JP2008213559A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle which ensures compatibility of high gripping property and low fuel consumption, and also to provide excellent safety in running. <P>SOLUTION: In the control device for the vehicle, the determination whether there is abnormality in an adjustment of the camber angle is performed for each wheel by comparing the actual camber angle with the camber angle to be imparted. In the result of the determination, when it is determined that there is abnormality for at least one or more wheels, a first fail safe control is executed and the camber angle of the normally functioning wheel is adjusted so that the ground contact of the first tread becomes much, compared with that of the second tread. Since at least high gripping property is imparted for the wheel capable of normally performing the adjustment of the camber angle, therefore, the destabilization of traveling state of the vehicle due to the weakness of gripping force of the wheel is suppressed, and safety of the traveling vehicle is assured in the result. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device that controls a camber angle of a wheel by operating the camber angle adjustment device for a vehicle having a wheel and a camber angle adjustment device that adjusts a camber angle of the wheel. In particular, the present invention relates to a vehicle control apparatus that can achieve both high grip performance and low fuel consumption and provides excellent safety during traveling.

  Attempts have been made to improve the turning performance by taking out the tire capacity sufficiently by increasing the camber angle of the wheel (the angle formed by the tire center and the ground) in the minus direction. For example, if the camber angle is set to 0 °, for example, the tread touches the ground in the entire width direction when traveling straight, but the inner tread floats off the ground due to the roll of the vehicle due to centrifugal force when turning. This is because the turning performance cannot be obtained. Therefore, by assigning a negative camber angle in advance, the tread can come into contact with the ground widely during turning, and the turning performance can be improved.

  However, if the wheel is attached to the vehicle with a large camber angle in the negative direction, the turning performance of the tire is improved, but the ground contact pressure at the inner tread edge increases during straight running, and the tire is unevenly worn, which is uneconomical. In addition, there is a problem that the temperature of the tread edge becomes high.

  Therefore, in Japanese Patent Laid-Open No. 2-185802, when mounting a wheel on a vehicle with a large camber angle in the minus direction, the side portion on one side of the tire is reinforced stronger than the side portion on the other side to increase rigidity. A technology that secures wear resistance, heat resistance and high grip by halving the tread rubber and making one side lower in hardness than the other side, or increasing the tread end thickness. (Patent Document 1).

Further, US Pat. No. 6,347,802 B1 discloses a suspension system that actively controls the camber angle of a wheel by the driving force of an actuator (Patent Document 2).
Japanese Patent Laid-Open No. 2-185802 US 6,347,802B1 publication

  However, the former technique can demonstrate sufficient performance in terms of maintaining high grip when turning, but is insufficient in terms of both high grip and low fuel consumption (low rolling resistance). There was a problem. Further, in the above-described conventional technology, the high grip performance is limited at the time of turning. For example, there is a problem that the high grip performance at the time of rapid acceleration / braking during straight running is insufficient. . Similarly, the latter technique has a problem that it is insufficient in terms of achieving both high grip performance and low fuel consumption.

  Furthermore, in terms of achieving both high grip and low fuel consumption, there is a tradeoff between ensuring high grip and improving fuel consumption (reducing rolling resistance). That is, it is necessary to sacrifice the running stability, and there is a problem that no consideration is given to the compensation for the sacrifice of the running stability.

  The present invention has been made to solve the above-described problems, and provides a vehicle control device that can achieve both high grip performance and low fuel consumption, and provides excellent safety during traveling. It is intended to provide.

  In order to achieve this object, the vehicle control device according to claim 1 includes at least a first tread and a second tread arranged in parallel in the width direction, and the first tread is more than the second tread. In addition, the second tread is configured to have a high gripping characteristic, and the second tread has a smaller rolling resistance than the first tread, and a camber angle adjusting device that adjusts the camber angle of the wheel. And a state detecting means for controlling the camber angle of the wheel by operating the camber angle adjusting device, and detecting a driving state or an operation state by a driver, and its state detection. A camber angle command value determining means for determining a command value of a camber angle that can be given to each of the wheels based on a running state or an operation state detected by the means, and A camber angle control means for controlling the camber angle of each wheel by operating the camber angle adjusting device based on the command value determined by the camber angle command value determining means; and a camber angle for detecting the camber angle at each wheel. The detection means, the camber angle detected by the camber angle detection means, and the command value determined by the camber angle command value determination means are compared, and whether each of the camber angle control means is abnormal is determined. When it is determined that there is an abnormality in at least one or more wheels by the abnormality determination unit that determines for each wheel and the abnormality determination unit, the camber angle of a wheel other than the wheel that is determined to have the abnormality is First fail-safe control means for adjusting the ground contact of the first tread to be larger than that of the two tread.

  The vehicle control device according to claim 2 includes at least a first tread and a second tread arranged side by side in the width direction, and the first tread has a higher grip force than the second tread. The second tread is configured with respect to a vehicle including a wheel configured to have a characteristic with a smaller rolling resistance than the first tread, and a camber angle adjusting device that adjusts a camber angle of the wheel. The camber angle adjusting device is operated to control the camber angle of the wheel, the state detecting means for detecting the running state or the operation state by the driver, and the running state detected by the state detecting means or Camber angle command value determining means for determining a command value of a camber angle that can be given to each of the wheels based on the operation state, and the camber angle command value determining means A camber angle control means for controlling the camber angle of each wheel by operating the camber angle adjusting device based on the determined command value, a camber angle detection means for detecting the camber angle at each wheel, and the camber thereof An abnormality that compares the camber angle detected by the angle detection means with the command value determined by the camber angle command value determination means, and determines for each wheel whether or not the camber angle control means is abnormal. When the determination means, the wheel drive means for driving at least one of the wheels, and the abnormality determination means determine that there is an abnormality in at least one or more wheels, the wheel drive means drives the wheel. Second fail-safe control means for limiting the torque to be applied to the drive wheels.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 2, wherein the second fail-safe control means is configured such that the wheel determined to be abnormal by the abnormality determination means is the wheel drive means. When the driving wheel is driven by the above, the limiting torque value is determined according to the camber angle detected by the camber angle detecting means.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the vehicle is allowed when the abnormality determining means determines that there is an abnormality. Third fail-safe control means for limiting the maximum vehicle speed.

  The vehicle control device according to claim 5 is the vehicle control device according to claim 4, wherein when the abnormality determination unit determines that there is an abnormality, the vehicle control device is based on the camber angle detected by the camber angle detection unit. A grip force estimating means for estimating the grip force of the wheel against the traveling road surface, wherein the third fail-safe control means is configured to limit the vehicle speed according to the grip force estimated by the grip force estimating means. Determine the value of.

  The vehicle control device according to claim 6 includes at least a first tread and a second tread arranged side by side in the width direction, and the first tread has a higher grip force than the second tread. The second tread is configured with respect to a vehicle including a wheel configured to have a characteristic with a smaller rolling resistance than the first tread, and a camber angle adjusting device that adjusts a camber angle of the wheel. The camber angle adjusting device is operated to control the camber angle of the wheel, the abnormality determining means for determining whether or not the camber angle adjusting device has an abnormality for each wheel, and the abnormality A first fem that adjusts the camber angle of the wheels other than those determined to be abnormal by the determination means so as to increase the ground contact of the first tread as compared with the second tread. It includes a fail-safe control means.

  According to the vehicle control device of claim 1, when the camber angle adjusting device is operated and the camber angle of the wheel is adjusted in the negative direction (negative camber direction), it is arranged inside the vehicle. While the contact pressure of the tread (first tread or second tread) is increased, the contact pressure of the tread (second tread or first tread) disposed outside the vehicle is decreased.

  On the other hand, when the camber angle of the wheel is adjusted in the positive direction (positive camber direction), the ground pressure of the tread (first tread or second tread) disposed inside the vehicle is reduced, while the vehicle The contact pressure of the tread (second tread or first tread) arranged on the outside is increased.

  Thus, according to the vehicle control device of the first, second, or sixth aspect, the ground pressure in the first tread of the wheel is adjusted by operating the camber angle adjusting device and adjusting the camber angle of the wheel. Since the ratio to the contact pressure in the second tread (including the state where only one tread is grounded and the other tread is separated from the road surface) can be changed at any timing, it can be obtained from the characteristics of the first tread. There is an effect that it is possible to achieve both of the performance obtained from the performance of the second tread and the performance obtained from the characteristics of the second tread.

  Here, according to the vehicle control device of the first, second, or sixth aspect, the first tread out of the first tread and the second tread arranged in parallel in the width direction is compared with the second tread. Since the second tread has a lower rolling resistance than that of the first tread, the wheel camber angle is adjusted so that the ground pressure in the first tread is improved. And the contact pressure of the second tread (including the state where only one tread is grounded and the other tread is away from the road surface), thereby changing the running performance (for example, turning performance, acceleration performance, braking) Performance or vehicle stability on rainy or snowy roads) and fuel saving performance can be achieved.

  In this way, it is impossible to achieve both of the two performances which are contradictory to each other with a conventional vehicle, and it is necessary to change two types of tires corresponding to the respective performances. Or the camber angle of the wheel which has at least 1st tread and 2nd tread arranged in parallel in the width direction like the vehicle control device described in 6 is adjusted by the operation of the camber angle adjusting device. This makes it possible for the first time to achieve both, and thereby, it is possible to achieve the coexistence of two performances that are mutually contradictory.

  According to the vehicle control device of claim 1 or 2, the camber angle command value that can be given to each wheel based on the running state detected by the state detecting means or the operation state by the driver is the camber. Since the camber angle of each wheel is determined by the operation of the camber angle control device by the camber angle control means based on the camber angle determined by the angle command value determining means, the fuel saving performance The wheel can reliably exhibit the friction coefficient necessary to suppress the slip of the wheel while improving the acceleration performance, the braking performance, or the turning performance more effectively. .

  Here, if the tread configured to have a high grip force is configured to be disposed inside the vehicle as the first tread, a negative camber is applied to the left and right wheels when the first tread is used. Therefore, there is an effect that the turning performance can be further improved accordingly.

  In addition, if the first tread is arranged on both sides of the second tread (both sides in the width direction of the wheel), when the first tread is used, the left and right wheels are both cambered in a direction in which they incline to the inside of the turn. Since the angle can be provided, there is an effect that the turning performance can be further improved accordingly.

  Further, according to the vehicle control device of the first aspect, the camber angle detected by the camber angle detecting means is compared with the command value determined by the camber angle command value determining means, and the camber angle control is performed. Whether or not the control by the means is abnormal is determined for each wheel by the abnormality determination means. When it is determined by this abnormality determination means that there is an abnormality in at least one or more wheels, the wheels other than the wheels determined as abnormal, that is, the camber angle control by the camber angle control means is normally performed. Fail safe control by the first fail safe control means is executed for the wheel being performed.

  Further, according to the vehicle control device of the sixth aspect, whether or not the camber angle adjusting device is abnormal is determined for each wheel by the abnormality determining means, and wheels other than the wheels determined to be abnormal, That is, the fail-safe control by the first fail-safe control means is executed for the wheel determined to be normal.

  Here, the fail-safe control by the first fail-safe control means in the control apparatus for a vehicle according to claim 1 or 6 specifically means that the camber angle can be normally controlled by the camber angle control means. The camber angle of the wheel is adjusted to increase the ground contact of the first tread as compared with the second tread.

  Therefore, according to the vehicle control device of the first or sixth aspect, even if an abnormality occurs in the control of the camber angle of the wheel by the camber angle control means in a state where the wheel exhibits the characteristic of low rolling resistance. The wheel that can normally control the camber angle by the camber angle control means is provided with at least a high grip characteristic, so that the vehicle running state caused by the weakness of the wheel grip force (low rolling resistance) Instability can be suppressed, and as a result, there is an effect that safety of a traveling vehicle can be ensured.

  According to the vehicle control device of the second aspect, the camber angle detected by the camber angle detecting means is compared with the command value determined by the camber angle command value determining means, and the camber angle control is performed. Whether or not the control by the means is abnormal is determined for each wheel by the abnormality determination means. When it is determined by the abnormality determining means that there is an abnormality in at least one or more wheels, the torque applied to the driving wheels driven by the wheel driving means is limited by the second failsafe control means.

  Therefore, even if an abnormality occurs in the control of the camber angle of the wheel by the camber angle control means, the torque of the driving wheel is limited, so that the slip of the driving wheel with respect to the traveling road surface can be suppressed. Since instability of the running state caused by wheel slip can be suppressed, there is an effect that the safety of the running vehicle can be ensured.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the second aspect, the following effect is obtained. If the wheel determined to be abnormal by the abnormality determination means is a drive wheel, the torque limited by the second fail control means for the drive wheel according to the camber angle detected by the camber angle detection means The value of is determined.

  Therefore, even if an abnormality occurs in the control of the camber angle of the drive wheel by the camber angle control means, the torque of the drive wheel is limited according to the camber angle of the drive wheel. There is an effect that it is possible to suppress slippage of the driving wheel with respect to the traveling road surface. For example, when an abnormality occurs in the control of the camber angle of the drive wheel by the camber angle control means in a state where the drive wheel exhibits low rolling resistance characteristics, the torque applied to the drive wheel is reduced, It is possible to reduce the slip of the drive wheel in which such an abnormality has occurred with respect to the traveling road surface.

  According to the vehicle control device of the fourth aspect, in addition to the effect produced by the vehicle control device according to any one of the first to third aspects, the following effect is produced. When it is determined that there is an abnormality by the abnormality determination unit, the maximum vehicle speed allowed for the vehicle is limited by the third fail-safe control unit.

  Therefore, if it is determined that there is an abnormality in the camber angle control by the camber angle control means as a result of the determination by the abnormality determination means, the vehicle speed (the maximum vehicle speed allowed for the vehicle) is limited. There is an effect that safety of a traveling vehicle can be ensured. For example, even if an abnormality occurs in the control of the camber angle of the wheel by the camber angle control means in a state where the wheel exhibits a low rolling resistance characteristic, the maximum vehicle speed allowed for the vehicle is limited to be low. In addition, it is possible to suppress the deterioration of the running performance during acceleration, braking and turning, and as a result, the safety of the running vehicle can be ensured.

  According to the vehicle control device of the fifth aspect, in addition to the effect produced by the vehicle control device according to the fourth aspect, the following effect is produced. When it is determined by the determination by the abnormality determination means that there is an abnormality, the grip (all wheels or at least one wheel) is gripped by the grip force estimation means based on the camber angle detected by the camber angle detection means. Force is estimated. Then, the value of the vehicle speed (maximum vehicle speed allowed for the vehicle) limited by the third fail-safe control means is determined according to the grip force estimated as described above.

  Therefore, as a result of the determination by the abnormality determination means, if it is determined that there is an abnormality in the control of the camber angle by the camber angle control means, the vehicle speed is limited according to the estimated wheel grip force, There is an effect that it is possible to suppress slipping of the drive wheels with respect to the traveling road surface according to the grip force when an abnormality occurs. For example, when an abnormality occurs in the control of the camber angle of the drive wheel by the camber angle control means in a state where the drive wheel exhibits a low rolling resistance characteristic, the maximum vehicle speed allowed for the vehicle is limited to be low. As a result, it is possible to suppress the deterioration of traveling performance during acceleration, braking, or turning, and thus the safety of the traveling vehicle can be ensured. On the other hand, when the wheel grip force is relatively high, by not excessively reducing the vehicle speed limit speed, it is possible to avoid a danger (for example, a rear-end collision by a subsequent vehicle) due to low-speed traveling.

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

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the vehicle body frame BF, and wheels that rotate and drive these wheels 2 independently. A driving device 3 and a camber angle adjusting device 4 for performing steering driving of each wheel 2 and adjusting a camber angle are mainly provided. The camber angle of the wheel 2 is controlled by the vehicle control device 100 and provided on the wheel 2. By properly using the two types of treads (see FIG. 5 and FIG. 6), it is possible to improve driving performance and achieve fuel saving.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes four wheels, that is, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction. These front and rear wheels 2FL to 2RR are configured to be able to rotate independently by being given a rotational driving force from the wheel driving device 3.

  The wheel driving device 3 is a rotation driving device for independently rotating and driving each wheel 2, and as shown in FIG. 1, four electric motors (FL to RR motors 3 FL to 3 RR) are connected to each wheel 2 ( That is, it is arranged and configured as an in-wheel motor. When the driver operates the accelerator pedal 52, a rotational driving force is applied to each wheel 2 from each wheel driving device 3, and each wheel 2 is rotated at a rotational speed corresponding to the operation amount of the accelerator pedal 52.

  The wheels 2 (front and rear wheels 2FL to 2RR) are configured such that the steering angle and the camber angle can be adjusted by the camber angle adjusting device 4. The camber angle adjusting device 4 is a drive device for adjusting the rudder angle and camber angle of each wheel 2, and as shown in FIG. 1, a total of four (FL to RR actuators) at positions corresponding to each wheel 2. 4FL to 4RR) are arranged.

  For example, when the driver operates the steering 54, a part (for example, only the front wheels 2FL, 2FR side) or all of the camber angle adjusting device 4 is driven, and the steering angle corresponding to the operation amount of the steering 54 is set to the wheel. To 2. Thereby, the steering operation of the wheel 2 is performed, and the vehicle 1 is turned in a predetermined direction.

  Further, the camber angle adjusting device 4 is used for the traveling state of the vehicle 1 (for example, when traveling at a constant speed or acceleration / deceleration, or when traveling straight or turning), or the state of the road surface G on which the wheels 2 travel (for example, on a dry road surface). And the vehicle control device 100 controls the camber angle of the wheel 2 in accordance with a change in state (such as when the road surface is rainy).

  Here, with reference to FIG. 2, the detailed structure of the wheel drive device 3 and the camber angle adjusting device 4 is demonstrated. FIG. 2A is a cross-sectional view of the wheel 2, and FIG. 2B is a schematic diagram schematically illustrating a method for adjusting the rudder angle and the camber angle of the wheel 2.

  In FIG. 2A, illustration of power supply wiring for supplying a drive voltage to the wheel drive device 3 is omitted. Further, the virtual axis Xf-Xb, the virtual axis Yl-Yr, and the virtual axis Zu-Zd in FIG. 2B respectively correspond to the front-rear direction, the left-right direction, and the up-down direction of the vehicle 1.

  As shown in FIG. 2 (a), the wheel 2 (front and rear wheels 2FL to 2RR) mainly includes a tire 2a made of a rubber-like elastic material and a wheel 2b made of an aluminum alloy or the like. The wheel drive device 3 (FL to RR motors 3FL to 3RR) is disposed as an in-wheel motor on the inner periphery of the wheel 2b.

  The tire 2a is different from the first tread 21 disposed inside the vehicle 1 (right side in FIG. 2A) and the first tread 21. The tire 2a is disposed outside the vehicle 1 (left side in FIG. 2A). The second tread 22 is provided. The detailed configuration of the wheel 2 (tire 2a) will be described later with reference to FIG.

  As shown in FIG. 2 (a), the wheel drive device 3 has a drive shaft 3a protruding on the front side (left side in FIG. 2 (a)) connected to and fixed to the wheel 2b, via the drive shaft 3a. The rotational driving force can be transmitted to the wheels 2. A camber angle adjusting device 4 (FL to RR actuators 4FL to 4RR) is connected and fixed to the rear surface of the wheel drive device 3.

  The camber angle adjusting device 4 includes a plurality (three in the present embodiment) of hydraulic cylinders 4 a to 4 c, and the rod portions of the three hydraulic cylinders 4 a to 4 c are on the back side of the wheel drive device 3. It is connected and fixed to a joint part (in this embodiment, a universal joint) 54 (right side in FIG. 2A). As shown in FIG. 2B, the hydraulic cylinders 4a to 4c are arranged at substantially equal intervals in the circumferential direction (that is, at intervals of 120 ° in the circumferential direction), and one hydraulic cylinder 4b has a virtual axis Zu. Arranged on -Zd.

  As a result, each hydraulic cylinder 4a-4c drives each rod portion to extend or contract in a predetermined direction by a predetermined length, so that the wheel driving device 3 has the virtual axes Xf-Xb, Zu-Xd as the oscillation center. As a result, the wheels 2 are given a predetermined camber angle and steering angle.

  For example, as shown in FIG. 2B, the rod portion of the hydraulic cylinder 4b is driven to contract and the rod portions of the hydraulic cylinders 4a and 4c are driven in a state where the wheel 2 is in the neutral position (the straight traveling state of the vehicle 1). Is driven to extend, the wheel drive device 3 is rotated around the imaginary line Xf-Xb (arrow A in FIG. 2 (b)), and the camber angle in the negative direction (negative camber) is applied to the wheel 2 (the center line of the wheel 2 is An angle formed with respect to the virtual line Zu-Zd) is given. On the other hand, when the hydraulic cylinder 4b and the hydraulic cylinders 4a and 4c are respectively extended and retracted in the opposite direction, a camber angle in the positive direction (positive camber) is given to the wheel 2.

  Further, when the wheel 2 is in the neutral position (the vehicle 1 is in a straight traveling state), when the rod portion of the hydraulic cylinder 4a is driven to contract and the rod portion of the hydraulic cylinder 4c is driven to extend, the wheel drive device 3 is It is rotated around the imaginary line Zu-Zd (arrow B in FIG. 2 (b)), and the steering angle of the toe-in tendency on the wheels 2 (the angle formed by the center line of the wheels 2 with respect to the reference line of the vehicle 1 An angle determined independently of the traveling direction). On the other hand, when the hydraulic cylinder 4a and the hydraulic cylinder 4c are extended and retracted in the opposite direction, the wheel 2 is driven from a neutral position as the wheel 2 has a steering angle with a toe-out tendency. To be given.

  In addition, although the drive method of each hydraulic cylinder 4a-4c illustrated here demonstrates the case where it drives from the state which has the wheel 2 in a neutral position as above-mentioned, combining these drive methods, each hydraulic pressure is demonstrated. An arbitrary camber angle and rudder angle can be imparted to the wheel 2 by controlling the expansion and contraction drive of the cylinders 4a to 4c.

  Returning to FIG. The accelerator pedal 52 and the brake pedal 53 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the depression state (depression amount, depression speed, etc.) of each pedal 52, 53. Then, the operation control of the wheel drive device 3 is performed.

  The steering 54 is an operation member operated by the driver, and the turning radius of the vehicle 1 is determined according to the operation state (rotation angle, rotation speed, etc.), and the operation control of the camber angle adjusting device 4 is performed. Is called. The wiper switch 55 is an operation member operated by the driver, and operation control of a wiper (not shown) is performed according to the operation state (operation position and the like).

  Similarly, the winker switch 56 and the high grip switch 57 are operation members operated by the driver, and in the former case, the operation control of the winker (not shown) is performed according to the operation state (operation position, etc.). In the latter case, the operation control of the camber angle adjusting device 4 is performed.

  The state in which the high grip switch 57 is turned on corresponds to the state in which high grip performance is selected as the characteristic of the wheel 2, and the state in which the high grip switch 57 is turned off selects low rolling resistance as the characteristic of the wheel 2. It corresponds to the state that was done.

  The vehicle control device 100 is a vehicle control device for controlling each part of the vehicle 1 configured as described above. For example, the operation state of each of the pedals 52 and 53 is detected and the detection result is determined. By operating the wheel drive device 3, the rotational speed of each wheel 2 is controlled.

  Alternatively, the operation state of the accelerator pedal 52, the brake pedal 53, and the steering 54 is detected, and the camber angle adjusting device 4 is operated according to the detection result to adjust the camber angle of each wheel. The two types of treads 21 and 22 are selectively used (see FIGS. 5 and 6) to improve the running performance and achieve fuel saving. Here, with reference to FIG. 3, the detailed structure of the control apparatus 100 for vehicles is demonstrated.

  FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 71, fixed value data, and the like, and the RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. . The ROM 72 stores a program of a flowchart (camber control process) shown in FIG.

  As described above, the wheel drive device 3 is a device for rotationally driving each wheel 2 (see FIG. 1), and includes four FL to RR motors 3FL to 3RR that apply a rotational driving force to each wheel 2. The motor 3FL-3RR is mainly provided with a drive circuit (not shown) for driving and controlling the motors 3FL-3RR based on a command from the CPU 71.

  As described above, the camber angle adjusting device 4 is a driving device for adjusting the rudder angle and the camber angle of each wheel 2, and the driving force for adjusting the angle is applied to each wheel 2 (wheel driving device 3). It mainly includes four FL to RR actuators 4FL to 4RR to be applied, and a drive circuit (not shown) that drives and controls each of the actuators 4FL to 4RR based on a command from the CPU 71.

  The FL to RR actuators 4FL to 4RR include three hydraulic cylinders 4a to 4c, a hydraulic pump 4d (see FIG. 1) for supplying oil (hydraulic pressure) to each of the hydraulic cylinders 4a to 4c, and the hydraulic pumps. An electromagnetic valve (not shown) that switches the supply direction of oil supplied to each hydraulic cylinder 4a to 4c, and an expansion / contraction sensor (not shown) that detects the amount of expansion / contraction of each hydraulic cylinder 4a to 4c (rod portion). It is mainly prepared for.

  When the drive circuit of the camber angle adjusting device 4 controls driving of the hydraulic pump based on an instruction from the CPU 71, the hydraulic cylinders 4a to 4c are driven to expand and contract by the oil (hydraulic pressure) supplied from the hydraulic pump. When the solenoid valve is turned on / off, the driving direction (extension or contraction) of each hydraulic cylinder 4a-4c is switched.

  The drive circuit of the camber angle adjusting device 4 monitors the expansion / contraction amount of each hydraulic cylinder 4a-4c by the expansion / contraction sensor, and the hydraulic cylinders 4a-4c reaching the target value (expansion / contraction amount) instructed by the CPU 71 are expanded / contracted. Is stopped. The detection result by the expansion / contraction sensor is output from the drive circuit to the CPU 71, and the CPU 71 can obtain the current steering angle and camber angle of each wheel 2 based on the detection result.

  The vehicle speed sensor device 32 is a device for detecting the ground speed (absolute value and traveling direction) of the vehicle 1 with respect to the road surface G, and outputting the detection result to the CPU 71, and the longitudinal and lateral acceleration sensors 32a and 32b. And a control circuit (not shown) that processes the detection results of the acceleration sensors 32a and 32b and outputs the result to the CPU 71.

  The longitudinal acceleration sensor 32a is a sensor that detects the acceleration in the longitudinal direction (the vertical direction in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 32b is the lateral direction of the vehicle 1 (body frame BF) ( FIG. 1 is a sensor that detects acceleration in the left-right direction. In the present embodiment, each of the acceleration sensors 32a and 32b is configured as a piezoelectric sensor using a piezoelectric element.

  The CPU 71 time-integrates the detection results (acceleration values) of the respective acceleration sensors 32a and 32b input from the control circuit of the vehicle speed sensor device 32 to calculate the speeds in two directions (front and rear and left and right directions), respectively. By synthesizing these two-direction components, the ground speed (absolute value and traveling direction) of the vehicle 1 can be obtained.

  The ground load sensor device 34 is a device for detecting the load received by the ground contact surface of each wheel 2 from the road surface G and outputting the detection result to the CPU 71. RR load sensors 34FL to 34RR and a processing circuit (not shown) for processing the detection results of the load sensors 34FL to 34RR and outputting them to the CPU 71 are provided.

  In the present embodiment, each of the load sensors 34FL to 34RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 34FL to 34RR is disposed on a suspension shaft (not shown) of each wheel 2, and the load received by the wheel 2 from the road surface G in the front-rear direction of the vehicle 1 (virtual axis Xf-Xb direction). , Detection is performed in three directions, the left-right direction (virtual axis Y1-Yr direction) and the up-down direction (virtual axis Zu-Zd direction) (see FIG. 2B).

  The CPU 71 estimates the friction coefficient μ of the road surface G on the ground contact surface of each wheel 2 from the detection results (ground load) of the load sensors 34FL to 34RR input from the ground load sensor device 34 as follows.

  For example, focusing on the front wheel 2FL, if the loads in the front-rear direction, the left-right direction, and the vertical direction of the vehicle 1 detected by the FL load sensor 34FL are Fx, Fy, and Fz, respectively, the portion corresponding to the ground contact surface of the front wheel 2FL is detected. The friction coefficient μ in the longitudinal direction of the vehicle 1 on the road surface G is Fx / Fz (μx = Fx / Fz) when the front wheel 2FL is slipping with respect to the road surface G (μx = Fx / Fz), and the front wheel 2FL slips with respect to the road surface G. In the non-slip state, it is estimated that the value is larger than Fx / Fz (μx> Fx / Fz).

  The same applies to the friction coefficient μy in the left-right direction of the vehicle 1. In the slip state, μy = Fy / Fz, and in the non-slip state, the value is estimated to be larger than Fy / Fz. Of course, it is possible to detect the friction coefficient μ by other methods. Examples of other techniques include known techniques disclosed in Japanese Patent Application Laid-Open Nos. 2001-315633 and 2003-118554.

  The wheel rotation speed sensor device 35 is a device for detecting the rotation speed of each wheel 2 and outputting the detection result to the CPU 71. Four FL to RR rotations for detecting the rotation speed of each wheel 2 respectively. Speed sensors 35FL to 35RR and a processing circuit (not shown) that processes the detection results of the rotational speed sensors 35FL to 35RR and outputs them to the CPU 71 are provided.

  In this embodiment, each rotation sensor 35FL-35RR is provided in each wheel 2, and detects the angular velocity of each wheel 2 as a rotation speed. That is, each rotation sensor 35FL-35RR is an electromagnetic pickup provided with a rotating body that rotates in conjunction with each wheel 2 and a pickup that electromagnetically detects the presence or absence of a large number of teeth formed in the circumferential direction of the rotating body. It is configured as a sensor of the type.

  The CPU 71 can obtain the actual peripheral speed of each wheel 2 from the rotational speed of each wheel 2 input from the wheel rotational speed sensor device 35 and the outer diameter of each wheel 2 stored in advance in the ROM 72. It is possible to determine whether or not each wheel 2 is slipping by comparing the peripheral speed with the traveling speed (ground speed) of the vehicle 1.

  The accelerator pedal sensor device 52a is a device for detecting the operation state of the accelerator pedal 52 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the accelerator pedal 52; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 53a is a device for detecting the operation state of the brake pedal 53 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the brake pedal 53; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 54a is a device for detecting the operation state of the steering 54 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the operation state of the steering 54, and the angle sensor. And a control circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  The wiper switch sensor device 55a is a device for detecting the operation state of the wiper switch 55 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operation state (operation position) of the wiper switch 55. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The winker switch sensor device 56a is a device for detecting the operating state of the winker switch 56 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operating state (operating position) of the winker switch 56. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The high grip switch sensor device 57a is a device for detecting the operation state of the high grip switch 57 and outputting the detection result to the CPU 71, and a positioning sensor for detecting the operation state (operation position) of the high grip switch 57. (Not shown) and a control circuit (not shown) for processing the detection result of the positioning sensor and outputting it to the CPU 71 are mainly provided.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. The CPU 71 obtains the depression amounts of the pedals 52 and 53 and the operation angle of the steering wheel 54 based on the detection results input from the control circuits of the sensor devices 52a to 54a, and time-differentiates the detection results to obtain each pedal 52. 53, and the rotation speed (operation speed) of the steering wheel 54 can be obtained.

  Examples of the other input / output device 35 shown in FIG. 3 include a rainfall sensor for detecting the rainfall and an optical sensor for detecting the state of the road surface G in a non-contact manner.

  Next, the detailed configuration of the wheel 2 will be described with reference to FIGS. 4 to 6. FIG. 4 is a schematic diagram schematically showing a top view of the vehicle 1. 5 and 6 are schematic views schematically showing a front view of the vehicle 1. FIG. 5 shows a state in which a negative camber is applied to the wheel 2. FIG. 6 shows a positive camber on the wheel 2. The state to which is given is shown.

  As described above, the wheel 2 includes two types of treads, the first tread 21 and the second tread 22, and, as shown in FIG. 4, in each wheel 2 (front wheels 2FL, 2FR and rear wheels 2RL, 2RR), The first tread 21 is disposed inside the vehicle 1, and the second tread 22 is disposed outside the vehicle 1.

  In the present embodiment, both treads 21 and 22 have the same width dimension (dimension in the left-right direction in FIG. 4). Further, the first tread 21 is configured to have a higher grip force (high grip performance) than the second tread 22. On the other hand, the second tread 22 is configured to have a characteristic of low rolling resistance (low rolling resistance) as compared to the first tread 21.

  For example, as shown in FIG. 5, when the camber angle adjusting device 4 is operated and controlled, and the camber angles θL and θR of the wheels 2 are adjusted in the negative direction (negative camber), the first that is arranged inside the vehicle 1. While the ground pressure Rin of the tread 21 is increased, the ground pressure Rout of the second tread 22 disposed outside the vehicle 1 is decreased. Thereby, the high grip performance of the first tread 21 can be used to improve the running performance (for example, turning performance, acceleration performance, braking performance, or vehicle stability in the rain).

  On the other hand, as shown in FIG. 6, when the camber adjustment devices 4 are controlled and the camber angles θL and θR of the wheels 2 are adjusted in the positive direction (positive camber direction), the first camber is arranged inside the vehicle 1. The ground pressure of the first tread 21 is decreased, and the ground pressure of the second tread 22 disposed outside the vehicle 1 is increased. Thereby, the fuel-saving performance can be improved by utilizing the low rolling resistance of the second tread 22.

  Next, the camber control process will be described with reference to FIG. FIG. 7 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the vehicle control device 100 is turned on, and by adjusting the camber angle applied to the wheel 2, The two performances of the above-described running performance and fuel saving performance are achieved.

  Regarding the camber control process, the CPU 71 first determines whether or not the wiper switch 55 is turned on, that is, whether or not the driver has instructed a wiping operation by the windshield wiper (S1). As a result, when it is determined that the wiper switch 55 is turned on (S1: Yes), it is estimated that the current weather is rainy and a water film may be formed on the road surface G. Therefore, a negative camber is given to the wheel 2 (S6), and this camber control process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5). The vehicle stability at the time can be improved.

  In the process of S1, when it is determined that the wiper switch 55 is not turned on (S1: No), it is estimated that the condition of the road surface G is good, not rainy weather. It is determined whether or not the amount of depression is equal to or greater than a predetermined value, that is, whether or not an acceleration greater than a predetermined value (rapid acceleration) is instructed by the driver (S2).

  As a result, when it is determined that the depression amount of the accelerator pedal 52 is greater than or equal to a predetermined value (S2: Yes), the driver is instructed to accelerate suddenly, and the wheel 2 may slip. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented and the acceleration performance of the vehicle 1 can be improved.

  If it is determined in step S2 that the amount of depression of the accelerator pedal 52 has not reached the predetermined value (S2: No), rapid acceleration is not instructed, and it is assumed that the vehicle is running at a moderate acceleration or constant speed. Then, it is determined whether or not the amount of depression of the brake pedal 53 is equal to or greater than a predetermined value, that is, whether or not braking (rapid braking) greater than a predetermined value is instructed by the driver (S3).

  As a result, when it is determined that the amount of depression of the brake pedal 53 is greater than or equal to a predetermined value (S3: Yes), sudden braking is instructed by the driver, and the wheel 2 may be locked. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By utilizing this property, it is possible to prevent the wheels 2 from being locked, and to improve the braking performance of the vehicle 1.

  In the process of S3, when it is determined that the depression amount of the brake pedal 53 has not reached the predetermined value (S3: No), sudden braking is not instructed, and gentle braking, acceleration, or constant speed traveling is performed. Then, it is estimated that the vehicle speed (ground speed) is equal to or lower than a predetermined value (for example, 15 km / h), that is, whether the vehicle is traveling at a low speed (S17).

  As a result, when it is determined that the vehicle speed is equal to or lower than the predetermined value (that is, during low-speed traveling) (S17: Yes), the vehicle 1 is thereafter compared with the case where the vehicle speed exceeds the predetermined value. There is a high possibility that the vehicle will decelerate and stop or accelerate. Therefore, in these cases, since it is necessary to secure the gripping force and stopping force of the vehicle 1 (wheel 2) in advance, a negative camber is applied to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By increasing the grip force of the wheel 2 by utilizing the property, it is possible to prevent the lock and slip, and to improve the braking performance and acceleration performance of the vehicle 1.

  In addition, after the vehicle 1 stops, the stopping force of the vehicle 1 (wheel 2) can be secured by using the high grip property of the first tread 21, so that the vehicle 1 is stopped in a stable state. I can leave. Further, when the vehicle restarts after stopping, the ground pressure Rin of the first tread has been increased in advance to prevent the wheels 2 from slipping, and the vehicle 1 can be restarted smoothly and with high response. It can be carried out.

  In the process of S17, when it is determined that the vehicle speed is greater than the predetermined value (S17: No), the vehicle speed is not low and the driving force / braking force during acceleration / deceleration becomes a relatively small value. Then, it is determined whether or not the winker switch 56 is turned on, that is, whether or not the driver has instructed to turn left or right or change lanes (S18).

  As a result, when it is determined that the winker switch 56 is on (S18: Yes), there is a possibility that the turning operation of the vehicle 1 or deceleration for preparation thereof may be performed in accordance with the right / left turn or the lane change. Since it is high, a negative camber is given to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the wheel 2 can be prevented from slipping and the turning performance of the vehicle 1 can be improved.

  In the process of S18, when it is determined that the winker switch 56 is not turned on (S18: No), it is estimated that the turning operation of the vehicle 1 due to the right / left turn or the lane change is not performed. It is determined whether or not the high grip switch 57 is on, that is, whether or not the driver is instructed to select high grip as the characteristic of the wheel 2 (S19).

  As a result, when it is determined that the high grip switch 57 is on (S19: Yes), it means that the high grip property is selected as the characteristic of the wheel 2, so that a negative camber is applied to the wheel 2. (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented, and the braking performance, acceleration performance, or turning performance of the vehicle 1 can be improved.

  In the process of S19, when it is determined that the high grip switch 57 is not turned on (S19: No), next, it is determined whether or not the operation angle of the steering wheel 54 is a predetermined value or more, that is, a turn of a predetermined value or more. It is determined whether or not (rapid turn) is instructed by the driver (S4).

  As a result, when it is determined that the operation angle of the steering wheel 54 is equal to or greater than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 2 slips, and the vehicle 1 spins. Since there is a fear, a negative camber is assigned to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. The slip of the wheel 2 (spin of the vehicle 1) can be prevented by utilizing the property, and the turning performance of the vehicle 1 can be improved.

  On the other hand, in the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the sudden turn is not instructed, and the vehicle is turning slowly or straightly, Further, it is presumed from the processes of S1 to S3 that the road surface condition is good and that rapid acceleration and braking are not instructed (S1: No, S2: No, S3: No).

  Therefore, in this case (S1: No, S2: No, S3: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheel 2, and it is preferable to obtain fuel saving performance due to low rolling resistance. Therefore, a positive camber is assigned to the wheel 2 (S5), and this camber process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is decreased and the ground pressure Rout of the second tread 22 is increased (see FIG. 6), so that the wheel using the low rolling resistance of the second tread 21 is utilized. 2 can be improved, and the fuel-saving performance of the vehicle 1 can be improved.

  As described above, according to the present embodiment, the camber angles θR and θL of the wheel 2 are adjusted by the camber angle adjusting device 4, and the ground pressure Rin in the first tread 21 and the ground pressure Rout in the second tread 22 are adjusted. By changing the ratio, it is possible to achieve both of the contradictory performances of acceleration performance and braking performance and fuel saving performance.

  Next, a second embodiment will be described with reference to FIGS. FIG. 8 is a top view of the wheel 202 in the second embodiment, and FIG. 9 is a schematic view schematically showing a top view of the vehicle 201.

  FIG. 10 is a schematic diagram schematically showing a front view of the vehicle 201 in a left turn state. A left turn rudder angle is given to the left and right wheels 2 and a turn outer wheel (right front wheel) is shown. 202FR) is assigned a negative camber, and the camber steady angle is given to the turning inner wheel (the left wheel 202FL).

  In the first embodiment, the case where the outer diameters of both the treads 21 and 22 of the wheel 2 are constant in the width direction has been described. However, the wheel 2 in the second embodiment has the outer diameter of the first tread 221. The diameter is gradually reduced. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  As shown in FIGS. 8 and 9, the wheel 202 in the second embodiment has a characteristic different from that of the first tread 221 disposed inside the vehicle 201 (right side in FIG. 8) and the first tread 221. 2nd tread 22 arrange | positioned on the outer side of 201 (left side of FIG. 8).

  Note that the first tread 221 is configured to have higher gripping power characteristics (high grip performance) than the second tread 22, and the second tread 22 has less rolling resistance than the first tread 221. It is configured with characteristics (low rolling resistance).

  As shown in FIGS. 8 and 9, the wheel 202 is configured such that both treads 221 and 22 have the same width dimension (the horizontal dimension in FIG. 8), but the outer diameter of the second tread 22 is the width direction (see FIG. 8). 8), the outer diameter of the first tread 221 gradually decreases from the second tread 22 side (left side in FIG. 8) toward the inner side of the vehicle 201 (right side in FIG. 8). It is configured.

  As a result, as shown in FIG. 10, the first tread 221 can be applied to the road surface G without giving a large camber angle to the wheel 202 (the left front wheel 202FL) (that is, even if the camber angle is set to 0 °). Only the second tread 22 can be grounded in a state of being away from the vehicle. As a result, it is possible to further reduce the rolling resistance of the wheel 2 as a whole and further improve the fuel saving performance. At the same time, since the first tread 221 is not grounded and the second tread 22 is grounded at a smaller camber angle, the wear of both the treads 221 and 22 can be suppressed and the life can be extended. .

  On the other hand, as shown in FIG. 10, when a negative camber angle (negative camber) is given to the wheel 202 (right front wheel 202FR) and the first tread 221 is grounded, the first tread 221 Since the outer diameter is gradually reduced, the ground pressure in the first tread 221 can be equalized in the entire width direction (left and right direction in FIG. 8), and the ground pressure is prevented from concentrating on the tread edge. be able to.

  Accordingly, the first tread 221 having a high grip can be efficiently used to further improve the running performance (turning performance, acceleration performance, braking performance, running stability in the rain), and the like. The uneven wear of the 1 tread 221 can be suppressed and the life can be extended.

  Next, the camber control process in the second embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing the camber control process. This process is a process executed repeatedly (for example, at intervals of 0.2 ms) by the CPU 71 while the power of the vehicle control device 100 is turned on.

  Regarding the camber control process, the CPU 71 determines that the wiper switch 55 is turned on (S1: Yes), and determines that the depression amount of the accelerator pedal 52 is equal to or greater than a predetermined value (S1: No, S2). : Yes), when it is determined that the amount of depression of the brake pedal 53 is greater than or equal to a predetermined value (S1: No, S2: No, S3: Yes), when it is determined that the vehicle speed is less than or equal to a predetermined value (S1) : No, S2: No, S3: No, S17: Yes), when it is determined that the winker switch 56 is turned on (S1: No, S2: No, S3: No, S17: No, S18: Yes) When it is determined that the high grip switch 57 is turned on (S1: No, S2: No, S3: No, S17: No, S18: Yes), As described in the first embodiment, a water film is formed on the road surface G, sudden acceleration / braking is instructed, generation of large driving force or stopping is predicted, right turn or lane This means that the turning motion associated with the change is predicted, or the selection of high grip performance is instructed, and it is necessary to use the high grip performance of the first tread 221.

  Therefore, in this case, a negative camber (in this embodiment, at least the camber angle at which the second tread 22 is separated from the road surface G, see the right front wheel 202FR shown in FIG. 10) is given to the left and right wheels 2. (S27), and the camber process is terminated.

  As a result, as in the case of the first embodiment described above, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, the ground pressure Rout). Therefore, the slip and lock of the wheel 2 can be prevented by utilizing the high grip property of the first tread 221, and the running stability and acceleration / braking performance of the vehicle 201 can be improved. Can do.

  In addition, it is preferable that the camber angles θR and θL applied to the left and right wheels 2 are the same angles during straight traveling. Moreover, it is preferable that the camber angles θR and θL are more than the angle at which the second tread 22 is separated from the road surface G.

  On the other hand, in the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the sudden turn is not instructed, and the vehicle is turning slowly or straightly, In addition, from the processes of S1 to S3, the road surface condition is good, sudden acceleration or braking is not instructed, generation of large driving force or stoppage is not predicted, and turning operations associated with turning left and right or changing lanes It is not predicted, and it is presumed that selection of high grip properties is not instructed (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No).

  Therefore, in this case (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheel 2, Since it can be determined that it is preferable to obtain fuel saving performance by low rolling resistance, a camber steady angle is given to the wheel 2 (S25), and this camber process is terminated. In the present embodiment, the camber steady angle is set to 0 ° (see the left front wheel 202FL shown in FIG. 10).

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 is separated from the road surface G, so that the rolling resistance of the wheel 202 as a whole is further reduced, and the fuel saving performance is further improved. Can be achieved. Further, in this case, the first tread 221 is not grounded, and the second tread 22 is grounded with a camber angle of 0 °, so that the wear of both the treads 221 and 22 is suppressed and a long service life is achieved. Can be achieved.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 is equal to or larger than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 2 slips, and the vehicle 201 may spin. Therefore, in the present embodiment, a negative camber is given to the turning outer wheel (right front wheel 202FR in FIG. 10), and a camber steady angle is given to the turning inner wheel (left front wheel 202FL in FIG. 10) (S26). This camber process is terminated.

  As a result, it is possible to reduce the control drive cost while ensuring the turning performance. That is, in the turning outer wheel, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, it becomes 0) (see FIG. 10). By utilizing the high grip property of the 1 tread 221, slip of the wheel 202 (spin of the vehicle 201) can be prevented, and the turning performance of the vehicle 201 can be improved. On the other hand, in the turning inner wheel, the change in the camber angle is made smaller than that in the turning outer wheel (that is, the camber angle during straight traveling is maintained as it is), so that the control cost of the vehicle control device 100 or the camber angle adjusting device 4 The driving cost can be reduced.

  Next, a third embodiment will be described with reference to FIGS. FIG. 12 is a top view of the wheel 302 in the third embodiment. FIG. 13 is a schematic diagram schematically showing a front view of the vehicle 301 in a left turn state. A left turn rudder angle is given to the left and right wheels 2 and a turn outer wheel (right front wheel) is shown. 202FR) is given a negative camber, and a state where a positive camber is given to the turning inner wheel (the left wheel 202FL) is shown.

  In 1st Embodiment, although the case where the outer diameter of both the treads 21 and 22 of the wheel 2 was made constant in the width direction was demonstrated, the wheel 2 in 3rd Embodiment is the outer diameter of the 1st tread 221, and The outer diameter of the third tread 323 is configured to be gradually reduced. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 12, the wheel 302 in the third embodiment includes a third tread 323, the first tread 221 is disposed inside the vehicle 301 (right side in FIG. 12), and the third tread 323 is a vehicle. The second tread 22 is disposed between the first tread 221 and the third tread 323, which is disposed outside the 301 (left side in FIG. 12).

  The third tread 323 is configured to have a higher grip force than at least the second tread 22, and the third tread 323 has an outer diameter as shown in FIG. The diameter is gradually reduced from the side (right side in FIG. 12) toward the outside of the vehicle 301 (left side in FIG. 12).

  As a result, the second tread is in a state where the first tread 221 and the third tread 323 are separated from the road surface G without giving a large camber angle to the wheel 302 (for example, even when the camber angle is set to 0 °). Only 22 can be grounded. Thereby, rolling resistance as the wheel 302 whole can be made smaller, and the fuel-saving performance can be improved further.

  At the same time, since the first tread 221 and the third tread 323 are not grounded and the second tread 22 is grounded at a smaller camber angle, the wear of each of the treads 221, 22, 323 is suppressed and high Life can be extended.

  On the other hand, when the camber angle (positive camber) in the plus direction is given to the wheel 302 and the third tread 323 is grounded, the outer diameter of the third tread 323 is gradually reduced. The ground pressure in the 3 tread 323 can be equalized in the entire width direction (left and right direction in FIG. 12), and the ground pressure can be prevented from concentrating on the tread edge.

  Therefore, the third tread 323 having high grip performance can be efficiently used to further improve the running performance (turning performance, acceleration performance, braking performance, running stability in rainy weather, etc.) Uneven wear can be suppressed and the life can be extended.

  Next, the camber control process in the third embodiment will be described with reference to FIG. FIG. 14 is a flowchart showing the camber control process. This process is a process executed repeatedly (for example, at intervals of 0.2 ms) by the CPU 71 while the power of the vehicle control device 100 is turned on.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the CPU 71 is not instructed to make a sudden turn and is in a gentle turn or a straight drive. In addition, from the processes of S1 to S3 and S17 to S19, the road surface condition is good, no sudden acceleration or sudden braking is instructed, no large driving force is generated or the vehicle is not predicted, the vehicle turns right or left or changes lanes Further, it is presumed that the turning motion associated with is not predicted, and selection of high grip property is not instructed (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No). .

  Therefore, in this case (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheels 302. Since it can be determined that it is preferable to obtain fuel saving performance by low rolling resistance, a camber steady angle is given to the wheel 2 (S25), and this camber process is terminated. In the present embodiment, the camber steady angle is set to 0 ° (see the left front wheel 202FL shown in FIG. 10).

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 and the third tread 323 are separated from the road surface G, so that the rolling resistance of the wheel 302 as a whole is further reduced, and fuel saving performance is achieved. Can be further improved. In this case, the first tread 221 and the third tread 323 are not grounded, and the second tread 22 is grounded with a camber angle of 0 °. Can be suppressed and the life can be extended.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 is equal to or larger than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 2 slips, and the vehicle 301 may spin. Therefore, in the present embodiment, a negative camber is given to the turning outer wheel (right front wheel 202FR in FIG. 13) and a positive camber is given to the turning inner wheel (left front wheel 202FL in FIG. 13) (S36). The camber process ends.

  That is, in the processing of S36, as shown in FIG. 13, camber angles θR and θL are given so that both the left and right wheels 320 are inclined inwardly on the inside of the turn (right side in FIG. 13). Since the lateral force can be generated and the lateral force of both wheels 302 can be used as the turning force, the turning performance can be further improved.

  Next, a fourth embodiment will be described with reference to FIG. FIG. 15 is a flowchart illustrating camber control processing according to the fourth embodiment. This process is a process executed repeatedly (for example, at intervals of 0.2 ms) by the CPU 71 while the power of the vehicle control device 100 is turned on.

  In the first embodiment, for example, the case where the camber angle of the wheel 2 is adjusted when the driver is instructed to perform rapid acceleration, sudden turn, or the like has been described. In the fourth embodiment, the slipped wheel 202 is In some cases, the camber angle of the wheel 202 is adjusted.

  In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted. In the fourth embodiment, a case where the vehicle 201 (wheel 202) in the second embodiment is controlled by the vehicle control device 100 will be described as an example.

  In the processing of the camber angle S4, the CPU 71 first detects the vehicle speed (S41), detects the rotational speed (circumferential speed) of the wheel 202 (S42), and based on the vehicle speed and the peripheral speed of the wheel 202. Then, it is determined whether or not there is a slipping wheel 202 (S43). The vehicle speed and the peripheral speed of the wheel 202 are calculated by the vehicle speed sensor device 32 and the wheel rotation speed sensor device 35 as described above.

  As a result, in the process of S43, when it is determined that there is no slipping wheel 202, that is, all the wheels 202 are traveling while gripping the road surface G (S43: No), It is not necessary to obtain high grip performance, and it can be judged that it is preferable to obtain fuel saving performance by low rolling resistance, so a camber steady angle (0 ° as in the case of the second embodiment) is given to the wheel 202. In step S44, the camber process is terminated.

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 is separated from the road surface G, so that the rolling resistance of the wheel 202 as a whole is further reduced, and the fuel saving performance is further improved. Can be achieved. Further, in this case, the first tread 221 is not grounded, and the second tread 22 is grounded with a camber angle of 0 °, so that the wear of both the treads 221 and 22 is suppressed and a long service life is achieved. Can be achieved.

  On the other hand, if it is determined that there is a slipping wheel 202 in the process of S43 (S43: Yes), the acceleration performance and running stability of the vehicle 201 may be impaired. A negative camber is assigned to 202 (S45), and this camber process is terminated.

  As a result, as in the case of the first embodiment described above, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, the ground pressure Rout). Therefore, the high grip performance of the first tread 221 can be used to prevent the wheels 202 from slipping, and the acceleration performance and running stability of the vehicle 201 can be improved.

  Next, a fifth embodiment will be described with reference to FIGS. In the first embodiment, the control for changing the camber angle (θR, θL) of the wheel 2 according to the situation has been described. However, in this embodiment, the camber angle adjusting device 4 that adjusts the camber angle of the wheel 2 is used. A case where an abnormality (for example, a mechanical abnormality or a servo abnormality due to any of FL to RR actuators 4FL to 4RR being locked) was not considered.

  On the other hand, in the fifth embodiment, when the camber angle adjusting device 4 becomes abnormal and the camber angle of the wheel 2 cannot be controlled, the fail safe control is executed. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted. In the fifth embodiment, a case where the vehicle 1 (wheel 2) in the first embodiment is controlled by the vehicle control device 500 will be described as an example.

  FIG. 16 is a block diagram showing an electrical configuration of a vehicle control apparatus 500 according to the fifth embodiment. As shown in FIG. 16, the vehicle control device 500 includes a CPU 71, a ROM 572, and a RAM 573, which are connected to an input / output port 75 via a bus line 74. The ROM 572 according to the fifth embodiment stores a normal camber angle map 572a, a fail camber angle map 572b, a fail torque coefficient map 572c, and a fail vehicle speed limit map 572d. Details of these maps 572a to 572d will be described later with reference to FIGS.

  The RAM 57 in the fifth embodiment includes a camber abnormality flag 573a and a camber command value memory 573b. The camber abnormality flag 573a is a flag indicating whether or not fail-safe control is being performed due to an abnormality in the camber angle control. If the camber abnormality flag 573a is off, there is no abnormality in the camber angle control. If it is on, it indicates that an abnormality has occurred in the control of the camber angle and the fail-safe control is being executed. The camber abnormality flag 573a is initialized to off when the vehicle control device 500 is powered on, and then the camber control process (see FIG. 20) executed by the vehicle control device 500 is performed. Turned on when the corner control is confirmed to be abnormal and the fail-safe control process (see FIG. 21) is executed.

  The camber command value memory 573b provides a camber angle corresponding to the situation (in this embodiment, the operation state of the accelerator pedal or the brake pedal) to the wheel 2 in a camber control process (see FIG. 20) described later. This is an area for storing the camber angle instructed by the CPU 71 to the camber angle adjusting device 4. The value stored in the camber command value memory 573b is compared with the measured value of the camber angle in the next cycle in the camber control process that is repeatedly executed every predetermined time. If the two values are different, the camber angle control is performed. It is determined that an abnormality occurred.

  Moreover, the camber angle adjusting device 4 in the fifth embodiment includes FL to RR expansion / contraction sensors 40FL to 40RR for each wheel 2. The expansion / contraction sensors 40FL to 40RR are sensors that detect the expansion / contraction amounts of the hydraulic cylinders 4a to 4c (rod portions) provided in the corresponding wheels 2. The detection results by the expansion / contraction sensors 40FL to 40RR are output from the drive circuit to the CPU 71, and the CPU 71 can obtain the current steering angle and camber angle of each wheel 2 based on the detection results. When changing the steering angle and the camber angle of each wheel 2, the drive circuit of the camber angle adjusting device 4 monitors the expansion / contraction amount of the hydraulic cylinders 4a to 4c of each wheel 2 by the corresponding expansion / contraction sensors 40FL to 40RR. The expansion / contraction drive of the hydraulic cylinders 4a to 4c that has reached the target value (expansion / contraction amount) instructed by the CPU 71 is stopped.

  In the fifth embodiment, the camber angles of the wheels 2 corresponding to the expansion / contraction sensors 40FL to 40RR are set at predetermined intervals (in this embodiment, at intervals of execution of the camber control process (see FIG. 20)). The expansion / contraction amount of the hydraulic cylinders 4a to 4c is detected, and based on the detection result, it is configured to monitor whether or not the camber angle is normally controlled.

  FIG. 17A is a schematic diagram showing the contents of the normal camber angle map 572a, and FIG. 17B is a schematic diagram showing the contents of the fail camber angle map 572b. In these camber angle maps 572a and 572b, both the depression amount (operation amount) of the accelerator pedal 52a and the brake pedal 53 and the camber angle to be applied to each wheel 2, that is, the current running state of the vehicle 1 are shown. A relationship with a camber angle at which a friction coefficient to be exhibited by the wheel 2 (that is, a friction coefficient necessary for preventing the wheel 2 from slipping or locking) can be given to each wheel 2 is stored.

  Of these camber angle maps 572a and 572b, the normal camber angle map 572a is used when it is confirmed that the control of the camber angle is normal, whereas the fail camber angle map 572b is the camber angle map 572b. It is a map used in the fail safe control process (refer FIG. 21) performed when it is confirmed that there is an abnormality in corner control.

  The horizontal axis of these maps 572a and 572b is an axis indicating the operation amount of the accelerator pedal 52 or the brake pedal 53, and the operation amount of the accelerator pedal 52 increases as it goes to the right with 0 as a boundary. This corresponds to the fact that the amount of operation of the brake pedal 53 increases as it goes to the left as a boundary. Further, the vertical axis in these maps 572b is an axis indicating the camber angle to be given, and the camber angle of this vertical axis is a negative camber on the θa side from the angle 0 degree (that is, the grounding of the first tread 21 with a high grip). 5 corresponds to the side where the pressure increases (see FIG. 5), and the θb side from the angle 0 degree corresponds to the positive camber (that is, the side where the ground pressure of the second tread 22 of low rolling resistance increases, see FIG. 6).

  The CPU 71 gives each wheel 2 a camber angle corresponding to the operation amount of the accelerator pedal 52a and the brake pedal 53 based on the contents of the normal camber angle map 572a or the fail camber angle map 572b. As a result, a camber angle corresponding to the operation amount of the accelerator pedal 52 a and the brake pedal 53 is given to each wheel 2.

  As shown in FIG. 17 (a), the normal camber angle map 572a used when it is confirmed that the control of the camber angle is normal, the operation amount of the accelerator pedal 52 and the brake pedal 53, and each wheel 2 are shown. A relationship indicated by a solid line 501 is set between the camber angle to be given. That is, according to the normal camber angle map 572a, the state where the accelerator pedal 52 and the brake pedal 53 are not operated (accelerator and brake operation amount = 0) is associated with θb which is the maximum value of the positive camber. The camber angle changes linearly in proportion to the operation amount of the accelerator pedal 52 or the brake pedal 53, and the operation amount of the accelerator pedal 52 or the brake pedal 53 is maximized (accelerator operation amount = 100%). ) Is associated with θa which is the maximum value of the negative camber.

  Therefore, in a situation where the normal camber angle map 572a is used, that is, in a situation where the control of the camber angle is normal, each wheel 2 is most positive when the accelerator pedal 52 and the brake pedal 53 are not operated. A camber angle (θb) on the camber side is given. In this case, the first tread 21 is separated from the traveling road surface, and only the second tread 22 is in contact with the traveling road surface, that is, the friction coefficient of each wheel 2 is the lowest.

  As the amount of operation of the accelerator pedal 52 and the brake pedal 53 increases, the camber angle of each wheel 2 changes from θb to 0 degrees, and the camber angle is 0 degrees (that is, the first tread 21 and the second tread). The state changes to the negative camber side (θa side). With this change, the contact pressure of the first tread 21 with high grip characteristics gradually increases (the contact pressure of the second tread 22 with low rolling resistance gradually decreases), so that the friction coefficient gradually increases.

  In the state where the operation amount of the accelerator pedal 52 or the brake pedal 53 is operated to the maximum, the camber angle (θa) on the most negative camber side is given to each wheel 2. In this case, the second tread 22 is separated from the traveling road surface, and only the first tread 21 is in contact with the traveling road surface, that is, the friction coefficient of each wheel 2 is the highest.

  Therefore, according to the normal camber angle map 572a, in the situation where the normal camber angle map 572a is used, that is, in the situation where the control of the camber angle is normal, the higher the degree of acceleration and braking, By increasing the friction coefficient (increasing the gripping force of the wheel 2), the wheel 2 is prevented from slipping due to acceleration or from being locked due to braking. On the other hand, as the degree of acceleration and braking is lower, the friction coefficient of each wheel 2 is lowered to reduce fuel consumption.

  On the other hand, as shown in FIG. 17B, in the failure camber angle map 572b used when it is confirmed that the camber angle control is abnormal, the operation amounts of the accelerator pedal 52 and the brake pedal 53 are A relationship indicated by a solid line 502 is set between the camber angles to be given to the wheels 2. That is, according to the failure camber angle map 572b, the camber angle is set to θa which is the maximum value of the negative camber regardless of the operation amount of the accelerator pedal 52 and the brake pedal 53.

  Here, the situation in which the failure camber angle map 572b is used is a situation in which an abnormality occurs in the control of the camber angle as described above. It is naturally impossible to give a camber angle by an instruction from the CPU 71. Therefore, under the situation where the failure camber angle map 572b is used, the remaining wheels other than the wheel 2 in which the camber angle control is abnormal based on the content of the camber angle map 572b, that is, the control of the camber angle. As a result, the camber angle is given to the remaining wheel 2 that can perform normally.

  As described above, according to the failure camber angle map 572b, the camber angle is set to θa which is the maximum value of the negative camber regardless of the operation amount of the accelerator pedal 52 and the brake pedal 53. When an abnormality occurs in the control of the camber angle for at least a part of the wheel 2, the camber angle (θa) on the most negative camber side is always set to the remaining wheel 2 that can control the camber angle normally. Will be granted.

  Therefore, even if an abnormality occurs in the control of the camber angle with respect to at least a part of the wheel 2, the wheel 2 that can normalize the camber angle normally has a high grip based on the content of the camber angle map 572b at the time of failure. Therefore, the instability of the running state due to the weak grip of the wheel 2 is suppressed, and as a result, the safety of the vehicle 1 can be ensured.

  FIG. 18 is a schematic diagram showing the contents of a failure torque coefficient map 572c. This torque coefficient map 572c at the time of failure is a map used in fail-safe control processing (see FIG. 21) executed in a situation where an abnormality occurs in the control of the camber angle. 2 is a map storing the relationship between the camber angle of 2) and the torque coefficient for correcting the torque command value for the drive wheel (wheel 2) in which such abnormality has occurred from the normal value.

  The horizontal axis of the torque coefficient map 572c at the time of failure is an axis indicating the camber angle of the wheel 2 in which the camber angle control is abnormal. The camber angle on the negative camber side as it goes toward the θa side with 0 degree as a boundary, that is, This corresponds to the state where the grip force is stronger and corresponds to the camber angle on the positive camber side, that is, the grip force is weaker toward the θb side with 0 degree as a boundary. On the other hand, the vertical axis represents the torque coefficient (0 or more and 1 or less).

  In the failure torque coefficient map 572c, as the relationship between the camber angle of the wheel 2 in which an abnormality has occurred and the torque coefficient, a different relationship is set according to the number of wheels 2 in which the camber angle control is abnormal. . In FIG. 18, a solid line 503a corresponds to a case where an abnormality (an abnormality in camber angle control) occurs in one wheel 2. Similarly, the solid line 503b, the solid line 503c, and the solid line 503d correspond to cases where abnormality occurs in the two wheels 2, three wheels 2, and four wheels 2 (that is, all wheels 2), respectively.

  When an abnormality occurs in the control of the camber angle, the CPU 71 responds to the camber angle (grip force of the wheel 2) with respect to the wheel 2 having such an abnormality based on the content of the torque coefficient map 572c at the time of failure. Torque control. That is, the torque command value corrected by adding the torque coefficient acquired based on the failure torque coefficient map 572c to the normal torque command value (normal value) is the motor of the wheel 2 in which the abnormality occurred from the CPU 71. Output to 3FL-3RR. As a result, when the torque coefficient is less than “1” (that is, except when the camber angle is θa closest to the negative camber side), the torque of the wheel 2 in which the camber angle control is abnormal is normal. Is lowered.

  As shown in FIG. 18, the solid line 503a, the solid line 503b, the solid line 503c, and the solid line 503d are all the case where the camber angle of the wheel 2 in which the abnormality has occurred is θa that is the maximum value of the negative camber, that is, the tire grip. When the force is the maximum, “1” is associated as the torque coefficient, which decreases linearly as the tire grip force decreases (from θa toward θb), and is θb, which is the maximum value of the positive camber. In other words, when the tire grip force is minimum, the smallest torque coefficient is associated.

  Therefore, when the camber angle control abnormality occurs in the wheel 2, the smaller the tire grip force of the abnormal wheel 2 is, the smaller the torque coefficient becomes, regardless of the number of the abnormally occurring wheels 2. Will be acquired. That is, the lower the tire grip force of the wheel 2 in which an abnormality has occurred, the smaller the torque of the wheel 2 in which the abnormality has occurred.

  In general, the lower the tire grip force, the easier it is to slip and the driving performance tends to be lost. Therefore, according to the failure torque coefficient map 572c, the torque of the wheel 2 in which the abnormality has occurred is reduced according to the camber angle (grip force) at the time of the abnormality, so that the wheel 2 in which the abnormality has occurred slips. Even in the case of a low grip force that is likely to occur, it is possible to prevent the wheel 2 from slipping due to a decrease in torque.

  Further, according to the torque coefficient map 572c at the time of failure, the torque coefficient is set to approach 1 as the tire grip force in the wheel 2 in which an abnormality has occurred increases (the closer to the negative camber maximum value θa side). Therefore, when it is estimated that the tire grip force of the wheel 2 is high and the traveling performance is relatively stable, the torque of the wheel 2 is not greatly reduced, and the propulsive force of the vehicle 1 can be secured.

  Further, as shown in FIG. 18, according to the torque coefficient map 572c at the time of failure, when a camber angle control abnormality occurs in one wheel 2 (solid line 503a), the camber angle of the wheel 2 in which the abnormality occurs is A torque coefficient “0” is associated with θb which is the maximum value of the positive camber, that is, when the tire grip force of the wheel 2 in which an abnormality has occurred is minimum. That is, in such a case, the torque of one wheel 2 in which an abnormality has occurred in the camber angle control is set to “0”, so that the wheel is completely driven.

  On the other hand, when the camber angle control abnormality occurs in all the wheels 2 (solid line 503d), the traveling does not stop even when the tire grip force of the abnormal wheel 2 is minimum. As a torque coefficient, “0.5” is associated.

  As described above, according to the failure torque coefficient map 572c, the torque for a certain camber angle (that is, a certain grip force) is set to be higher as the number of wheels 2 in which the camber angle control is abnormal increases. Therefore, while it is possible to reduce the torque of the plurality of wheels to ensure running stability, it is possible to prevent the driving force of the vehicle 1 from being lowered and stopped.

  FIG. 19 is a schematic diagram showing the contents of the failure time vehicle speed limit map 572d. The fail-time vehicle speed limit map 572d is a map used in fail-safe control processing (see FIG. 21) that is executed in a situation in which an abnormality occurs in the control of the camber angle, and each camber of the four wheels 2FL to 2RR. It is the map which memorize | stored the relationship between the sum total (camber angle sum total) which added the angle | corner, and a vehicle speed limit value.

  The horizontal axis of the fail-speed vehicle speed limit map 572d is an axis indicating the total camber angle, and the overall grip force by the four wheels 2 (2FL to 2RR) becomes stronger toward the θa ′ side with 0 degree as a boundary. It is estimated that the overall grip force by the four wheels 2 (2FL to 2RR) is weaker toward the θb ′ side with 0 degree as a boundary. On the other hand, the vertical axis represents the vehicle speed limit value to be set.

  In the fail time vehicle speed limit map 572d, as the relationship between the camber angle total and the vehicle speed limit value, a different relationship is set according to the number of wheels 2 in which the camber angle control is abnormal. In FIG. 19, a solid line 504a corresponds to a case where an abnormality (an abnormality in camber angle control) occurs in one wheel 2. Similarly, a solid line 504b, a solid line 504c, and a solid line 504d correspond to cases where abnormality occurs in the two wheels 2, three wheels 2, and four wheels 2 (that is, all wheels 2), respectively.

  When an abnormality occurs in the control of the camber angle, the CPU 71 sets a vehicle speed limit value corresponding to the total camber angle based on the content of the fail time vehicle speed limit map 572d. As a result, the driving force of the motors 3FL to 3RR of each wheel 2 is controlled by the wheel driving device 3 so as not to exceed the set vehicle speed limit value.

  As shown in FIG. 19, the solid line 504a, the solid line 504b, the solid line 504c, and the solid line 504d all have the maximum tire grip force by the four wheels 2 when the total camber angle is θa ′. In this case, the fastest vehicle speed limit value Vlim (for example, 60 km / h) is associated, and as the overall tire grip force decreases (from θa toward θb), the total camber angle becomes θb ′. In other words, that is, when the overall tire grip force is minimum, the slowest vehicle speed limit value is associated.

  Therefore, when the camber angle control abnormality occurs in the wheels 2, the lower the overall tire grip force by the four wheels 2 is, the lower the vehicle speed becomes, regardless of the number of the wheels 2 in which the abnormality occurs. A limit value is set.

  In general, as the tire grip force of the wheel 2 is lower, the running performance during acceleration, braking or turning tends to be lost. Therefore, when the camber angle control abnormality occurs in the wheel 2, the vehicle speed at the time of failure Based on the content of the restriction map 572d, the safety of the vehicle 1 can be ensured by setting the vehicle speed limit value to a lower speed as the overall tire grip force by the four wheels 2 is lower. For example, the lower the vehicle speed limit value, the more the centrifugal force during turning or curve driving can be suppressed, so the safety of the vehicle 1 is ensured.

  Further, the solid line 504 a, the solid line 504 b, the solid line 504 c, and the solid line 504 d have different rates of reduction in the vehicle speed limit value with respect to a decrease in the overall grip force by the four wheels 2. As shown in FIG. 19, when the camber angle control abnormality occurs in the solid line 504d, that is, in all the wheels 2, the reduction rate of the vehicle speed limit value with respect to the decrease in the overall grip force is the largest, and the camber angle control abnormality occurs. The smaller the number of wheels 2 on which the occurrence of is, the smaller the reduction rate of the vehicle speed limit value with respect to the decrease in the overall grip force. That is, according to the failure time vehicle speed limit map 572d, a lower vehicle speed limit value is set as the overall tire grip force by the four wheels 2 is lower, but at that time, the number of wheels 2 in which an abnormality has occurred is large. As the vehicle speed limit value is set to a slower value.

  In general, the lower the tire grip force of the wheels 2, the lower the running performance during acceleration, braking or turning, and the tendency becomes more prominent as the number of wheels 2 in which an abnormality has occurred increases. . For example, when all the wheels 1 are locked on the low grip side (positive camber side), the running performance is significantly reduced. However, according to the failure time vehicle speed limit map 572d, as described above, as the number of wheels 2 in which an abnormality has occurred increases, a lower vehicle speed limit value is set. It can be surely secured.

  Next, camber control processing in the fifth embodiment will be described with reference to FIG. FIG. 20 is a flowchart showing the camber control process. In this process, when the vehicle control device 500 is powered on, the camber abnormality flag 573a is turned off, and the camber angle command value memory 573b stores a steady angle (0) as the initial value of the camber angle of the wheel 2. )) And is executed repeatedly (for example, at intervals of 0.2 ms) by the CPU 71 while the vehicle control device 500 is powered on.

  As shown in FIG. 20, in the camber control process in the fifth embodiment, first, it is confirmed whether the camber abnormality flag 573a is on (S51), and if it is off (S51: No), The current camber angle is measured using the expansion sensors 40FL to 40RR (S52).

  After the process of S52, the measured value of the camber angle obtained for each wheel 2 is compared with the value stored in the camber angle command value memory 573b (S53). Here, the value stored in the camber angle command value memory 573b is an initial value or a value designated as a camber angle to be given to each wheel 2 by the CPU 71 as a result of the normal control process (S55) described later. Therefore, in S53, the camber angle instructed by the CPU 71 to the camber angle adjusting device 4 to be given to each wheel 2 is compared with the camber angle actually given to each wheel 2 as a result.

  After the process of S53, as a result of the comparison, it is confirmed whether there is a wheel having an abnormality in the camber angle control (S54). Specifically, in S54, the camber angle obtained by the measurement in S52 (actually assigned camber angle) is checked to see if there is a wheel 2 that does not match the camber angle instructed by the CPU 71. If even one wheel 2 is not used, it is determined that there is a wheel having an abnormality in the control of the camber angle.

  As a result of checking in the process of S54, when there is no wheel with an abnormal camber angle control, that is, when the camber angle control of all the wheels 2 is normally performed (S54: No), the camber angle As the control, normal control processing is executed (S55). In this normal control process (S55), first, the operating state of the accelerator pedal 52 and the brake pedal 53 is detected (S55a), and the camber angle corresponding to the detected operating state is determined as a normal camber angle map 572a (FIG. 17A). ))), And the read camber angle is given to each wheel 2 (S55c). As a result, the camber angle of each wheel 2 is changed according to the operation state of the accelerator pedal 52 and the brake pedal 53.

  As described above, in the normal camber angle map 572a, as the degree of acceleration or braking increases, the camber angle on the negative camber side (θa side) is given to increase the friction coefficient of each wheel 2 (the grip of the wheel 2). The camber angle on the positive camber side (θb side) is given and the friction coefficient of each wheel 2 is set lower as the degree of acceleration and braking is lower. Therefore, in a situation where the control of the camber angle is normal, the execution of the normal control process (S55) realizes both prevention of slippage of the wheel 2 due to acceleration and locking of the wheel 2 due to braking and fuel-saving travel. .

  After the execution of the normal control process (S55), the camber angle read by the process of S55b, that is, the value read as the camber angle to be given to each wheel 2 by the process of S55c is stored in the camber angle command value memory 573b. (S56), and the camber control process is terminated.

  On the other hand, as a result of the confirmation in the process of S54, if there is even one wheel having an abnormality in the camber angle control (S54: Yes), the driver is informed that an abnormality has occurred in the camber angle control. A notification process for notification is executed (S57). As the notification process (S57), for example, output from a speaker (not shown) or display on a monitor device (not shown) that abnormality in the control of the camber angle has occurred.

  After the notification process (S57) is executed, a failsafe control process is executed as a safety measure against an abnormality in the camber angle control (S58), the camber abnormality flag 573a is turned on (S59), and the camber control process is terminated. The detailed process executed in the fail safe control process (S58) will be described later with reference to FIG.

  If the camber abnormality flag 573a is turned on as a result of the confirmation in S51, the fail-safe control process (S58) associated with the occurrence of an abnormality in the camber angle control is executed. The control process ends.

  Next, the above-described fail safe control process (S58) will be described with reference to FIG. FIG. 21 is a flowchart showing the fail-safe control process (S58).

  As shown in FIG. 21, in the fail-safe control process (S58), first, the camber angle total which is the sum of the camber angles measured for each wheel 2 by the process of S52, that is, for each wheel 2. Based on the grip force of the wheel 2 estimated based on the measured camber angle, the vehicle speed limit value is read from the fail time vehicle speed limit map 572d (see FIG. 19) (S61), and the read vehicle speed limit value is set (S62). ).

  As described above, in the failure time vehicle speed limit map 572d (see FIG. 19), the vehicle speed limit value is set to be lower as the overall tire grip force by the four wheels 2 is lower. Therefore, in the situation where the camber angle control is abnormal, the vehicle speed limit value is set to be lower as the overall tire grip force by the four wheels 2 is lower by the processing of S61 and S62 in the failsafe control processing (S58). Therefore, the deterioration of the running performance during acceleration, braking, and turning is suppressed, and as a result, the safety of the vehicle 1 is ensured.

  On the other hand, in the failure time vehicle speed limit map 572d, the higher the overall tire grip force by the four wheels 2, the higher the vehicle speed limit value is set. Therefore, even if the processing of S61 and S62 is executed, an abnormality occurs. When the tire grip force of the drive wheel at the time of occurrence of the vehicle is high and it is estimated that the running performance is relatively stable, the vehicle speed limit value of the vehicle 1 is not greatly reduced, and the vehicle 1 has run at low speed. The danger (for example, the rear-end collision by the following vehicle) resulting from this can be avoided.

  Further, in the fail time vehicle speed limit map 572d, as described above, the lower vehicle speed limit value is set as the overall tire grip force by the four wheels 2 is lower. The vehicle speed limit value is set to be lower as the number of wheels 2 in which such an abnormality has occurred increases. Therefore, according to this fail-safe control process (S58), in the situation where abnormality has occurred in the control of the camber angle, the lower the vehicle speed limit value is set as the number of wheels 2 in which abnormality has occurred increases. Therefore, the safety of the vehicle 1 can be reliably ensured.

  After the process of S62, it is confirmed whether or not there is an abnormality in the camber angle control on the drive wheel (S63). If there is an abnormality in the camber angle control on the drive wheel (S63: Yes), the camber angle control is abnormal. On the basis of the actual camber angle in the drive wheel (wheel 2) with the failure, that is, the camber angle measured by the process of S52, the failure drive wheel (see FIG. 18) from the failure torque coefficient map 572c (see FIG. 18). The torque coefficient to be applied to the wheel 2) is read (S64). When there are a plurality of drive wheels (wheels 2) in which the camber angle control is abnormal, the torque coefficient map corresponding to the actual camber angle is determined for each drive wheel having the abnormality in the failure torque coefficient map. Read from 572c.

  After the process of S64, the read torque coefficient is set as the torque coefficient for the corresponding drive wheel (S65). If there are a plurality of drive wheels (wheels 2) with abnormal camber angle control, and the torque coefficient is read for each of the drive wheels with the abnormality in the process of S64, each drive wheel For this, a corresponding torque coefficient is set.

  As a result of the process of S64, the torque command value for the drive wheel (wheel 2) in which an abnormality has occurred is corrected by the set torque coefficient. Here, as described above, in the failure torque coefficient map 572c (see FIG. 18), the camber angle is set to be less than “1” except when it is θa closest to the negative camber side. Except for the case where the drive wheel (wheel 2) in which the angle control is abnormal is in the most gripping state, the torque of the drive wheel in which the camber angle control is abnormal is reduced from the normal state. Become.

  Here, in the torque coefficient map 572c at the time of failure, as described above, a smaller torque coefficient is set as the tire grip force of the drive wheel (wheel 2) in which the control of the camber angle is abnormal is lower. In a situation where an abnormality occurs in the control of the camber angle of the drive wheel, the torque decreases as the tire grip force of the drive wheel in which the abnormality occurs is lower by the processing of S63 to 65 in the fail safe control process (S58). It will be. Therefore, even if the drive wheel (wheel 2) in which the abnormality has occurred is in a low grip force state in which slip is likely to occur, it is possible to prevent the wheel 2 from slipping due to a decrease in torque. Safety can be ensured.

  On the other hand, in the torque coefficient map 572c at the time of failure, the torque coefficient is set so as to approach 1 as the tire grip force on the drive wheel (wheel 2) in which the camber angle control is abnormal increases, so S63 Even if the processes of ~ 65 are executed, the torque of the wheels 2 is greatly reduced if the tire gripping force of the drive wheels at the time of occurrence of an abnormality is high and the driving performance is estimated to be relatively stable. Therefore, the propulsive force of the vehicle 1 is ensured.

  Further, as described above, in the torque coefficient map 572c for failure, the torque for a certain camber angle (grip force) increases as the number of drive wheels (wheels 2) in which the camber angle control is abnormal increases. Is set to Therefore, when there are a plurality of drive wheels (wheels 2) in which the camber angle control is abnormal, the driving stability of the vehicle 1 can be ensured while the torque of the plurality of drive wheels can be reduced to ensure traveling stability. Can be prevented from going down and stopping.

  On the other hand, as a result of checking in the process of S63, if there is no abnormality in the camber angle control of the drive wheel (S63: Yes), the processes of S64 and S65 are skipped and the process proceeds to S66. In the present embodiment, the vehicle 1 in which the four wheels 2 are all drive wheels is illustrated, so that the result of the confirmation processing in S63 is that all branch processing of Yes is executed. However, according to the fail-safe control process (S58), the confirmation process in S63 is executed. Therefore, the fail-safe control process (S58) is performed using, for example, the front wheels 2FL and 2FR as driving wheels and the rear wheels 2RL, The present invention can also be applied to a type of vehicle in which at least one pair of left and right wheels is a drive wheel and the remaining wheels are driven wheels, such as a two-wheel drive type in which 2RR is a driven wheel.

  After the process of S65 or after the branch process of No in S63, it is confirmed whether or not there is an abnormality in the camber angle control for all the wheels 2 (S66). If the camber angle control is abnormal for some but not all wheels 2 as a result of the confirmation in S66 (S66: No), the operating states of the accelerator pedal 52 and the brake pedal 53 are detected. (S67), the camber angle corresponding to the detected operation state is read from the camber angle map 572b during failure (see FIG. 17B) (S68), and the read camber angle can be controlled normally. Is applied to the correct wheel 2 (S69), and the fail-safe control process (S58) is terminated.

  As described above, in the failure camber angle map 572a, the camber angle is set to θa which is the maximum value of the negative camber regardless of the operation amount of the accelerator pedal 52 and the brake pedal 53. Therefore, in a situation where an abnormality has occurred in the control of the camber angle, the remaining wheels other than the wheel 2 in which the abnormality in the control of the camber angle has occurred by the processing of S67 to S69 in the fail safe control process (S58), that is, The camber angle that can obtain the most gripping force is given to the remaining wheel 2 that can control the camber angle normally. That is, even if an abnormality occurs in the control of the camber angle with respect to at least a part of the wheel 2, the wheel 2 that can normally correct the camber angle is always in a high grip state. As a result, the safety of the vehicle 1 can be ensured.

  On the other hand, if the camber angle control is abnormal for all the wheels 2 as a result of the confirmation in S66 (S66: Yes), it is impossible to give the camber angle according to the instruction of the CPU 71. , S67 to S69 are skipped, and the fail safe control process (S58) is terminated.

  As described above, according to the fifth embodiment, when an abnormality occurs in the camber angle adjusting device 4 and the camber angle of the wheel 2 cannot be controlled, the fail safe control process (S58) is performed as a safety measure. ) Is executed. In this fail-safe control process (S58), the grip force of the wheel 2 left as functioning normally is increased, and the deterioration of traveling performance due to the wheel 2 in which the camber angle control is abnormal is suppressed as much as possible. Accordingly, the torque command value to be applied to the drive wheels is corrected and the vehicle speed limit value is changed. Therefore, the execution of the fail-safe control process (S58) makes it possible to improve the vehicle 1 even when the low-grip surface that may cause the unstable running of the wheel 2 is grounded. Safety can be ensured.

  In the fifth embodiment, the state detection means according to claim 1 or 2 corresponds to the process of S55a in the normal control process (S55), and the camber angle command value according to claim 1 or 2. The determination means corresponds to the process of S55b in the normal control process (S55), and the state detection means of claim 1 or 2 corresponds to the process of S55c in the normal control process (S55). Alternatively, the process of S52 corresponds to the camber angle detection unit described in 2, and the processes of S53 and S54 correspond to the abnormality determination process according to claim 1 or 2.

  Moreover, in 5th Embodiment, the process of S67-S69 corresponds as a 1st fail safe control means of Claim 1, and as a 2nd fail safe control means of Claim 2, S64, The process of S65 corresponds, and the process of S61 and S62 corresponds as the third fail-safe control means according to claim 3.

  Further, in the fifth embodiment, as the grip force estimation means according to claim 5, the grip force is estimated from the total camber angle (based on the camber angle measured for each wheel 2) in S61. This is true.

  Moreover, in 5th Embodiment, the process of S54 corresponds as an abnormality determination means of Claim 6, and the process of S67-S69 corresponds as a 1st fail safe control means of Claim 6. .

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

  For example, the numerical values given in the above embodiment are merely examples, and other numerical values can naturally be adopted. In addition, it is naturally possible to configure a part or all of the configurations in the above embodiments in combination with some or all of the configurations in the other embodiments.

  In the first to third embodiments, a case has been described in which a negative camber is applied to the wheel 2 when the operation amount (depression amount) of the accelerator pedal 52 or the brake pedal 53 by the driver is greater than or equal to a predetermined value (see FIG. 7 </ b> S <b> 2, S <b> 3, and S <b> 6) are not necessarily limited to this, and it is naturally possible to configure the camber angle of the wheel 2 based on other state quantities. Similarly, in the fifth and sixth embodiments, the case where the parameter (horizontal axis) of the friction coefficient map 572a is configured by the operation amount (depression amount) of the accelerator pedal 52 or the brake pedal 53 has been described. The present invention is not limited to this, and it is naturally possible to configure parameters using other state quantities.

  Here, as another state quantity, the operation speed of the accelerator pedal 52 or the brake pedal 53 is illustrated, for example. For example, even when the depression amount of the accelerator pedal 52 or the brake pedal 53 is the same, if the operation speed is faster (slower) than the reference value, a negative camber (positive camber) may be provided. good.

  Or as another state quantity, shift operation of a transmission is illustrated, for example. For example, when a shift operation (shift down operation) for increasing the deceleration of the transmission is performed, it is determined that a relatively large acceleration / deceleration occurs due to the shift operation, and a negative camber is applied to the wheel 2. You may do it. Thereby, the slipping and locking of the wheel 2 can be suppressed, and the acceleration performance and braking performance of the vehicle 1 can be improved.

  In the first to third embodiments, the case where the negative camber is applied to the wheel 2 when the operation angle of the steering wheel 54 by the driver is equal to or larger than the predetermined value has been described (see S4 and S6 in FIG. 7). Of course, the camber angle of the wheel 2 is determined based on another state quantity.

  Here, as another state quantity, for example, the operation speed of the steering wheel 54 is exemplified. For example, even if the operation angle of the steering wheel 54 is the same, if the operation speed is faster (slower) than the reference value, a negative camber (positive camber) may be provided.

  In the first to third embodiments, the processing for determining the acceleration / deceleration state based on the operation state of the pedals 52 and 53 is illustrated as an example. However, the present invention is not necessarily limited to this. Of course, it is possible to make a determination based on the actual acceleration / deceleration detected by the vehicle speed sensor device 32 (the longitudinal acceleration sensor 32a and the lateral acceleration sensor 32b). That is, it may be configured such that a negative camber is applied to the wheel 2 when an acceleration / deceleration greater than a predetermined value occurs in the vehicle, and a positive camber is applied when the vehicle does not reach the predetermined value. In this case, the determination may be made based on the acceleration / deceleration in both the vehicle front-rear direction and the vehicle left-right direction, or may be made based only on the acceleration / deceleration in either one of these two directions.

  In the first to third embodiments, the process for determining the road surface based on the operation state of the wiper switch 55 is exemplified as the means for determining the road surface. However, the present invention is not necessarily limited to this. The amount may be detected, and a negative camber may be applied to the wheel 2 when the detected value is a predetermined value or more. Alternatively, a road surface state is detected by a non-contact optical sensor or the like, and the detection result (road surface water film state, road surface snow cover state, road surface frozen state, pavement state, etc.) is negative on the wheel. A camber or a positive camber may be provided.

  In the first to third embodiments, the order of determination as to whether or not the negative camber is applied is as follows: wiper switch 55 state, accelerator pedal 52 state, brake pedal 53 state, vehicle speed state, blinker switch 56 In this order, the state of the high grip switch 57 and the state of the steering wheel 54 (see S1 to S4) are not limited to this order, and it is naturally possible to change them to another order. . In addition, it is naturally possible to omit some of these determination steps.

  In each of the above embodiments, the case where the camber angles θR and θL applied to the left and right wheels 2 are the same angle (θR = θL) is not necessarily limited to this. It is naturally possible to give different camber angles θR and θL (θR <θL or θL <θR).

  In the first to third embodiments, the case where the first treads 21 and 221 are disposed on the vehicle inner side and the second tread 22 is disposed on the vehicle outer side has been described. However, the present invention is limited to this positional relationship. Instead, it is of course possible to change appropriately for each wheel 2.

  For example, the first treads 21 and 221 may be disposed on the vehicle outer side, and the second tread 22 may be disposed on the vehicle inner side. 22 may be arranged inside the vehicle, respectively. Alternatively, this positional relationship may be different for each wheel 2.

  In the second to fourth embodiments, the case where the camber steady angle is 0 ° has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to set the camber steady angle to a positive camber or a negative camber. is there.

  In each of the above-described embodiments, the case where the wheel has two types of treads and the case where the wheel has three types of treads have been described, but it is naturally possible to combine these wheels. For example, the wheels 2 and 202 having two types of treads may be used for the front wheels, and the wheels 303 having three types of treads may be used for the rear wheels, and vice versa.

  In each of the above embodiments, the first or third tread 21, 221, 323 has a higher grip property than the second tread 22, and the second tread 22 has the first or third tread 22. Although the case where the treads 21, 221, and 323 have characteristics of low rolling property has been described, it is naturally possible to configure each of the treads 21, 221, 22, 323 with other characteristics. For example, by providing two types of tread patterns (grooves), one tread has high drainage characteristics, and the other tread has low node noise characteristics.

  In the fourth embodiment, the case where the camber angle of the wheel 2 is controlled according to whether or not the wheel 2 is slipping has been described (see S43 to S45 in FIG. 15). Of course, it is possible to control the camber angle of the wheel 2 based on other conditions.

  As another state, for example, the friction coefficient μ of the road surface on which the wheel 2 travels is exemplified. Note that the friction coefficient μ can be estimated by the ground load sensor device 34 as described above. Alternatively, the camber angle of the wheel 2 may be controlled based on whether or not the wheel 2 is locked (a negative camber is applied at the time of locking).

  In the fifth embodiment, the normal camber angle map 572a is configured such that the change in the camber angle to be applied to the accelerator operation amount and the change in the camber angle to be applied to the brake operation amount are the same change. Although the case has been described (see FIG. 17A), such a configuration is an example, and other configurations are naturally possible.

  For example, the camber angle to be applied when the accelerator operation amount is 100% may be different from the camber angle to be applied when the brake operation amount is 100%. Moreover, although the case where the required front-rear friction coefficient changes linearly with respect to changes in the accelerator operation amount and the like has been described, it is naturally possible to make such changes into a curve.

  Similarly, a case where the camber angle map 572b at the time of failure is configured so that the camber angle to be given is constant at the maximum value (θa) on the negative camber side regardless of the accelerator operation amount or the brake operation amount will be described. However, such a configuration is an example, and other configurations are naturally possible.

  For example, the camber angle map 572b at the time of failure is set to the camber angle that is closest to the θb side when neither the accelerator pedal 52 nor the brake pedal 53 is operated (that is, the accelerator operation amount and the brake operation amount = 0). As the operation amount of the brake pedal 53 increases, the camber angle may be linearly or curvedly shifted to the θa side. Note that the camber angle in a state where neither the accelerator pedal 52 nor the brake pedal 53 is operated is on the negative camber side (θa side) from 0 degrees from the viewpoint of imparting high grip characteristics to the normally functioning wheel 2. Preferably there is. With this configuration, it is possible to suppress waste of fuel consumption while ensuring safety during a failure.

  In the fifth embodiment, the case where the vehicle control device 500 has one type each of the normal camber angle map 572a and the fail time camber angle map 572b has been described. It is naturally possible to provide a friction coefficient map. For example, a plurality of normal camber angle maps and fail camber angle maps (for example, a dry pavement map, an unpaved map, and a wet pavement map 3), each of which has a different content corresponding to the road surface condition. Type) may be prepared, and may be configured to be selected and used as required by an operation by the driver.

  In the fifth embodiment, the failure torque coefficient map 572c is configured such that the torque coefficient decreases linearly as the grip force of the wheel 2 (drive wheel 2) in which the camber angle control is abnormal decreases. However, regardless of the grip force of the wheel 2 in which the abnormality has occurred, a configuration in which a constant torque coefficient of at least less than “1” is associated may be used. That is, when an abnormality occurs in the control of the camber angle, a constant torque (torque corrected by the torque coefficient) is applied regardless of the current camber angle in the wheel 2 where the abnormality has occurred. May be.

  In the fifth embodiment, the failure torque coefficient map 572c is configured as a map in which the grip force of the wheel 2 (driving wheel 2) in which the camber angle control is abnormal is related to the torque coefficient. Is configured as a map that associates the grip force of the wheel 2 in which the abnormality has occurred with the torque applied to the wheel 2 and directly acquires the torque corresponding to the grip force of the wheel 2 in which the abnormality has occurred. Of course it is possible.

  Alternatively, when there is no failure torque coefficient map 572c and an abnormality occurs in the camber angle control, a torque equal to or smaller than a predetermined value or a torque corrected by a torque coefficient equal to or smaller than a predetermined value is used for camber angle control. You may comprise so that it may provide with respect to the wheel 2 which abnormality generate | occur | produced.

  In the fifth embodiment, the fail-time vehicle speed limit map 572d is configured to associate the overall grip force by the four wheels 2 (that is, the total camber angle of the four wheels 2) and the vehicle speed limit value. The grip force of one wheel 2 (that is, the camber angle of one wheel 2) and the vehicle speed limit value may be associated with each other. Thus, when using a map in which the grip force of one wheel 2 (that is, the camber angle of one wheel 2) is associated with the vehicle speed limit value, S61 in the fail-safe control process (see FIG. 21). In this process, the vehicle speed limit value may be acquired based on the camber angle of the wheel 2 having the smallest grip power among the wheels 2 in which the control of the camber angle is abnormal.

  In the fifth embodiment, the vehicle speed limit value decreases linearly as the overall grip force by the four wheels 2 (that is, the total camber angle of the four wheels 2) decreases as the fail time vehicle speed limit map 572d. Although it was set as the structure, the structure with which the fixed vehicle speed limit value was matched irrespective of the whole grip force by the four wheels 2 may be sufficient. That is, when an abnormality occurs in the control of the camber angle, a constant vehicle speed limit value may be set regardless of the overall grip force by the four wheels 2.

  In addition, the vehicle speed limit map 572d at the time of failure may not be provided, and a vehicle speed limit value equal to or less than a predetermined value may be set when an abnormality occurs in the camber angle control.

  In the fifth embodiment, when an abnormality occurs in the control of the camber angle, by reducing the torque of the drive wheel 2 (wheel 2) where the abnormality has occurred or by reducing the vehicle speed limit value, Although the slip of the wheel 2 in which the abnormality has occurred with respect to the traveling road surface is reduced and the safety of the vehicle 1 is improved, the abnormality can also be caused by reducing the traveling speed of the vehicle 1 or traveling at a constant speed. Since the generated slip of the wheel 2 with respect to the traveling road surface can be reduced, it is effective as a safety measure when an abnormality occurs in the control of the camber angle.

  In the fifth embodiment, the fail-safe control process (see FIG. 21) is executed when it is determined that an abnormality has occurred in the camber angle control. However, an abnormality has occurred in the camber angle control. If it is determined that the wheel 2 (the wheel 2 that can normally control the camber angle) is mechanically, the negative camber side maximum value (θa), that is, the camber angle at which high grip performance is exhibited. You may comprise so that.

  In the fifth embodiment, the case where the first tread 21 and the second tread 22 are provided on the wheel 2 has been described. However, as in the case of the third embodiment described above, the first tread 221, A similar fail-safe control process can also be applied when the second tread 22 and the third tread 323 are provided.

  In each of the above embodiments, the two performances obtained from the characteristics of the first and second treads 21, 221, 22 are the traveling performance (acceleration force / braking force / turning force) obtained from the high grip property and the low rolling property. The fuel saving performance obtained from (low rolling resistance) has been described as an example, but this is not necessarily limited to this, and each tread 21, 21, 22 is configured to exhibit the other two performances. Of course it is possible to construct.

  For example, as the other two performances, there are two performances, a drainage performance obtained from a groove pattern suitable for removing a water film formed on the road surface and a low noise performance obtained from a groove pattern suitable for reducing pattern noise. Two performances, the grip performance on the unpaved road obtained from the block pattern that digs into the road surface on the unpaved road and the grip performance on the dry paved road obtained from the tread that does not have a groove and secures the ground contact area, or snow cover Two performances are exemplified, such as the performance of driving force / braking force on roads and frozen roads, and the performance of driving force / braking force on paved road surfaces at room temperature.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. (A) is sectional drawing of a wheel, (b) is a schematic diagram which illustrates typically the adjustment method of the steering angle and camber angle of a wheel. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed typically the top view of the vehicle. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the negative camber was provided to the wheel. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the positive camber was provided to the wheel. It is a flowchart which shows a camber control process. It is a top view of the wheel in a 2nd embodiment. It is the schematic diagram which showed typically the top view of the vehicle. FIG. 4 is a schematic diagram schematically showing a front view of a vehicle in a left turn state, in which left and right wheels have a left turn rudder angle, a turn outer wheel (right front wheel) has a negative camber, and a turn inner wheel (left wheel). ) Is a state in which the camber steady angle is respectively given. It is a flowchart which shows a camber control process. It is a top view of the wheel in a 3rd embodiment. FIG. 4 is a schematic diagram schematically showing a front view of a vehicle in a left turn state, in which left and right wheels have a left turn rudder angle, a turn outer wheel (right front wheel) has a negative camber, and a turn inner wheel (left wheel). ) Is a state in which a positive camber is assigned. It is a flowchart which shows a camber control process. It is a flowchart which shows the camber control process in 4th Embodiment. It is the block diagram which showed the electric constitution of the control apparatus for vehicles in 5th Embodiment. (A) is a schematic diagram which shows the content of the normal camber angle map, (b) is a schematic diagram which shows the content of the camber angle map at the time of a failure. It is a schematic diagram which shows the content of the torque coefficient map at the time of a failure. It is a schematic diagram which shows the content of the vehicle speed limitation map at the time of a failure. It is a flowchart which shows a camber control process. It is a flowchart which shows the fail safe control process performed in the camber control process of FIG.

Explanation of symbols

100 Vehicle control device 1, 201, 301 Vehicle 2, 202, 302 Wheel 2FL Front wheel (wheel, left wheel)
2FR Front wheel (wheel, right wheel)
2RL Rear wheel (wheel, left wheel)
2RR Rear wheel (wheel, right wheel)
21,221 1st tread 22 2nd tread 323 3rd tread 4 Camber angle adjusting device 4FL-4RR FL-RR actuator (camber angle adjusting device)
4a to 4c Hydraulic cylinder (part of camber angle adjusting device)
4d Hydraulic pump (part of camber angle adjustment device)
40FL to 40RR FL to RR telescopic sensor (a part of the camber angle adjusting device, camber angle detecting means)

Claims (6)

The first tread includes at least a first tread and a second tread arranged side by side in the width direction, and the first tread is configured to have a higher grip force than the second tread. Wheels configured to have a low rolling resistance compared to the first tread;
A vehicle control device that controls the camber angle of the wheel by operating the camber angle adjustment device for a vehicle including a camber angle adjustment device that adjusts the camber angle of the wheel,
A state detecting means for detecting a driving state or an operation state by a driver;
A camber angle command value determining means for determining a command value of a camber angle that can be given to each of the wheels based on the running state or the operation state detected by the state detecting means;
A camber angle control means for operating the camber angle adjusting device based on the command value determined by the camber angle command value determining means and controlling the camber angle of each wheel;
A camber angle detecting means for detecting a camber angle in each wheel;
The camber angle detected by the camber angle detection means is compared with the command value determined by the camber angle command value determination means, and it is determined for each wheel whether the camber angle control means is abnormal. An abnormality determination means to perform,
When it is determined by the abnormality determining means that at least one or more wheels are abnormal, the camber angle of a wheel other than the wheel determined to be abnormal is set to the ground of the first tread as compared to the second tread. And a first fail-safe control means for adjusting so as to increase the vehicle control device. The first tread includes at least a first tread and a second tread arranged side by side in the width direction, and the first tread is configured to have a higher grip force than the second tread. Wheels configured to have a low rolling resistance compared to the first tread;
A vehicle control device that controls the camber angle of the wheel by operating the camber angle adjustment device for a vehicle including a camber angle adjustment device that adjusts the camber angle of the wheel,
A state detecting means for detecting a driving state or an operation state by a driver;
A camber angle command value determining means for determining a command value of a camber angle that can be given to each of the wheels based on the running state or the operation state detected by the state detecting means;
A camber angle control means for operating the camber angle adjusting device based on the command value determined by the camber angle command value determining means and controlling the camber angle of each wheel;
A camber angle detecting means for detecting a camber angle in each wheel;
The camber angle detected by the camber angle detection means is compared with the command value determined by the camber angle command value determination means, and it is determined for each wheel whether the camber angle control means is abnormal. An abnormality determination means to perform,
Wheel driving means for driving at least one of the wheels;
A second fail-safe control means for limiting a torque to be applied to the driving wheel driven by the wheel driving means when the abnormality determining means determines that at least one or more wheels are abnormal. A vehicle control device.   The second fail-safe control means is a camber detected by the camber angle detecting means when the wheel determined to be abnormal by the abnormality determining means is a drive wheel driven by the wheel driving means. The vehicle control device according to claim 2, wherein a value of the torque to be limited is determined according to a corner.   3. A third fail-safe control unit that limits a maximum vehicle speed allowed for the vehicle when the abnormality determination unit determines that there is an abnormality. 4. The vehicle control device according to any one of 3. When it is determined by the abnormality determining means that there is an abnormality, the grip force estimating means for estimating the grip force of the wheel against the traveling road surface based on the camber angle detected by the camber angle detecting means,
5. The vehicle control device according to claim 4, wherein the third fail-safe control unit determines the value of the vehicle speed to be limited according to the grip force estimated by the grip force estimation unit. The first tread includes at least a first tread and a second tread arranged side by side in the width direction, and the first tread is configured to have a higher grip force than the second tread. Wheels configured to have a low rolling resistance compared to the first tread;
A vehicle control device that controls the camber angle of the wheel by operating the camber angle adjustment device for a vehicle including a camber angle adjustment device that adjusts the camber angle of the wheel,
Abnormality determining means for determining whether or not the camber angle adjusting device has an abnormality for each wheel;
First fail-safe control means for adjusting the camber angle of the wheels other than the wheel determined to be abnormal by the abnormality determination means so as to increase the ground contact of the first tread as compared with the second tread; A vehicle control device comprising:

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