JP2008239096A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of reducing wheel wear when a vehicle is turned on the spot or made traverse. <P>SOLUTION: Since a camber angle of a driving wheel is adjusted to a negative side, a ground contact area of a first tread 21 is increased and a ground contact area of a second tread 22 is reduced. This can make it easier to grip the driving wheel with respect to a road surface. Thus, slip of the driving wheel with respect to the road surface can be suppressed, which can reduce wear of the wheel. Since a camber angle of a driven wheel is adjusted to a positive side, the ground contact area of the first tread 21 is reduced and the ground contact area of the second tread 22 is increased. This can make it easier to slide the driven wheel with respect to the road surface. Thus, dragging of the driven wheel with respect to the road surface can be suppressed, which can reduce wear of the wheel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device that makes a vehicle turn or traverse on the spot while sliding a wheel with respect to a road surface, and more particularly to a vehicle control device that can reduce wheel wear.

  For example, as disclosed in Patent Document 1, in a vehicle configured such that four wheels can be independently steered and independently driven, a turn centered on the center of the vehicle body (hereinafter referred to as “in-situ turn”) or left and right of the vehicle body. It is possible to perform translation in the direction (hereinafter referred to as “transverse”).

  By the way, in a vehicle that allows in-situ turning and traversing, the maximum steering angle of the wheel is set in order to make the turning center coincide with the center of the vehicle body or to turn the wheel in the transverse direction (direction perpendicular to the vehicle body). Since it has to be set large, there is a problem that the wheel house is enlarged correspondingly and the space in the vehicle is limited.

Thus, for example, Patent Document 2 discloses a technique that allows a vehicle to move in a direction of an angle larger than the maximum steering angle of the wheel by sliding the wheel with respect to the road surface.
JP-A-53-40929 JP 2006-306333 A

  However, the technique disclosed in Patent Document 2 has a problem that the wheel is remarkably worn because the wheel is slid on the road surface.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device capable of reducing wheel wear when the vehicle turns on the spot or traverses. .

  In order to solve this object, the vehicle control device according to claim 1 has at least a first tread and a second tread arranged in parallel in the width direction, and the first tread is more in comparison with the second tread. In addition, the second tread is configured to have a high grip force characteristic, and the second tread is configured to have a smaller rolling resistance than the first tread, and the plurality of wheels are independently rotated. For a vehicle comprising a wheel drive device, a steering angle adjusting device that independently adjusts the steering angles of the plurality of wheels, and a camber angle adjusting device that independently adjusts the camber angles of the plurality of wheels, The vehicle is provided with operation control means for turning or traversing the vehicle on the spot while sliding the wheel on the road surface, and the vehicle is turned on the spot or traversed by the operation control means. In the case of driving wheels, the grounding of the first tread is increased as compared with the second tread for the driving wheels that are rotationally driven by the wheel driving device, while the first wheel is used for the driven wheels other than the driving wheels. Camber angle adjusting means for controlling the operating state of the camber angle adjusting device so as to increase the ground contact of the second tread as compared with the tread.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the operation control means steers all of the plurality of wheels when the vehicle turns on the spot or traverses. The operating state of the steering angle adjusting device is controlled so as to give an angle.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 1 or 2, wherein the first tread of the vehicle wheel is located inside the vehicle more than the second tread in the width direction of the wheel. The camber angle adjusting means adjusts the operating state of the camber angle adjusting device so as to adjust the camber angle of the drive wheel to the negative side when the vehicle is turned on the spot by the operation control means. Control.

  According to the vehicle control device of the first aspect, when the camber angle of the wheel is adjusted to the negative side by the camber angle adjusting device, the grounding of the tread (first tread or second tread) disposed inside the vehicle is performed. While the area increases, the ground contact area of the tread (second tread or first tread) disposed outside the vehicle decreases.

  On the other hand, when the camber angle of the wheel is adjusted to the positive side, the tread (first tread or second tread) arranged on the inner side of the vehicle decreases, while the tread arranged on the outer side of the vehicle. The ground contact area of (the second tread or the first tread) increases.

  As described above, according to the vehicle control device of the present invention, the camber angle of the wheel is adjusted by the camber angle adjusting device, whereby the ratio of the ground contact area in the first tread and the ground contact area in the second tread of the wheel (one side) 2) of the performance obtained from the characteristics of the first tread and the performance obtained from the characteristics of the second tread. Two performances can be used properly.

  Here, according to the vehicle control apparatus of the present invention, the first tread has a higher gripping force than the second tread, and the second tread has a lower rolling resistance than the first tread. Therefore, by adjusting the camber angle of the wheel, the ratio of the ground contact area in the first tread and the ground contact area in the second tread (only one tread is grounded and the other tread is away from the road surface). (Including the state), it is possible to make it easy to grip the wheel against the road surface by using the high grip property by the first tread, and to make the wheel to use the low rolling resistance by the second tread. Can be easily slid with respect to the road surface.

  Further, according to the vehicle control device of the present invention, when the vehicle is turned on the spot or traversed by the operation control means, the ground contact area of the first tread is increased as compared with the second tread for the drive wheels. For the driven wheel, the camber angle adjusting means controls the operating state of the camber angle adjusting device so that the ground contact area of the second tread is larger than that of the first tread. And the driven wheel can be easily slid on the road surface.

  Thereby, while being able to suppress the slip with respect to the road surface of a drive wheel, the drag with respect to the road surface of a driven wheel can be suppressed, and there exists an effect that reduction of wheel wear can be aimed at that much.

  Further, according to the vehicle control device of the present invention, the camber angle of the wheel is adjusted, and the ratio of the ground contact area in the first tread to the ground contact area in the second tread (only one tread is grounded and the other tread is grounded). Can be changed), and therefore, the wear of the tread having the smaller ratio can be reduced, and the wheel wear can be further reduced.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device of the first aspect, the operation control means is configured to make all of the plurality of wheels when the vehicle turns on the spot or traverses. Since the operation state of the steering angle adjusting device is controlled so that the steering angle is given to the wheel, the driven wheel is slid with respect to the road surface. Compared with the case where the angle is adjusted to neutral (the steering angle is 0 °), the wheel can be directed in the moving direction of the vehicle, and the drag of the driven wheel to the road surface can be further suppressed. Thereby, there is an effect that the wheel wear can be further reduced.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the first or second aspect, the wheel has a first tread that is closer to the vehicle than the second tread in the width direction of the wheel. Since the camber angle adjusting means is disposed inside and controls the operating state of the camber angle adjusting device so as to adjust the camber angle of the driving wheel to the negative side when the vehicle is turned on the spot by the operation control means, The rolling resistance of the driving wheel can be reduced compared to the case where the first tread of the wheel is arranged outside the vehicle than the second tread and the camber angle of the driving wheel is adjusted to the positive side. Thereby, there exists an effect that reduction of the energy consumption for rotationally driving a drive wheel can be aimed at.

  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 the plurality of wheels 2 that are independently driven to rotate. And a camber angle adjusting device 4 that independently adjusts the steering angle and camber angle of each wheel 2 for each wheel 2.

  The vehicle 1 controls the operation of the wheel drive device 3 and the camber angle adjusting device 4 by the vehicle control device 100 during execution of an in-situ turn control process (see FIG. 7) or a traverse control process (see FIG. 11) described later. In addition, by rotating and driving a part of each wheel 2 and adjusting the steering angle of each wheel 2, the wheel 2 is configured to be able to turn and traverse on the spot while sliding on the road surface. Yes.

  In addition, when the vehicle 1 executes the above-described control processes, the camber angle adjusting device 4 is operated and controlled by the vehicle control device 100 to adjust the camber angle of each wheel 2, thereby providing 2 provided on the wheel 2. Different types of treads are used properly (see FIG. 5), so that the wear of the wheel 2 can be reduced.

  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 independently rotatable by the wheel driving device 3.

  The wheel drive device 3 is a drive device for rotationally driving the wheel 2, and as shown in FIG. 1, four electric motors (FL to RR motors 3FL to 3RR) are provided to each wheel 2 (that is, in-wheel). Arranged as a motor).

  For example, when the driver operates the accelerator pedal 52, each wheel driving device 3 is controlled by the vehicle control device 100 to rotate and drive each wheel 2 according to the operation amount of the accelerator pedal 52. Thereby, the vehicle 1 travels at a predetermined speed.

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

  For example, when the driver operates the steering wheel 54, a part of the camber angle adjusting device 4 (for example, only the front wheels 2FL and 2FR side) or the entire operation is controlled by the vehicle control device 100, and the operation amount of the steering wheel 54 is controlled. Accordingly, the steering angle of each wheel 2 is adjusted. Thereby, the vehicle 1 turns in a predetermined direction.

  The camber angle adjusting device 4 is controlled by the vehicle control device 100 to adjust the camber angle of each wheel 2 when the vehicle 1 turns on the spot or traverses.

  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 for schematically explaining a method for adjusting the steering angle and 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 includes a first tread 21 disposed inside the vehicle 1 (right side in FIG. 2A) and a second tread 22 disposed outside the vehicle 1 (left side in FIG. 2A). Yes. 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 wheel 2 is configured to be able to transmit the rotational driving force. A camber angle adjusting device 4 (FL to RR actuators 4FL to 4RR) is connected and fixed to the rear surface of the wheel driving device 3.

  The camber angle adjusting device 4 includes a plurality of (three in the present embodiment) 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) 60 (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 drive device 3 has the virtual axes Xf-Xb, Zu-Xd as the oscillation center. As a result, the camber angle and the steering angle of each wheel 2 are adjusted to a predetermined 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 driving device 3 is rotated around the imaginary line Xf-Xb (arrow A in FIG. 2 (b)), and the camber angle of the wheel 2 (the center line of the wheel 2 is relative to the imaginary line Zu-Zd). Is adjusted to the negative side. On the other hand, when the hydraulic cylinder 4b and the hydraulic cylinders 4a and 4c are driven to extend and contract in the opposite direction, the camber angle of the wheel 2 is adjusted to the positive side.

  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 The wheel 2 is rotated around an imaginary line Zu-Zd (arrow B in FIG. 2 (b)), and the steering angle of the wheel 2 (the angle formed by the center line of the wheel 2 with respect to the reference line of the vehicle 1) The angle determined independently is adjusted to the toe-in tendency. On the other hand, when the hydraulic cylinder 4a and the hydraulic cylinder 4c are driven to extend and contract in the opposite direction, the steering angle of the wheel 2 is adjusted to a toe-out tendency.

  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. By controlling the expansion and contraction drive of the cylinders 4a to 4c, the camber angle and the steering angle of the wheel 2 can be adjusted to arbitrary angles.

  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 direction and turning radius of the vehicle 1 are determined according to the operation state (operation direction, operation angle, etc.), and the operation control of the camber angle adjusting device 4 is performed. Is done.

  Similarly, the spot turn switch 55 and the traverse switch 56 are operation members operated by the driver, and the former can turn the vehicle 1 on the spot depending on the operation state (ON / OFF). When the vehicle 1 is traversed or stopped, and the switches 55 and 56 are turned on, operation control of the wheel drive device 3 and the camber angle adjusting device 4 is performed.

  Each of the switches 55 and 56 is configured by a lock type switch capable of maintaining an on state and an off state. For example, when the driver switches from an off state to an on state, the switch is next in the off state. The on state is maintained until it is switched to.

  The vehicle control device 100 is a control device for controlling each part of the vehicle 1 configured as described above. For example, the vehicle control device 100 detects the depression state of the pedals 52 and 53 and drives the wheels according to the detection result. The operation of the device 3 is controlled to rotate each wheel 2.

  Alternatively, the operation state of the steering wheel 54 is detected, and the camber angle adjusting device 4 is operated and controlled in accordance with the detection result to adjust the steering angle and camber angle of each wheel 2. 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 programs of a flowchart shown in FIG. 7 (in-situ turn control process) and a flowchart shown in FIG. 11 (transverse control process).

  As described above, the wheel drive device 3 is a drive device for rotationally driving the wheel 2 (see FIG. 1), and includes four FL to RR motors 3FL to 3RR for rotationally driving the wheels 2, respectively. It mainly includes a drive circuit (not shown) that drives and controls each of the motors 3FL to 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 steering angle and the camber angle of the wheel 2, and the angle (steering angle and camber angle) of each wheel 2 (wheel driving device 3) is adjusted. It mainly includes four FL to RR actuators 4FL to 4RR to be adjusted, and a drive circuit (not shown) for driving and controlling 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 expanded and contracted 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 to 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 accelerator pedal sensor device 52a is a device for detecting the depression state (depression amount) of the accelerator pedal 52 and outputting the detection result to the CPU 71, and an angle sensor (not shown) for detecting the depression state of the accelerator pedal 52. And a processing circuit (not shown) for processing the detection result of the angle sensor and outputting the result to the CPU 71.

  The brake pedal sensor device 53a is a device for detecting the depression state (depression amount) of the brake pedal 53 and outputting the detection result to the CPU 71, and an angle sensor (not shown) for detecting the depression state of the brake pedal 53. And a processing circuit (not shown) for processing the detection result of the angle sensor and outputting the result to the CPU 71.

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

  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 processing circuits of the sensor devices 52a, 53a, and 54a, and differentiates each of the detection results with respect to time. The depression speed of the pedals 52 and 53 and the operation speed of the steering wheel 54 can be obtained.

  The spot turning switch sensor device 55a is a device for detecting the operation state (ON / OFF) of the spot turning switch 55 and outputting the detection result to the CPU 71. It mainly includes a positioning sensor (not shown) to detect, and a processing circuit (not shown) that processes the detection result of the positioning sensor and outputs it to the CPU 71.

  The traversing switch sensor device 56a is a device for detecting the operating state (ON / OFF) of the traversing switch 56 and outputting the detection result to the CPU 71, and a positioning sensor for detecting the operating state of the traversing switch 56 (FIG. And a processing circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  Examples of the other input / output device 30 shown in FIG. 3 include a device for detecting the ground speed of the vehicle 1 and a device for detecting the rotational speed of each wheel 2.

  Next, the detailed configuration of the wheel 2 will be described with reference to FIGS. 4 and 5. FIG. 4 is a schematic diagram schematically showing a top view of the vehicle 1. FIG. 5 is a schematic diagram schematically showing a front view of the vehicle 1 in which the camber angle of the left front wheel 2FL is adjusted to the positive side and the camber angle of the right front wheel 2FR is adjusted to the negative side. It is shown in the figure.

  As described above, the wheel 2 includes two types of treads, the first tread 21 and the second tread 22, and the first tread 21 is disposed inside the vehicle 1 in each wheel 2 as illustrated in FIG. 4. The second tread 22 is disposed outside the vehicle 1.

  In the present embodiment, both treads 21 and 22 are configured to have the same width dimension (dimension in the horizontal direction in FIG. 4), and the first tread 21 has a higher gripping force than the second tread 22. On the other hand, the second tread 22 is configured to have a characteristic (low rolling resistance) that is smaller in rolling resistance than the first tread 21.

  For example, as shown in FIG. 5, when the camber angle adjusting device 4 is controlled and the camber angle θR of the wheel 2 (the right front wheel 2FR in FIG. 5) is adjusted to the negative side, the camber angle adjusting device 4 is arranged inside the vehicle 1. The ground contact area of the first tread 21 to be increased (the ground pressure Rin is increased) and the ground contact area of the second tread 22 disposed outside the vehicle 1 is decreased (the ground pressure Rout is decreased). . Thereby, it is possible to easily grip the wheel 2 (the right front wheel 2FR) with respect to the road surface by utilizing the high grip property of the first tread 21, and to suppress the slip with respect to the road surface.

  On the other hand, when the camber angle adjusting device 4 is controlled and the camber angle θL of the wheel 2 (the left front wheel 2FL in FIG. 5) is adjusted to the positive side, the first tread 21 disposed inside the vehicle 1 is adjusted. As the contact area decreases (the contact pressure Rin decreases), the contact area of the second tread 22 disposed outside the vehicle 1 increases (the contact pressure Rout increases). Thereby, the low rolling resistance by the 2nd tread 22 can be utilized, it can make it easy to slide the wheel 2 (left front wheel 2FL) with respect to a road surface, and the drag with respect to a road surface can be suppressed. The drag is a phenomenon in which a braking force is generated in the vehicle 1 due to rolling resistance of the wheels 2 with respect to the road surface, and occurs regardless of the operation state of the brake pedal 53.

  Next, in-situ turning will be described with reference to FIG. FIG. 6A is a schematic diagram schematically showing a top view of the vehicle 1, and FIG. 6B schematically illustrates the driving force generated on the wheels 2 and the rotational force acting on the vehicle 1. It is a schematic diagram to do.

  6A shows a state in which the steering angle of each wheel 2 is adjusted to the maximum steering angle, and the steering state of the wheel 2 when the vehicle 1 turns in the counterclockwise direction on the vehicle body and The rotation state is shown.

  6A, the color of the arrow indicates the direction of rotation of the wheel 2, the black arrow means forward rotation, and the white arrow means reverse rotation. On the other hand, the wheel 2 without an arrow means that it is not rotationally driven.

  The in-situ turn is a turn with the center of the vehicle body (the intermediate position between the wheel base (= 2 · L) and the tread (= 2 · W)) as the turning center. As shown in FIG. Is adjusted to a predetermined steering state (hereinafter referred to as “in-situ turning steering state”), and the steering angle of each wheel 2 is adjusted, and a part of the wheel 2 (in this embodiment, the right front wheel 2FR) is adjusted. And the left rear wheel 2RL) are driven to rotate in a predetermined rotational state so that each wheel 2 is slid with respect to the road surface, while turning counterclockwise (FIG. 6 (a) counterclockwise) or clockwise (FIG. 6). 6 (a) clockwise).

  Specifically, as the in-situ turning steering state of the wheels 2, the steering angles of the front wheels 2FL and 2FR are steered toward the inside of the vehicle 1 at the maximum steering angle δ (45 ° in the present embodiment) (in this embodiment) ( And adjusting the steering angle of the rear wheels 2RL and 2RR toward the outside of the vehicle 1 (toe out) at the maximum steering angle δ that can be steered.

  Here, as shown in FIG. 6A, even if the steering angle of the wheel 2 is adjusted to the maximum steering angle δ, if the maximum steering angle δ of the wheel 2 is smaller than the wheel base, the turning center is set. In addition to being able to match the vehicle body center Cc, the turning center Cf of the front wheels 2FL and 2FR and the turning center Cr of the rear wheels 2RL and 2RR cannot be matched.

  On the other hand, when the maximum steering angle δ of the wheel 2 is set according to the size of the wheel base, it is necessary to increase the maximum steering angle δ of the wheel 2 as the wheel base increases. Becomes larger, and the space in the vehicle is limited.

  Therefore, as described above, the maximum steering of the wheel 2 is achieved by rotationally driving a part of the wheel 2 (in this embodiment, the right front wheel 2FR and the left rear wheel 2RL) in a predetermined rotational state. Even if the angle δ is not set to be large, each component of the driving force of the rotationally driven wheel 2 (hereinafter referred to as “driving wheel”) is utilized in the vehicle left-right direction (FIG. 6 (a) left-right direction) component. The wheel 2 can be turned on the spot while sliding the wheel 2 with respect to the road surface.

  Specifically, when the vehicle turns in the counterclockwise direction, the right front wheel 2FR is rotated and rotated in the predetermined rotation state as described above, and the rotational driving force of the right front wheel 2FR is With the same rotational driving force (rotational speed), the left rear wheel 2RL is rotationally driven so as to reversely rotate (counterclockwise).

  As a result, as shown in FIG. 6B, driving forces Ffr, Frl are generated on the driving wheels (in the present embodiment, the right front wheel 2FR and the left rear wheel 2RL), and the driving forces Ffr, Frl Vehicle front-rear direction (FIG. 6 (b) vertical direction) components Ffr · cos δ, Frl · cos δ (in this embodiment, vehicle front direction component Ffr · cos δ of right front wheel 2FR and vehicle rear direction component of left rear wheel 2RL) Frl · cos δ) is canceled, while the vehicle left-right direction components (FIG. 6 (b) left-right direction) components Ffr · sin δ, Frl · sin δ of the driving forces Ffr, Frl (in this embodiment, the vehicle left side of the right front wheel 2FR) The direction component Ffr · sin δ and the vehicle right direction component Frl · sin δ) of the left rear wheel 2RL are added together, so that only the vehicle left / right direction components Ffr · sin δ, Frl · sin δ form the vehicle body center Cc. Since acting on the vehicle 1 as a rotational force T for the rolling center, the vehicle 1 as a rotation center of the vehicle body center Cc, situ pivot body counterclockwise.

  Although illustration is omitted, when the vehicle turns in the clockwise direction on the spot, the right front wheel 2FR is driven to rotate in the reverse direction as described above, and the right front wheel 2FR is rotated. By rotating and driving the left rear wheel 2RL in the forward direction with the same rotational driving force (rotational speed) as the driving force, the rotational force acts on the vehicle 1 in the same way as when turning in the counterclockwise direction on the vehicle body. Therefore, the vehicle 1 turns on the spot clockwise around the vehicle body center Cc as the turning center.

  Next, in-situ turning control processing will be described with reference to FIG. FIG. 7 is a flowchart showing the turn turning control process. This process 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. When the vehicle 1 is turned on the spot, each wheel 2 The wheel wear is reduced by adjusting the camber angle.

  Regarding the in-situ turning control process, the CPU 71 first determines whether or not the vehicle 1 is stopped (S1), and as a result, if it is determined that the vehicle 1 is not stopped (S1: No), the vehicle 1 Since the vehicle 1 is traveling and it is dangerous to turn the vehicle 1 on the spot, the processing of S2 to S7 is skipped, and the operation of the wheel driving device 3 and the camber angle adjusting device 4 is not performed. The field turning control process is terminated.

  Thus, for example, even if the driver carelessly operates the turn switch 55 on the spot while the vehicle 1 is traveling, the vehicle 1 is prohibited from turning on the spot to avoid danger. it can.

  Note that whether or not the vehicle 1 is stopped is determined based on the depression amount of the accelerator pedal 52 detected by the accelerator pedal sensor device 52a. If the depression amount of the accelerator pedal 52 is not zero, the vehicle It is determined that 1 is not stopped.

  If it is determined that the vehicle 1 is stopped as a result of the process of S1 (S1: Yes), it is then determined whether or not the turn switch 55 is on (S2). If it is determined that the turning switch 55 is not turned on (S2: No), it means that the driver is not instructed to turn the vehicle 1 on the spot, so the processing of S3 to S7 is skipped. The in-situ turning control process is terminated without performing the operation control of the wheel driving device 3 and the camber angle adjusting device 4.

  Whether or not the turn switch 55 is on is determined based on the operation state of the turn switch 55 detected by the turn switch sensor device 55a.

  On the other hand, if it is determined as a result of the process of S2 that the turn switch 55 is on (S2: Yes), then the camber angle adjusting device 4 (FL to RR actuators 4FL to 4RR) is controlled to operate. Then, the steering angle of each wheel 2 is adjusted (S3) so that the wheel 2 is in a turn-steering state on the spot (see FIG. 6A), and then the driving wheel (the right front wheel 2FR and the left rear wheel 2RL). ) Is adjusted to the negative side, and the camber angles of the wheels 2 other than the driving wheels, that is, the driven wheels (the left front wheel 2FL and the right rear wheel 2RR) are adjusted to the positive side (S4).

  After the execution of the process of S4, the steering sensor device 54a detects the operation direction of the steering 54 (S5), and the accelerator pedal sensor device 52a detects the depression amount of the accelerator pedal 52 (S6). Based on the detection results detected by the devices 54a and 52a, the driving wheel (the right front wheel 2FR) is turned so that the vehicle 1 turns at a speed corresponding to the operation direction of the steering 54 and the depression amount of the accelerator pedal 52. And the left rear wheel 2RL) are driven to rotate in a predetermined rotation state (S7), and this in-situ turning control process is terminated.

  Note that, as described above, the predetermined rotation state in the process of S7 means that when the vehicle 1 is turned on the spot counterclockwise on the spot, the right front wheel 2FR is rotationally driven to rotate forward, The left rear wheel 2RL is driven to rotate in the reverse direction with the same rotational driving force (rotational speed) as that of the front wheel 2FR.

  On the other hand, when the vehicle 1 is turned in the clockwise direction on the vehicle body, the right front wheel 2FR is rotationally driven to reversely rotate, and the rotational driving force that is the same as the rotational driving force (rotational speed) of the right front wheel 2FR. At (rotational speed), the left rear wheel 2RL is rotationally driven to rotate forward.

  As a result, driving forces Ffr and Frl are generated in the driving wheels (the right front wheel 2FR and the left rear wheel 2RL), and the vehicle longitudinal components Ffr · cos δ and Frl · cos δ of the driving forces Ffr and Frl are canceled. By adding the vehicle left-right direction components Ffr · sinδ, Frl · sinδ of the driving forces Ffr, Frl, only the vehicle left-right direction components Ffr · sinδ, Frl · sinδ are used as the rotational force T with the vehicle body center Cc as the rotation center. Therefore, the vehicle 1 turns on the spot with the vehicle body center Cc as the turning center while sliding the wheel 2 with respect to the road surface (see FIG. 6A).

  Further, according to the present embodiment, in the process of S4, the camber angle of the drive wheel is adjusted to the negative side, so that the ground contact area of the first tread 21 is increased (the ground pressure Rin is increased), and the first Since the contact area of the 2 tread 22 is reduced (the contact pressure Rout is reduced) (see the front wheel 2FR on the right in FIG. 5), the driving wheel can be easily gripped with respect to the road surface. Thereby, the slip with respect to the road surface of a drive wheel can be suppressed, and reduction of wheel wear can be aimed at that much.

  Further, since the camber angle of the driven wheel is adjusted to the positive side, the ground contact area of the first tread 21 is reduced (the ground pressure Rin is reduced) and the ground contact area of the second tread 22 is increased (the ground pressure Rout). (See the front wheel 2FL on the left in FIG. 5), the driven wheel can be easily slid on the road surface. Thereby, the drag with respect to the road surface of a driven wheel can be suppressed, and a wheel wear can be reduced correspondingly.

  Further, according to the present embodiment, in the process of S3, the steering angle of each wheel 2 is adjusted so that the wheel 2 is in a turn turning state on the spot, that is, the steering angle of all the wheels 2 can be steered individually. Since the maximum steering angle δ is adjusted, the wheel 2 can be turned in the turning direction, and the drag of the driven wheel to the road surface can be further suppressed. Thereby, the wheel wear can be further reduced.

  Furthermore, according to the present embodiment, in the process of S4, the camber angle of the drive wheel is adjusted to the negative side, so that the rolling resistance of the drive wheel can be reduced compared to the case of adjusting to the positive side. Thereby, reduction of energy consumption for rotationally driving the drive wheel can be achieved.

  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. FIG. 9 is a schematic diagram schematically showing a front view of the vehicle 201. The camber angle of the left front wheel 202FL is adjusted to neutral (the camber angle is 0 °), and the camber of the right front wheel 202FR is adjusted. A state in which the corner is adjusted to the negative side is illustrated.

  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 202 in the second embodiment has the outer diameter of the first tread 221 and The outer diameter of the third tread 223 is configured to be gradually reduced. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 8, the wheel 202 in the second embodiment includes a third tread 223, the first tread 221 is disposed inside the vehicle 201 (right side in FIG. 8), and the third tread 223 is a vehicle. The second tread 222 is disposed between the first tread 221 and the third tread 223, and is disposed outside the 201 (left side in FIG. 8).

  In the present embodiment, the treads 221, 222, and 223 are configured to have the same width dimension (the horizontal dimension in FIG. 8), and the first tread 221 has a gripping force as compared with the second tread 222. On the other hand, the second tread 222 is configured to have a characteristic (low rolling resistance) that has a smaller rolling resistance than the first tread 221. The third tread 223 is configured to have a higher gripping power than at least the second tread 222.

  Further, the outer diameter of the second tread 222 is configured to be substantially constant in the width direction (left and right direction in FIG. 8), while the outer diameter of the first tread 221 is from the second tread 222 side (left side in FIG. 8) of the vehicle 201. The outer diameter of the third tread 223 is configured to gradually decrease from the inner side (right side of FIG. 8) toward the outer side of the vehicle 201 (left side of FIG. 8) from the second tread 222 side (right side of FIG. 8). The diameter is gradually reduced.

  Accordingly, as shown in FIG. 9, the first tread 221 and the first tread 221 and the second tread 221 can be obtained without adjusting the camber angle of the wheel 202 (the left front wheel 202FL) to a large angle (that is, even when the camber angle is set to 0 °). With the 3 tread 223 away from the road surface G, only the second tread 222 can be grounded.

  As a result, the rolling resistance of the wheel 202 as a whole can be further reduced, and the wheel 202 can be more easily slid on the road surface. At the same time, the first tread 221 and the third tread 223 are not grounded, and the second tread 222 is grounded at a smaller camber angle, so that the wear of each of the treads 221, 222, 223 is suppressed, and the wheel Wear can be reduced.

  On the other hand, as shown in FIG. 9, when the camber angle of the wheel 202 (right front wheel 202FR) is adjusted to the negative side to ground the first tread 221, the outer diameter of the first tread 221 is gradually reduced. Since the diameter is set, the contact pressure Rin in the first tread 221 can be equalized in the entire width direction (left-right direction in FIG. 9), and the concentration of the contact pressure Rin at the tread end can be suppressed. . As a result, uneven wear of the first tread 221 can be prevented, and wheel wear can be reduced.

  Although illustration is omitted, even when the camber angle of the wheel 202 is adjusted to the positive side and the third tread 223 is grounded, the outer diameter of the third tread 223 is gradually reduced. The ground pressure Rout in the tread 223 can be equalized in the entire region in the width direction (left and right direction in FIG. 9), and the ground pressure Rout can be prevented from concentrating on the tread edge. Thereby, the partial wear of the 3rd tread 223 can be prevented and reduction of wheel wear can be aimed at.

  Next, the row will be described with reference to FIG. FIG. 10A is a schematic diagram schematically showing a top view of the vehicle 201, and FIG. 10B schematically illustrates the driving force generated on the wheels 202 and the propulsive force acting on the vehicle 201. It is a schematic diagram to do.

  FIG. 10A shows a state in which the steering angle of each wheel 202 is adjusted to the maximum steering angle, and the steering state and rotation state of the wheel 202 when the vehicle 1 is traversed leftward in the vehicle body. Is shown.

  10A, the color of the arrow indicates the rotation direction of the wheel 202, the black arrow means normal rotation, and the white arrow means reverse rotation. On the other hand, a wheel 202 without an arrow means that it is not rotationally driven.

  Traversal is a parallel movement in the left-right direction of the vehicle body, and as shown in FIG. 10A, each wheel 202 is placed so that the wheels 202 are in a predetermined steering state (hereinafter referred to as “transverse steering state”). And by rotating a part of the wheels 202 (the right front wheel 202FR and the right rear wheel 202RR in the present embodiment) in a predetermined rotational state, each wheel 202 is moved with respect to the road surface. The vehicle travels leftward (FIG. 10 (a) leftward) or rightward (FIG. 10 (a) rightward).

  Specifically, as the transverse steering state of the wheel 202, the inner side of the vehicle 201 at the maximum steering angle δ (45 ° in the present embodiment) that can steer the steering angles of the right front wheel 202FR and the left rear wheel 202RL, respectively. And the steering angles of the left front wheel 202FL and the right rear wheel 202RR are adjusted toward the outside of the vehicle 201 by the maximum steering angle δ that can be steered.

  Here, as shown in FIG. 10 (a), even if the steering angle of the wheel 202 is adjusted to the maximum steering angle δ, when the maximum steering angle δ of the wheel 202 is small, the wheel 202 is moved in the transverse direction (body frame It cannot be directed in a direction perpendicular to BF.

  On the other hand, when the maximum steering angle δ of the wheel 202 is set so that the wheel 202 is directed in the traversing direction, the wheel house is enlarged and the space in the vehicle is limited.

  Therefore, as described above, a part of the wheel 202 (in the present embodiment, the right front wheel 202FR and the right rear wheel 202RR) is rotationally driven so as to be in a predetermined rotation state, whereby the maximum steering of the wheel 202 is achieved. Even if the angle δ is not set to be large, each component of the driving force of the wheel 202 that is rotationally driven (hereinafter referred to as “driving wheel”) is utilized in the vehicle left-right direction (FIG. 10 (a) left-right direction) component. Traversing is enabled while sliding the wheel 202 with respect to the road surface.

  Specifically, when traversing in the left direction of the vehicle body, in the predetermined rotation state described above, the right front wheel 202FR is rotationally driven to rotate in the forward direction, and the same rotation as the rotational driving force of the right front wheel 202FR. With the driving force (rotational speed), the right rear wheel 2RR is rotationally driven so as to reversely rotate (counterclockwise).

  As a result, as shown in FIG. 10B, the driving forces Ffr and Frr are generated on the driving wheels (in the present embodiment, the right front wheel 202FR and the right rear wheel 202RR), and the driving forces Ffr and Frr are Vehicle front-rear direction (FIG. 10 (b) vertical direction) components Ffr · cos δ, Frr · cos δ (in this embodiment, vehicle front direction component Ffr · cos δ of right front wheel 202FR and vehicle rear direction component of right rear wheel 202RR Frr · cos δ) is canceled, while the vehicle left-right direction components (FIG. 10 (b) left-right direction) components Ffr · sin δ, Frr · sin δ of the driving forces Ffr, Frr (in the present embodiment, the vehicle left side of the right front wheel 202FR) The direction component Ffr · sin δ and the vehicle left direction component Frr · sin δ) of the right rear wheel 202RR are added together to obtain the vehicle left / right direction components Ffr · sin δ, Frr. Since sinδ only acts on the vehicle 201 as the driving force M to move the vehicle 201, the vehicle 201 traverses the vehicle body left direction.

  Although not shown in the figure, when traversing in the right direction of the vehicle body, the right front wheel 202FR is driven to rotate in the reverse direction as described above, and the rotational driving force of the right front wheel 202FR is rotated. Since the right rear wheel 202RR is rotationally driven to rotate in the forward direction with the same rotational driving force (rotational speed) as in the case where the vehicle 201 moves in the left direction, a propulsive force acts on the vehicle 201. 201 traverses the vehicle body to the right.

  Next, the traverse control process will be described with reference to FIG. In the present embodiment, the vehicle 201 is controlled by the vehicle control device 100. FIG. 11 is a flowchart showing the traverse control process. This process 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. When the vehicle 201 is traversed, the camber of each wheel 202 is The wheel wear is reduced by adjusting the angle.

  With respect to the traverse control process, the CPU 71 first determines whether or not the vehicle 201 is stopped (S21), and if it is determined that the vehicle 201 is not stopped as a result (S21: No), the vehicle 201 travels. Since it is dangerous to traverse the vehicle 201, the process of S22 to S27 is skipped, and this traverse control process is terminated without performing the operation control of the wheel drive device 3 and the camber angle adjusting device 4. To do.

  Accordingly, for example, even if the driver carelessly operates the traversing switch 56 while the vehicle 201 is traveling, the traversing of the vehicle 201 can be prohibited, and danger can be avoided.

  As a result of the processing of S21, when it is determined that the vehicle 201 is stopped (S21: Yes), it is then determined whether or not the traversing switch 56 is on (S22). As a result, the traversing switch 56 is If it is determined that the vehicle is not on (S22: No), it means that the driver has not instructed the vehicle 201 to traverse, so the processing of S23 to S27 is skipped, and the wheel drive device 3 and The traversing control process is terminated without performing the operation control of the camber angle adjusting device 4.

  Whether the traversing switch 56 is on is determined based on the operation state of the traversing switch 56 detected by the traversing switch sensor device 56a.

  On the other hand, if it is determined as a result of the processing of S22 that the traverse switch 56 is on (S22: Yes), then the camber angle adjusting device 4 (FL to RR actuators 4FL to 4RR) is controlled to operate, The steering angle of each wheel 202 is adjusted so that the wheel 202 is in the transverse steering state (see FIG. 10A) (S23), and then the camber angle of the driving wheel (the right front wheel 202FR and the right rear wheel 202RR). Is adjusted to the negative side, and the camber angle of the wheels 202 other than the driving wheels, that is, the driven wheels (the left front wheel 202FL and the left rear wheel 202RL) is adjusted to neutral (S24).

  After the execution of the process of S24, the steering sensor device 54a detects the operation direction of the steering 54 (S25), and the accelerator pedal sensor device 52a detects the depression amount of the accelerator pedal 52 (S26). Based on the detection results detected by the devices 54a and 52a, the drive wheel (the right front wheel 202FR) is moved so that the vehicle 201 moves at a speed corresponding to the operation direction of the steering 54 and the depression amount of the accelerator pedal 52. And the right rear wheel 202RR) are driven to rotate in a predetermined rotational state (S27), and the traverse control process is terminated.

  As described above, the predetermined rotation state in the process of S27 means that when the vehicle 201 is traversed in the left direction of the vehicle body, the right front wheel 202FR is driven to rotate in the forward direction and the right front wheel is rotated. The right rear wheel 202RR is driven to rotate in the reverse direction with the same rotational driving force (rotational speed) as that of 202FR.

  On the other hand, when the vehicle 201 is traversed in the right direction of the vehicle body, the right front wheel 202FR is driven to rotate in the reverse direction, and the same rotational driving force (rotational speed) as that of the right front wheel 202FR is rotated. Speed), the right rear wheel 202RL is driven to rotate in the forward direction.

  As a result, driving forces Ffr and Frr are generated on the driving wheels (the right front wheel 202FR and the right rear wheel 202RR), and the driving forces Ffr and Frr in the vehicle front-rear direction Ffr · cosδ and Frr · cosδ are canceled. Since the vehicle left and right direction components Ffr · sin δ and Frr · sin δ of the force are added together, only the vehicle left and right direction components Ffr · sin δ and Frr · sin δ act on the vehicle 201 as the propulsive force M that moves the vehicle 201. The vehicle 201 traverses while sliding 202 on the road surface (see FIG. 10A).

  Further, according to the present embodiment, since the camber angle of the drive wheel is adjusted to the negative side in the process of S24, the ground contact area of the first tread 221 increases (the ground pressure Rin is increased) and the first The contact area of the 2 tread 222 and the third tread 223 is reduced (the contact pressures Rcet and Rout are reduced) (see the right front wheel 202FR in FIG. 9), thereby making it easier to grip the driving wheel against the road surface. Can do. Thereby, the slip with respect to the road surface of a drive wheel can be suppressed, and reduction of wheel wear can be aimed at that much.

  Further, since the camber angle of the driven wheel is adjusted to neutral, the ground contact area of the first tread 221 and the third tread 223 is reduced (the ground pressures Rin and Rout are reduced), and the ground contact area of the second tread 222 is reduced. By increasing (the contact pressure Rcet is increased) (see the front wheel 202FL on the left in FIG. 9), the driven wheel can be easily slid on the road surface. Thereby, the drag with respect to the road surface of a driven wheel can be suppressed, and a wheel wear can be reduced correspondingly.

  Further, according to the present embodiment, in the process of S23, the steering angle of each wheel 202 is adjusted so that the wheel 202 is in a transverse steering state, that is, the maximum steering angle of all the wheels 202 can be steered. Since the steering angle δ is adjusted, the wheel 202 can be directed in the transverse direction, and the drag of the driven wheel with respect to the road surface can be further suppressed. Thereby, the wheel wear can be further reduced.

  Next, third to ninth embodiments will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the part same as 2nd Embodiment, and the description is abbreviate | omitted.

  FIG. 12 is a schematic diagram schematically showing a top view of the vehicle 201, and illustrates a steering state and a rotation state of each wheel 202 when the vehicle 201 is traversed in the left direction of the vehicle body. 12 (a) shows the third embodiment, FIG. 12 (b) shows the fourth embodiment, FIG. 12 (c) shows the fifth embodiment, and FIG. 12 (d) shows the fifth embodiment. FIG. 12 (e) shows the seventh embodiment, FIG. 12 (f) shows the eighth embodiment, and FIG. 12 (g) shows the ninth embodiment. Show. In addition, since the arrow in FIG. 12 is defined similarly to the arrow demonstrated in FIG. 10, the description is abbreviate | omitted.

  In the second embodiment, when the vehicle 201 is traversed, the steering angle of the right front wheel 202FR and the left rear wheel 202RL is adjusted toward the inside of the vehicle 201 as the steering state of the wheel 202, and the left The steering angle of the front wheel 202FL and the right rear wheel 202RR is adjusted toward the outside of the vehicle 201, and the right front wheel 202FR is driven to rotate as the wheel 202 rotates, and the right front wheel 202FR is driven to rotate. Although the case where the right rear wheel 2RR is rotationally driven with the same rotational driving force (rotational speed) as the force has been described (see FIG. 10A), in the third to ninth embodiments, the steering state of the wheel 202 The rotation states are different from each other.

  For example, in the third embodiment, as shown in FIG. 12A, the steering angle of the right front wheel 202FR and the left rear wheel 202RL is adjusted toward the inside of the vehicle 201 as the steering state of the wheel 202, respectively. At the same time, the steering angles of the left front wheel 202FL and the right rear wheel 202RR are adjusted toward the outside of the vehicle 201, respectively.

  Further, as the rotation state of the wheel 202, the left front wheel 202FL and the left rear wheel 202RL are rotationally driven. Specifically, as shown in FIG. 12A, when the vehicle 201 is traversed in the left direction of the vehicle body, the left front wheel 202FL is driven to rotate in the forward direction and the left front wheel 202FL is rotated. The left rear wheel 202RL is driven to rotate in the reverse direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the left front wheel 202FL is rotationally driven to reversely rotate, and the rotational driving force (rotational speed) of the left front wheel 202FL is With the same rotational driving force (rotational speed), the left rear wheel 202RL is rotationally driven to rotate forward.

  In the fourth embodiment, as shown in FIG. 12B, as the steering state of the wheel 202, the steering angles of the right front wheel 202FR and the left rear wheel 202RL are adjusted toward the outside of the vehicle 201, respectively. The steering angles of the left front wheel 202FL and the right rear wheel 202RR are adjusted toward the inside of the vehicle 201, respectively.

  Further, as the rotation state of the wheel 202, the right front wheel 202FR and the right rear wheel 202RR are rotationally driven. Specifically, as shown in FIG. 12B, when the vehicle 201 is traversed in the left direction of the vehicle body, the right front wheel 202FR is driven to rotate in the reverse direction and the right front wheel 202FR is rotated. The right rear wheel 202RR is driven to rotate in the forward direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the right front wheel 202FR is rotationally driven to rotate in the forward direction, and the rotational driving force (rotational speed) of the right front wheel 202FR is determined. With the same rotational driving force (rotational speed), the right rear wheel 202RR is driven to rotate in the reverse direction.

  In the fifth embodiment, as shown in FIG. 12 (c), as the steering state of the wheel 202, the steering angles of the right front wheel 202FR and the left rear wheel 202RL are adjusted toward the outside of the vehicle 201, respectively. The steering angles of the left front wheel 202FL and the right rear wheel 202RR are adjusted toward the inside of the vehicle 201, respectively.

  Further, as the rotation state of the wheel 202, the left front wheel 202FL and the left rear wheel 202RL are rotationally driven. Specifically, as shown in FIG. 12C, when the vehicle 201 is traversed in the left direction of the vehicle body, the left front wheel 202FL is driven to rotate in the reverse direction, and the left front wheel 202FL is rotated. The left rear wheel 202RL is driven to rotate in the forward direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the left front wheel 202FL is rotationally driven to rotate in the forward direction, and the rotational driving force (rotational speed) of the left front wheel 202FL is calculated. With the same rotational driving force (rotational speed), the left rear wheel 202RL is rotationally driven to reversely rotate.

  In the sixth embodiment, as shown in FIG. 12D, the steering angle of the front wheels 202FL and 202FR is adjusted toward the inside of the vehicle 201 (toe-in) as the steering state of the wheels 202, and the rear wheels The steering angles of 202RL and 202RR are adjusted toward the outside of the vehicle 201 (toe out), respectively.

  Further, as the rotation state of the wheel 202, the right front wheel 202FR and the right rear wheel 202RR are rotationally driven. Specifically, as shown in FIG. 12D, when the vehicle 201 is traversed in the left direction of the vehicle body, the right front wheel 202FR is driven to rotate in the forward direction, and the right front wheel 202FR is rotated. The right rear wheel 202RR is rotationally driven to reversely rotate with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the right front wheel 202FR is rotationally driven to reversely rotate, and the rotational driving force (rotational speed) of the right front wheel 202FR is calculated. With the same rotational driving force (rotational speed), the right rear wheel 202RR is rotationally driven to rotate forward.

  In the seventh embodiment, as shown in FIG. 12E, the steering angle of the front wheels 202FL and 202FR is adjusted toward the inside of the vehicle 201 (toe-in) as the steering state of the wheels 202, and the rear wheels The steering angles of 202RL and 202RR are adjusted toward the outside of the vehicle 201 (toe out), respectively.

  Further, as the rotation state of the wheel 202, the left front wheel 202FL and the left rear wheel 202RL are rotationally driven. Specifically, as shown in FIG. 12E, when the vehicle 201 is traversed in the left direction of the vehicle body, the left front wheel 202FL is driven to rotate in the reverse direction, and the left front wheel 202FL is rotated. The left rear wheel 202RL is driven to rotate in the forward direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the left front wheel 202FL is rotationally driven to rotate in the forward direction, and the rotational driving force (rotational speed) of the left front wheel 202FL is calculated. With the same rotational driving force (rotational speed), the left rear wheel 202RL is rotationally driven to reversely rotate.

  In the eighth embodiment, as shown in FIG. 12 (f), as the steering state of the wheel 202, the steering angle of the front wheels 202FL, 202FR is adjusted toward the outside of the vehicle 201 (toe out), and the rear wheel The steering angles of 202RL and 202RR are adjusted toward the inside of the vehicle 201 (toe-in).

  Further, as the rotation state of the wheel 202, the right front wheel 202FR and the right rear wheel 202RR are rotationally driven. Specifically, as shown in FIG. 12F, when the vehicle 201 is traversed in the left direction of the vehicle body, the right front wheel 202FR is driven to rotate in the reverse direction and the right front wheel 202FR is rotated. The right rear wheel 202RR is driven to rotate in the forward direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the right front wheel 202FR is rotationally driven to rotate in the forward direction, and the rotational driving force (rotational speed) of the right front wheel 202FR is determined. With the same rotational driving force (rotational speed), the right rear wheel 202RR is driven to rotate in the reverse direction.

  In the ninth embodiment, as shown in FIG. 12 (g), the steering angle of the front wheels 202FL and 202FR is adjusted toward the outside of the vehicle 201 (toe out) as the steering state of the wheels 202, and the rear wheels The steering angles of 202RL and 202RR are adjusted toward the inside of the vehicle 201 (toe-in).

  Further, as the rotation state of the wheel 202, the left front wheel 202FL and the left rear wheel 202RL are rotationally driven. Specifically, as shown in FIG. 12G, when the vehicle 201 is traversed in the left direction of the vehicle body, the left front wheel 202FL is driven to rotate in the forward direction, and the left front wheel 202FL is rotated. The left rear wheel 202RL is driven to rotate in the reverse direction with the same rotational driving force (rotational speed) as the driving force (rotational speed).

  On the other hand, although illustration is omitted, when the vehicle 201 is traversed in the right direction of the vehicle body, the left front wheel 202FL is rotationally driven to reversely rotate, and the rotational driving force (rotational speed) of the left front wheel 202FL is With the same rotational driving force (rotational speed), the left rear wheel 202RL is rotationally driven to rotate forward.

  When the traverse control process (see FIG. 11) is executed based on the steering state and the rotation state of the wheel 202 in the third to ninth embodiments, as described above, a driving force is generated in the driving wheel. While the vehicle front-rear direction of the driving force is canceled, the vehicle left-right direction component of the driving force is summed, so that only the vehicle left-right direction component acts on the vehicle 201 as a propulsive force that moves the vehicle 201. The vehicle 201 traverses while sliding (see FIG. 10A).

  In the third to ninth embodiments as well, by adjusting the camber angle of the drive wheel to the negative side, the ground contact area of the first tread 221 increases (the ground pressure Rin is increased) and the second By reducing the contact area of the tread 222 and the third tread 223 (reducing the contact pressures Rcet and Rout) (see the right front wheel 202FR in FIG. 9), the driving wheel can be easily gripped with respect to the road surface. it can. Thereby, the slip with respect to the road surface of a drive wheel can be suppressed, and reduction of wheel wear can be aimed at that much.

  Further, by adjusting the camber angle of the driven wheel to neutral, the ground contact area of the first tread 221 and the third tread 223 is reduced (the ground pressures Rin and Rout are reduced), and the ground contact area of the second tread 222 is reduced. (The contact pressure Rcet is increased) (see the left front wheel 202FL in FIG. 9), the driven wheel can be easily slid on the road surface. Thereby, the drag with respect to the road surface of a driven wheel can be suppressed, and a wheel wear can be reduced correspondingly.

  In the flowchart shown in FIG. 7 (in-situ turning control process), the operation control means according to claim 1 is the process of S3 and S7, and the camber angle adjusting means is the process of S4. In the transverse control process), the operation control means according to claim 1 corresponds to the processes of S23 and S27, and the camber angle adjusting means corresponds to the process of S24.

  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 embodiments 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. For example, the wheel 202 in the second embodiment may be configured by the wheel 2 in the first embodiment, and the wheel 2 in the first embodiment may be configured by the wheel 202 in the second embodiment.

  In the first embodiment, the case where the right front wheel 2FR and the left rear wheel 2RR are rotationally driven when the vehicle 1 is turned on the spot has been described. However, the present invention is not necessarily limited thereto. The front wheel 2FL and the right rear wheel 2RR may be rotationally driven, or the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR may be rotationally driven.

  In the second embodiment, the case where the camber angle of the drive wheel is adjusted to the negative side has been described (refer to S4 in FIG. 7 and S24 in FIG. 11), but the present invention is not necessarily limited to this and is adjusted to the positive side. You may do it.

  In this case, the ground contact of the third tread 223 increases and the ground contact of the first tread 221 and the second tread 222 decreases, so that the driving wheel can be easily gripped with respect to the road surface. Thereby, the slip with respect to the road surface of a drive wheel can be suppressed, and reduction of wheel wear can be aimed at that much.

  In the second embodiment, when it is determined that the traversing switch 56 is on (S22 in FIG. 11), the steering angles of the right front wheel 202FR and the left rear wheel 202RL are directed toward the inside of the vehicle 201, respectively. While the case where the steering angles of the left front wheel 202FL and the right rear wheel 202RR are respectively adjusted toward the outside of the vehicle 201 has been described as well as the adjustment, the present invention is not necessarily limited thereto. The operation direction is detected, and the steering angle of each wheel 202 is adjusted by selecting one of the transverse steering states of the wheel 202 described in the second to ninth embodiments according to the detection result. You may do it.

  In each of the above-described embodiments, the case where the steering angle is given to all the wheels 2 and 202 including the driven wheel as well as the driving wheel has been described. However, the present invention is not necessarily limited thereto, and the steering wheel includes the steering angle. The steering angle may be adjusted to neutral (the steering angle is 0 °) without providing the above.

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. FIG. 2 is a schematic diagram schematically showing a front view of a vehicle, in which a camber angle of a left front wheel is adjusted to a positive side and a camber angle of a right front wheel is adjusted to a negative side. (A) is the schematic diagram which showed typically the top view of the vehicle, (b) is a schematic diagram which illustrates typically the driving force which generate | occur | produces on a wheel, and the rotational force which acts on a vehicle. It is a flowchart which shows a spot turning control process. It is a top view of the wheel in a 2nd embodiment. FIG. 2 is a schematic diagram schematically showing a front view of a vehicle, in which a camber angle of a left front wheel is adjusted to neutral and a camber angle of a right front wheel is adjusted to a negative side. (A) is the schematic diagram which showed typically the top view of the vehicle, (b) is the schematic diagram which illustrates typically the driving force which generate | occur | produces on a wheel, and the driving force which acts on a vehicle. It is a flowchart which shows a traverse control process. FIG. 2 is a schematic diagram schematically showing a top view of the vehicle, and illustrates a steering state and a rotation state of each wheel when the vehicle is traversed in the left direction of the vehicle body. (A) shows the third embodiment, (b) shows the fourth embodiment, (c) shows the fifth embodiment, (d) shows the sixth embodiment, (e ) Shows the seventh embodiment, (f) shows the eighth embodiment, and (g) shows the ninth embodiment.

Explanation of symbols

100 Vehicle Control Device 1,201 Vehicle 2,202 Wheel 2FL, 202FL Front Wheel (Wheel)
2FR, 202FR Front wheels (wheels)
2RL, 202RL Rear wheel (wheel)
2RR, 202RR Rear wheel (wheel)
3 Wheel drive device 3FL-3RR FL-RR motor (wheel drive device)
21,221 First tread 22,222 Second tread 223 Third tread 4 Camber angle adjusting device (steering angle adjusting device)
4FL-4RR FL-RR actuator (steering angle adjusting device, camber angle adjusting device)
4a to 4c Hydraulic cylinder (part of the steering angle adjusting device, part of the camber angle adjusting device)
4d Hydraulic pump (part of steering angle adjustment device, part of camber angle adjustment device)

Claims (3)

The first tread has 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 gripping force than the second tread. A plurality of wheels configured to have a rolling resistance smaller than that of the first tread, a wheel driving device that independently rotates the plurality of wheels, and a steering angle of each of the plurality of wheels is independently adjusted. A vehicle having a steering angle adjusting device and a camber angle adjusting device that independently adjusts the camber angles of the plurality of wheels, while turning the vehicle on the spot or traversing while sliding the wheels with respect to the road surface In a vehicle control device comprising an operation control means for causing
When the vehicle is turned on the spot or traversed by the operation control means, the grounding of the first tread is increased as compared with the second tread for the driving wheel rotated by the wheel driving device, The driven wheels other than the drive wheels include camber angle adjusting means for controlling the operating state of the camber angle adjusting device so that the ground contact of the second tread is increased as compared with the first tread. A control apparatus for a vehicle.   The operation control means controls an operation state of the steering angle adjusting device so as to give a steering angle to all the wheels of the plurality of wheels when the vehicle turns on the spot or traverses. The vehicle control device according to claim 1. In the wheel, the first tread is disposed on the inner side of the vehicle than the second tread in the width direction of the wheel,
The camber angle adjusting means controls the operating state of the camber angle adjusting device so that the camber angle of the drive wheel is adjusted to the negative side when the vehicle is turned on the spot by the operation control means. The vehicle control device according to claim 1, wherein the control device is a vehicle control device.

Images