifying the determination result by the behavior determining means.   The tire pressure control device according to any one of claims 2 to 7, wherein the actuator is an actuator that generates a braking force, a driving force, or a steering force on each wheel. The tire air pressure control device according to any one of claims 1 to 5, wherein the vehicle behavior amount detected by the behavior amount detection means is a difference in rotational speed of each wheel, a driving torque difference, or A tire pressure control device characterized by being a yaw rate of a vehicle.

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