JP2009132375A - Control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device that can, when a wheel goes into a skid, stop the wheel from skidding while suppressing a sense of incongruity or discomfort caused by the actuation of a control system for controlling a braking force or drive force applied to wheels. <P>SOLUTION: The control device 100 controls a link drive unit 43 (S6), upon determination that a wheel 2 in a predetermined skidding state exists (S5:Yes), to apply a predetermined camber angle in a negative direction to the wheel 2. This increases the ground contact ratio of an inside tread 21 having a soft property, thereby increasing the amount of grip of the wheel 2 and suppressing its skidding. As the wheel 2 is released from the predetermined skidding state, ABS control and traction control can be avoided, thereby suppressing a sense of incongruity and discomfort such as vibration, noise, and insufficient acceleration resulting from such controls. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device used in a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel, and more particularly, a braking force or driving force applied to the wheel when the wheel slips. The present invention relates to a control device capable of suppressing slippage while suppressing discomfort and discomfort due to operation of a control system that controls force.

  Conventionally, when mounting a wheel on a vehicle with a large camber angle in the negative direction (negative), the side part on one side of the tire is reinforced more strongly than the side part on the other side to increase rigidity, and 2 tread rubbers are used. Therefore, a technique is known in which one side is made harder than the other side or the tread end portion is thickened to ensure wear resistance, heat resistance and high grip (for example, Patent Document 1).

Patent Document 2 discloses a suspension system that actively controls the camber angle of a wheel by the driving force of an actuator.
Japanese Patent Laid-Open No. 02-185802 US Pat. No. 6,347,802

  Here, the camber angle of a wheel provided with a tire having two treads having different hardness like the tire described in Patent Document 1 is actively controlled by the suspension system described in Patent Document 2, and the running state of the vehicle is also controlled. There is a desire to adjust the camber angle of the wheel according to the situation. As a result, the ground contact ratio between the hard tread and the soft tread can be changed according to the running state of the vehicle, and it can be expected to achieve both high grip and low fuel consumption.

  However, when the contact ratio of a hard tread with a high hardness is increased for the purpose of reducing fuel consumption, the grip performance of the wheel is lowered, and the wheel is likely to slip. As a result, each time the wheel slips, the braking force and driving force applied to the wheel, such as an anti-lock brake system (hereinafter referred to as “ABS (Antilock Bracket System)”), a traction control system, and a skid prevention system, are controlled. As a result, the control system that suppresses the slip of the wheel frequently operates. Therefore, there is a problem that the passenger feels uncomfortable or uncomfortable due to vibration and sound when the ABS is operated, acceleration is insufficient when the traction control system is operated, and the like.

  The present invention has been made in order to solve the above-described problems. When a slip occurs in a wheel, the control system that controls the braking force and the driving force applied to the wheel can feel uncomfortable and uncomfortable. It aims at providing the control apparatus which can aim at suppression of the slip, suppressing.

  In order to achieve this object, a control device according to claim 1 is a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel, the wheel including a first tread. And at least a second tread arranged in parallel with the first tread in the width direction of the wheel and disposed inside or outside the vehicle and configured to have a grip characteristic higher than that of the first tread. A control device used in a vehicle having a camber control means for controlling the camber angle adjusting device, a slip occurrence judgment means for judging whether or not a predetermined slip state has occurred in the wheel, and its slip occurrence judgment When it is determined by the means that a predetermined slip state has occurred in the wheel, the driving force or braking force applied to the wheel is controlled so as to suppress the slip state. Slip suppression control means, and the camber control means uses the slip suppression control means when the slip occurrence judgment means judges that a predetermined slip state has occurred in at least one of the wheels. Before the driving force or braking force applied to the vehicle is controlled, the ground contact ratio of the second tread is increased at least with respect to the wheel determined to be in the predetermined slip state by the slip generation means. The camber angle adjusting device is controlled.

  A control device according to a second aspect is the control device according to the first aspect, wherein the vehicle is in a sudden braking state, a sudden acceleration state, or a sudden acceleration based on a braking force, a driving force, or a steering angle applied to the wheels. A vehicle state determination unit that determines whether or not the vehicle is in a turning state, and the camber control unit determines that the vehicle is in a sudden braking state, a rapid acceleration state, or a sudden turning state by the vehicle state determination unit; In addition, the camber angle adjusting device is controlled so that the contact ratio of the second tread increases regardless of the determination by the slip generation determining means.

  The control device according to claim 3 is the control device according to claim 1 or 2, wherein the slip suppression control means adjusts the camber angle so that a contact ratio of the second tread is increased by the camber control means. When the slip generation determining means determines that a predetermined slip state has occurred in the wheel after the device is controlled, the driving force or braking force applied to the wheel is controlled.

  According to a fourth aspect of the present invention, there is provided a control device according to any one of the first to third aspects, wherein the control device according to any one of the first to third aspects is configured to determine whether or not the predetermined slip state generated in the wheel has been canceled. , When the slip cancellation determining means determines that the predetermined slip state has been canceled, the camber control means comprises a time measuring means for measuring a preset predetermined time, and the camber control means comprises the slip cancellation determining means When the predetermined slip state is determined to be eliminated by the timing and the predetermined time is counted by the timing means, the camber angle of the wheel is set in advance on the side where the ground contact ratio of the second tread decreases. The camber angle adjusting device is controlled so as to be the initial value.

  The control device according to claim 5 is the control device according to any one of claims 1 to 4, wherein vehicle speed detection means for detecting the speed of the vehicle and turning radius detection means for detecting the turning radius of the vehicle. Based on the yaw rate measuring means for actually measuring the yaw rate of the vehicle, the vehicle speed detected by the vehicle speed detecting means, and the turning radius of the vehicle detected by the turning radius detecting means. Yaw rate estimation means for estimating the yaw rate of the vehicle, and the slip occurrence determination means is configured to detect the vehicle among the wheels when the yaw rate estimated by the yaw rate estimation means is greater than the yaw rate actually measured by the yaw rate measurement means. The camber control means determines that a predetermined slip state has occurred in the wheel located on the front side in the forward direction of the When it is determined by the slip generation determination means that a predetermined slip state has occurred on the wheel located in front of the vehicle in the forward direction, the slip suppression control means controls the driving force or braking force applied to the wheel. Before the vehicle, the camber angle adjusting device is controlled so that the contact ratio of the second tread increases with respect to the wheel located on the front side in the forward direction of the vehicle.

  A control device according to a sixth aspect is the control device according to any one of the first to fifth aspects, wherein the vehicle speed detection means detects the speed of the vehicle, and the turning radius detection means detects the turning radius of the vehicle. Based on the yaw rate measuring means for actually measuring the yaw rate of the vehicle, the vehicle speed detected by the vehicle speed detecting means, and the turning radius of the vehicle detected by the turning radius detecting means. Yaw rate estimating means for estimating the yaw rate of the vehicle, and the slip occurrence determining means is configured to detect the vehicle of the wheels when the yaw rate estimated by the yaw rate estimating means is smaller than the yaw rate actually measured by the yaw rate measuring means. It is determined that a predetermined slip state has occurred in the wheel located on the rear side in the forward direction of the camber, the camber control means, When it is determined by the slip occurrence determination means that a predetermined slip state has occurred on the wheel located on the rear side in the forward direction of the vehicle, the driving force or braking force applied to the wheel by the slip suppression control means is Before being controlled, the camber angle adjusting device is controlled so that the contact ratio of the second tread increases with respect to the wheel located on the rear side in the forward direction of the vehicle.

  A control device according to a seventh aspect is the control device according to any one of the first to sixth aspects, wherein a vehicle speed detecting means for detecting the speed of the vehicle and a turning radius detecting means for detecting the turning radius of the vehicle. And lateral acceleration actual measuring means for actually measuring the lateral acceleration of the vehicle, the vehicle speed detected by the vehicle speed detecting means, and the turning radius of the vehicle detected by the turning radius detecting means. Lateral acceleration estimating means for estimating the lateral acceleration of the vehicle, and the slip occurrence determining means measures the lateral acceleration estimated by the lateral acceleration estimating means by the lateral acceleration measuring means. When the acceleration is greater than the lateral acceleration, it is determined that a predetermined slip state has occurred in a wheel located outside the turning direction of the vehicle among the wheels, and the camber control hand Is a driving force or a braking force applied to the wheels by the slip suppression control means when it is determined by the slip occurrence determination means that a predetermined slip state has occurred on the wheels located outside the turning direction of the vehicle. Before the control is performed, the camber angle adjusting device is controlled so that the contact ratio of the second tread increases with respect to the wheel located outside the turning direction of the vehicle.

  According to the control device of the first aspect, when the camber angle adjusting device is controlled by the camber control means and the camber angle of the wheel is adjusted in the positive direction (positive), the tread (the first tread arranged on the outside of the vehicle) While the ground contact ratio of the first tread or the second tread is increased, the ground contact ratio of the tread (the second tread or the first tread) disposed inside the vehicle is decreased.

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

  As described above, according to the control device of the present invention, since the ground contact ratio between the first tread and the second tread can be changed by controlling the camber angle adjusting device by the camber control means, the characteristics of the tread with a high ground contact ratio can be obtained. As a result, the wheel can exhibit the performance obtained by the characteristics of the tread.

  Here, according to the present invention, since the wheel has a configuration in which the second tread has a soft characteristic (characteristic of low rubber hardness) as compared with the first tread, if the ground contact ratio of the second tread is increased. The second tread has the effect of being able to obtain high grip performance due to the soft characteristic, that is, the characteristic of being rich in elasticity and being easily deformed by an external force.

  In addition, according to the control device of the present invention, when the slip occurrence determining means determines that a predetermined slip state has occurred in at least one of the wheels, the camber control means provides the driving force or control applied to the wheel. Before the power is controlled by the slip suppression control means, the camber angle adjusting device is adjusted so that the ground contact ratio of the second tread increases at least with respect to the wheel that is determined to have a predetermined slip state by the slip generation means. Since it is configured to control, when it is determined that a predetermined slip state has occurred in at least one of the wheels, first, at least the second tread with respect to the wheel in which it is determined that the predetermined slip state has occurred. The ground contact ratio can be increased.

  This increases the influence of the softness of the second tread on the wheel with the increased contact ratio of the second tread and allows the wheel to exhibit the performance obtained by the characteristics of the second tread, that is, high grip performance. Can do. Therefore, this high grip performance has an effect that the slip generated on the wheel can be suppressed.

  Furthermore, after controlling the camber angle adjusting device so that the ground contact ratio of the second tread is increased for at least a wheel determined to be in a predetermined slip state, the predetermined slip state that has occurred in the wheel is determined. If it is eliminated, it is possible to avoid the driving force or braking force applied to the wheels from being controlled by the slip suppression control means, so the number of times of control by the slip suppression control means can be reduced.

  In general, the control of the driving force and braking force by the slip suppression control means causes the passenger to feel uncomfortable or uncomfortable due to insufficient acceleration, vibration, sound, or the like. According to the control device of the present invention, as described above, when the wheel slips, the number of times of control by the slip suppression means can be reduced, so that the slip suppression control means for controlling the braking force and driving force applied to the wheel. This can suppress discomfort and discomfort. As a result, when the wheel slips, there is an effect that it is possible to suppress the slip while suppressing the uncomfortable feeling and the uncomfortable feeling caused by the slip control means.

  According to the control device of the second aspect, in addition to the effect exerted by the control device of the first aspect, the vehicle is brought into a sudden braking state, a sudden braking based on the braking force, driving force, or steering angle applied to the wheels. When the vehicle state determination unit determines that the vehicle is in an acceleration state or a sudden turning state, the camber control unit adjusts the camber angle adjustment device so that the contact ratio of the second tread increases regardless of the determination by the slip generation determination unit. Therefore, when it is estimated that the vehicle is in a sudden braking state, a sudden acceleration state, or a sudden turning state, the wheel is immediately applied to the wheel regardless of whether or not the wheel is in a predetermined slip state. On the other hand, the contact ratio of the second tread can be increased. Therefore, there is an effect that the grip performance of the wheel can be improved immediately and reliably in a situation where there is a very high possibility that a predetermined slip state occurs in the wheel, such as a sudden braking state, a sudden acceleration state, or a sudden turning state. .

  Moreover, if it is possible to suppress the occurrence of a predetermined slip state on the wheel due to the high grip performance of the wheel, it is possible to avoid controlling the driving force or braking force applied to the wheel by the slip suppression control means. . As a result, even when there is a high possibility that a predetermined slip state will occur on the wheel, slip suppression is suppressed while suppressing discomfort and discomfort by the slip suppression control means for controlling the braking force and driving force applied to the wheel. There is an effect that can be achieved.

  According to the control device of the third aspect, in addition to the effect produced by the control device of the first or second aspect, the camber angle adjusting device is controlled by the camber control means so that the ground contact ratio of the second tread is increased. After that, when it is determined by the slip generation determining means that a predetermined slip state has occurred in the wheel, the slip suppression control means controls the driving force or braking force applied to the wheel. If a predetermined slip state occurs in the wheel even though the ratio is increased to improve the grip performance of the wheel, the slip state is controlled by controlling the driving force or braking force applied to the wheel. Suppression can be achieved. Thereby, there exists an effect that the safety | security of a vehicle can be improved.

  According to the control device of the fourth aspect, in addition to the effect produced by the control device according to any one of the first to third aspects, when the predetermined slip state generated in the wheel has been canceled, the slip cancellation determining means When the determination is made, the camber control means is configured to control the camber angle adjusting device so that the camber angle of the wheel becomes a preset initial value on the side where the ground contact ratio of the second tread decreases. When the slip state is resolved, the influence of the soft characteristics of the second tread can be reduced. Thereby, since the rolling resistance of the wheel can be reduced, there is an effect that the fuel efficiency can be improved when the predetermined slip state is eliminated.

  In addition, after the predetermined time preset by the time measuring means is counted by the time measuring means when it is determined by the slip cancellation determining means that the predetermined slip state generated in the wheel has been canceled, The camber angle adjusting device is controlled by the camber control means so that the camber angle of the wheel becomes a preset initial value on the side where the contact ratio of the second tread decreases, so that the predetermined slip state is eliminated. Therefore, high grip performance can be maintained for a predetermined time set in advance. Thereby, the slip ratio of the wheel can be further reduced by the grip force generated on the wheel during the predetermined time. Therefore, when the contact ratio of the second tread is decreased, there is an effect that it is possible to suppress the occurrence of a predetermined slip state on the wheel again due to a decrease in the grip performance of the wheel.

  According to the control device of the fifth aspect, in addition to the effect produced by the control device according to any one of the first to fourth aspects, the following effect is obtained. The yaw rate of the vehicle is estimated by the yaw rate estimating means based on the vehicle speed detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means. Further, the yaw rate of the vehicle is actually measured by the yaw rate measuring means.

  Here, when the yaw rate estimated from the speed of the vehicle and the turning radius of the vehicle is larger than the actually measured yaw rate, the wheel (front wheel) located on the front side in the forward direction of the vehicle slips outward and makes a large turn. It can be determined that the state is understeer. According to the control device of the present invention, when the yaw rate estimated by the yaw rate estimating means is larger than the yaw rate actually measured by the yaw rate measuring means, the slip occurrence determining means determines that a predetermined slip state has occurred on the front wheels. Therefore, it is possible to reliably determine the slip of the front wheel that causes understeer.

  Then, when it is determined by the slip occurrence determining means that a predetermined slip state has occurred on the front wheel, the camber control means is controlled before the driving force or braking force applied to the wheel is controlled by the slip suppression control means. Since the camber angle adjusting device is controlled so that the contact ratio of the second tread with respect to the front wheel increases, when it is estimated that understeer has occurred, first, the ground contact of the second tread with respect to the front wheel The ratio can be increased.

  As a result, a high grip performance can be exerted on the front wheel that causes the occurrence of understeer. Therefore, before the driving force or braking force applied to the wheel is controlled by the slip suppression control means, the front wheel It is possible to suppress the slip that has occurred. Therefore, it is possible to suppress understeer while suppressing the operation of the slip suppression control means.

  According to the control device of the sixth aspect, in addition to the effect produced by the control device according to any one of the first to fifth aspects, the following effect is obtained. The yaw rate of the vehicle is estimated by the yaw rate estimating means based on the vehicle speed detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means. Further, the yaw rate of the vehicle is actually measured by the yaw rate measuring means.

  Here, when the yaw rate estimated from the vehicle speed and the vehicle turning radius is smaller than the actually measured yaw rate, the wheel (rear wheel) located on the rear side in the forward direction of the vehicle slips outward and turns slightly. It can be determined that the state is an oversteer state. According to the control device of the present invention, when the yaw rate estimated by the yaw rate estimating means is smaller than the yaw rate actually measured by the yaw rate measuring means by the slip occurrence determining means, the predetermined slip state occurs in the rear wheel. Therefore, it is possible to reliably determine the slip of the rear wheel that causes oversteer.

  When the slip occurrence determining means determines that a predetermined slip state has occurred in the rear wheel, the camber control means is configured to control the driving force or braking force applied to the wheel by the slip suppression control means. Since the camber angle adjusting device is controlled so that the contact ratio of the second tread to the rear wheel is increased, when it is estimated that oversteer has occurred, first, The contact ratio of the tread can be increased.

  Thereby, since it is possible to demonstrate high grip performance for the rear wheel that is the cause of oversteer, before the driving force or braking force applied to the wheel by the slip suppression control means is controlled, Slip that has occurred in the rear wheel can be suppressed. Accordingly, there is an effect that oversteer can be suppressed while suppressing the operation of the slip suppression control means.

  According to the control device of the seventh aspect, in addition to the effect produced by the control device according to any one of the first to sixth aspects, the following effect is obtained. The lateral acceleration (lateral acceleration) of the vehicle is estimated by the lateral acceleration estimating means based on the vehicle speed detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means. Further, the lateral acceleration (lateral acceleration) of the vehicle is actually measured by the lateral acceleration measuring means.

  Here, when the lateral acceleration estimated from the vehicle speed and the turning radius of the vehicle is larger than the actually measured lateral acceleration, the wheels (outer wheels) located outside the turning direction of the vehicle slip to the side. It can be judged that the vehicle is skidding or skidding. According to the control device of the present invention, when the lateral acceleration estimated by the lateral acceleration estimating means is larger than the lateral acceleration actually measured by the lateral acceleration measuring means by the slip occurrence determining means, a predetermined slip state occurs in the outer ring. Therefore, it is possible to reliably determine the slip of the outer ring that causes a side slip.

  Then, when it is determined by the slip occurrence determining means that the predetermined slip state has occurred in the outer wheel, the camber control means, before the driving force or braking force applied to the wheel is controlled by the slip suppression control means, Since the camber angle adjusting device is controlled so that the contact ratio of the second tread with respect to the outer ring is increased, when it is estimated that a side slip has occurred, first, the grounding of the second tread with respect to the outer ring is performed. The ratio can be increased.

  As a result, high grip performance can be exerted on the outer ring causing the occurrence of skid, so that the outer ring is controlled before the driving force or braking force applied to the wheel is controlled by the slip suppression control means. It is possible to suppress the slip that has occurred. Therefore, there is an effect that it is possible to suppress the side slip while suppressing the operation of the slip suppression control means.

  The vehicle includes a wheel having a front wheel and a rear wheel, and a camber angle adjusting device for adjusting a camber angle of a rear wheel of the wheels, wherein the front wheel has a higher grip force than the rear wheel. A control device used in a vehicle configured to have a characteristic and having a characteristic in which the rear wheel has a smaller rolling resistance than the front wheel, the camber control means for controlling the camber angle adjusting device, and the wheel Slip occurrence determination means for determining whether or not a predetermined slip condition has occurred in the vehicle, and suppressing the slip condition when the slip occurrence determination means determines that a predetermined slip condition has occurred in the wheel Slip suppression control means for controlling the driving force or braking force applied to the wheels as described above, and the camber control means reduces the number of wheels by the slip occurrence judgment means. If it is determined that a predetermined slip state has occurred in one wheel, before the driving force or braking force applied to the wheel is controlled by the slip suppression control means, According to the control device, the camber angle adjusting device is controlled so that the camber angle is increased at least in the negative direction, and the camber angle adjusting device is controlled by the camber control means to thereby adjust the camber angle of the rear wheel. Because it can be adjusted, lateral force (canvas last) can be exerted on the rear wheel, and the ground contact surface of the rear wheel with respect to the road surface when rolling the vehicle body can be optimized, thereby improving the grip performance. There is an effect that can be done.

  Here, the vehicle in which the control device of the present invention is used is configured such that the front wheel has a higher gripping force than the rear wheel, and the rear wheel has a lower rolling resistance than the front wheel. Therefore, during normal driving, fuel efficiency can be improved due to the low rolling resistance characteristics of the rear wheels. On the other hand, at the time of braking, the front wheels are dominant, and the front wheels are configured to have high grip characteristics, so that the braking performance can be effectively improved.

  In this case, when turning, the grip force of the rear wheel is insufficient with respect to the grip force of the front wheel, so that an oversteer tendency occurs. However, according to the present invention, as described above, the camber control means causes the rear wheel to move in the minus direction. By giving a predetermined camber angle, the grip performance of the rear wheel can be improved, so that the grip force between the front wheel and the rear wheel can be balanced, and the turning performance can be improved accordingly. it can.

  Further, by controlling the camber angle of the rear wheel by the camber control means, the driving force or the braking force applied to the wheel is controlled by the slip suppression control means if the predetermined slip state generated in the wheel is eliminated. Therefore, the number of times of control by the slip suppression control means can be reduced.

  In general, the control of the driving force and braking force by the slip suppression control means causes the passenger to feel uncomfortable or uncomfortable due to insufficient acceleration, vibration, sound, or the like. According to the control device of the present invention, as described above, when the wheel slips, the number of times of control by the slip suppression means can be reduced, so that the slip suppression control means for controlling the braking force and driving force applied to the wheel. This can suppress discomfort and discomfort. As a result, when the wheel slips, there is an effect that it is possible to suppress the slip while suppressing the uncomfortable feeling and the uncomfortable feeling caused by the slip control means.

  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 top view of a vehicle 1 on which a control device 100 according to a 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 the present embodiment) wheels 2 supported by the vehicle body frame BF, and a part of the wheels 2 (the present one). In the embodiment, the wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), the suspension device 4 that suspends each wheel 2 on the vehicle body frame BF, and independently adjusts the camber angle of each wheel 2, and the steering 63 And the steering device 5 that steers a part of each wheel 2 (in this embodiment, the left and right front wheels 2FL, 2FR).

  In addition, an ABS control device 82 and a traction control device 83 (see FIG. 7) are provided to control the braking force and driving force applied to the wheel 2 to suppress the slip of the wheel 2, and a predetermined slip is applied to the wheel 2. When a situation occurs, the operation of the ABS control device 82 and the traction control device 83 is avoided as much as possible, and the slippage is suppressed while suppressing the sense of discomfort and discomfort by the ABS control device 82 and the traction control device 83. It is configured to be able to.

  Next, the detailed configuration of each part will be described. The vehicle body frame BF forms a skeleton of the vehicle 1 and is used to mount various devices (wheel drive device 3 and the like), and is supported by the suspension device 4.

  As shown in FIG. 1, the wheels 2 are arranged on the left and right front wheels 2FL, 2FR arranged on the front side (arrow FWD side) of the body frame BF and on the rear side (counter arrow FWD side) of the body frame BF. It has four wheels, left and right rear wheels 2RL, 2RR. The left and right front wheels 2FL and 2FR are configured as driving wheels that are rotationally driven by the rotational driving force applied from the wheel driving device 3, while the left and right rear wheels 2RL and 2RR are associated with the traveling of the vehicle 1. It is configured as a driven wheel to be driven. The detailed configuration of the wheel 2 will be described later with reference to FIGS.

  As described above, the wheel drive device 3 is a device for applying rotational drive force to the left and right front wheels 2FL, 2FR to drive the rotation, and is configured by the electric motor 3a (see FIG. 7). As shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2 FL and 2 FR via a differential gear (not shown) and a pair of drive shafts 31.

  When the driver operates the accelerator pedal 61, a rotational driving force is applied from the wheel drive device 3 to the left and right front wheels 2FL, 2FR, and the left and right front wheels 2FL, 2FR rotate according to the depressed state of the accelerator pedal 61. Driven at speed. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  The suspension device 4 is a device that functions as a so-called suspension, and is provided corresponding to each wheel 2 as shown in FIG. Moreover, the suspension apparatus 4 in this Embodiment has the function as a camber angle adjustment apparatus which adjusts the camber angle of the wheel 2 as mentioned above.

  Here, with reference to FIG.2 and FIG.3, the detailed structure of the suspension apparatus 4 is demonstrated. 2 and 3 are front views of the suspension device 4. FIG. 3A illustrates a state in which the camber angle of the wheel 2 is adjusted in the positive direction (positive), and FIG. A state in which the camber angle of the wheel 2 is adjusted in the negative direction (negative) is illustrated. 2 and 3, the illustration of the drive shaft 31 and the like is omitted and the drawings are simplified for easy understanding of the invention. Since each suspension device 4 has a common configuration, the suspension device 4 corresponding to the right front wheel 2FR is shown in FIGS. 2 and 3 as a representative example, and the other wheels 2 (the left front wheel 2FL, The illustration and description of the suspension device 4 corresponding to the left and right rear wheels 2RL, 2RR) are omitted.

  As shown in FIG. 2, the suspension device 4 is configured by a double wishbone type mechanism, and mainly includes an axle hub 41, a suspension arm 42, and an FR actuator 43 FR.

  The axle hub 41 supports the wheel 2 so as to be rotatable. As shown in FIG. 2, the axle hub 41 supports the wheel 2 from the inside of the vehicle 1 (right side in FIG. 2) and is attached to the FR actuator 43 FR via the suspension arm 42. It is connected. The suspension arm 42 connects the axle hub 41 to the FR actuator 43FR, and includes first to third arms 42a to 42c.

  One end (left side in FIG. 2) of the first arm 42a and the second arm 42b is pivotally supported on the upper part (upper side in FIG. 2) and the lower part (lower side in FIG. 2), respectively, while the other end (right side in FIG. 2). Are pivotally supported at the upper end (upper side in FIG. 2) and the lower end (lower side in FIG. 2) of the third arm 42c. Further, the first arm 42 a and the second arm 42 b are disposed to face each other, and the third arm 42 c is disposed to face the axle hub 41. Thus, the axle hub 41 and the suspension arm 42 (first to third arms 42a to 42c) constitute a four-node link mechanism.

  The suspension arm 42 is provided with a coil spring that alleviates an impact transmitted from the road surface G to the vehicle body frame BF and a shock absorber (none of which is shown) that attenuates the vibration of the coil spring.

  The FR actuator 43FR connects the suspension arm 42 and the vehicle body frame BF and supports the vehicle body frame BF, and is constituted by a hydraulic cylinder. As shown in FIG. 2, the FR actuator 43FR has a main body portion (upper side in FIG. 2) pivotally supported by the vehicle body frame BF and a rod portion (lower side in FIG. 2) pivotally supported by the third arm 42c. .

  Here, the second arm 42b is pivotally supported by the axle hub 41 via the camber shaft 44. When the FR actuator 43FR is driven to extend and contract, a link mechanism (hereinafter referred to as the axle mechanism 41) and the suspension arm 42 is constructed. This is simply referred to as a “link mechanism”), and the wheel 2 is driven to swing around the camber shaft 44 (see FIG. 3).

  That is, normally, the wheel 2 does not slip with respect to the road surface G due to friction with the road surface G. Therefore, the link mechanism bends and stretches with the camber shaft 44 closest to the ground contact surface of the wheel 2 as a fixed shaft. As a result, the wheel 2 is driven to swing around the camber shaft 44 as a central axis.

  Further, since the axle hub 41 supports the wheel 2 from the inside of the vehicle 1, the camber shaft 44 is located on the inner side of the vehicle 1 (right side in FIG. 2) than the center line M of the wheel 2 in the front view of the vehicle 1. Has been placed.

  According to the suspension device 4 configured as described above, as shown in FIG. 3, when the FR actuator 43 FR is driven to extend and contract from the state shown in FIG. 2, the link mechanism bends and stretches, and the wheel 2 moves the camber shaft 44. The camber angle of the wheel 2 is adjusted by being driven to swing as the central axis. Further, when the FR actuator 43FR is driven to extend and contract, the link mechanism is bent and extended, and the wheel 2 is driven to swing around the camber shaft 44, whereby the vehicle body frame supported by the suspension device 4 (FR actuator 43FR). BF goes up and down. That is, when the FR actuator 43FR is driven to extend and contract, the camber angle of the wheel 2 is adjusted, and at the same time, the vehicle body frame BF moves up and down.

  Here, in the present embodiment, as described above, the camber shaft 44 is disposed on the inner side of the vehicle 1 with respect to the center line M of the wheel 2 in the front view of the vehicle 1. ), When the FR actuator 43FR is driven to contract, the wheel 2 is driven to swing in the direction of arrow A around the camber shaft 44, and the camber angle of the wheel 2 is adjusted in the positive direction (positive). . At the same time, the body frame BF rises (that is, the distance H between the body frame BF and the road surface G increases).

  On the other hand, as shown in FIG. 3B, when the FR actuator 43FR is driven to extend, the wheel 2 is driven to swing in the direction of arrow B with the camber shaft 44 as the central axis, and the camber angle of the wheel 2 is negative ( Negative). At the same time, the body frame BF is lowered (that is, the distance H between the body frame BF and the road surface G is reduced).

  Returning to FIG. The steering device 5 is configured by a rack and pinion type mechanism, and mainly includes a steering shaft 51, a hook joint 52, a steering gear 53, a tie rod 54, and a knuckle 55.

  According to the steering device 5, the operation of the steering 63 by the driver is first transmitted to the hook joint 52 via the steering shaft 51 and the angle of the pinion 53 a of the steering gear 53 is changed by the hook joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into the linear motion of the rack 53b, and the rack 53b moves linearly, so that the tie rods 54 connected to both ends of the rack 53b move to push and pull the knuckle 55. Thus, the steering angle of the wheel 2 (left and right front wheels 2FL, 2FR) is adjusted.

  The accelerator pedal 61 and the brake pedal 62 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 61, 62. Then, the wheel drive device 3 is controlled. The steering 63 is an operation member operated by the driver, and the wheel 2 is steered by the steering device 5 in accordance with the operation.

  The control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the control device 100 detects the depression state of the pedals 61 and 62 and determines the wheel drive device 3 according to the detection result. By controlling, each wheel 2 is rotationally driven. Alternatively, in a slip control process (see FIG. 8) described later, when it is determined that a predetermined slip state has occurred in the wheel 2, a link drive device 43 (FL to RR actuators 43FL to 43RR, see FIG. 7) described later. ) Is adjusted so that the camber angle of the wheel 2 becomes a predetermined camber angle in the negative direction (negative). The detailed configuration of the control device 100 will be described later with reference to FIG.

  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, and FIGS. 5 and 6 are schematic diagrams schematically showing a front view of the vehicle 1. 5 shows a state where the camber angle of the wheel 2 is adjusted in the negative direction (negative), and FIG. 6 shows a state where the camber angle of the wheel 2 is adjusted to 0 degree.

  As shown in FIG. 4, the wheel 2 includes two types of treads, an inner tread 21 and an outer tread 22. In each wheel 2, the inner tread 21 is disposed inside the vehicle 1, and the outer tread 22 is disposed on the vehicle 1. Arranged outside. In the wheel 2, the inner tread 21 and the outer tread 22 are configured to have different characteristics, and the inner tread 21 is configured to be softer than the outer tread 22 (characteristic having low rubber hardness). In the present embodiment, the treads 21 and 22 are configured to have the same width dimension (dimension in the left-right direction in FIG. 4).

  According to the wheel 2 configured as described above, the link driving device 43 (FL to RR actuators 43FL to 43RR, see FIG. 7) is controlled as shown in FIG. 5, and the camber angles θL and θR of the wheel 2 are controlled. When adjusted in the negative direction (negative), canvas last Fn is generated on the wheel 2 toward the inside of the vehicle 1.

  Further, by adjusting the camber angles θL and θR of the wheels 2 in the minus direction, the ground contact area (ground contact ratio) of the inner tread 21 disposed inside the vehicle 1 is increased, while the camber angles θL and θR are disposed outside the vehicle 1. The ground contact area (ground contact ratio) of the outer tread 22 is reduced. As a result, the contact ratio between the inner tread 21 and the outer tread 22 can be changed, so that the influence of the characteristics of the inner tread 21 can be increased by increasing the influence of the characteristics of the inner tread 21. 2 can be exhibited.

  Here, in the present embodiment, as described above, the wheel 2 has a configuration in which the inner tread 21 is softer than the outer tread 22 (characteristic of low rubber hardness). Higher grip performance than the tread 22 can be obtained. Therefore, if it is determined that a predetermined slip state has occurred in the wheel 2, if the camber angle of the wheel 2 is adjusted to a predetermined camber angle in the negative direction (negative), a high grip of the inner tread 21 is obtained. The performance can be exhibited and further suppression of the slip generated in the wheel 2 can be achieved.

  Here, the “predetermined camber angle” is a preset angle at which the camber angle of the wheel 2 sets the contact ratio of the inner tread 21 to a predetermined ratio or more.

  On the other hand, as shown in FIG. 6, when the link driving device 43 is controlled and the camber angle of the wheel 2 is adjusted to 0 degree, the ground contact ratio between the inner tread 21 and the outer tread 22 becomes substantially equal. Thereby, since the contact ratio of the inner tread 21 can be lowered, it is possible to avoid an increase in rolling resistance of the wheel 2 due to a high grip performance due to the soft characteristic (low rubber hardness characteristic) of the inner tread 21. As a result, it is possible to improve fuel efficiency by suppressing deterioration of fuel efficiency. Further, since the camber angle of the wheel 2 is adjusted to 0 degree, the canvas 2 does not occur on the wheel 2, and the fuel efficiency can be further improved accordingly.

  In the present embodiment, the camber angle of the wheel 2 is adjusted to 0 degrees when an ignition switch (not shown) is turned on. In addition, when it is determined that a predetermined slip state has occurred in the wheel 2, the camber angle of the wheel 2 applied in the negative direction (negative) is determined when the predetermined slip state is determined to be eliminated. Returned to 0 degrees. Thereby, the fuel consumption performance of the vehicle 1 can be improved.

  Next, a detailed configuration of the control device 100 will be described with reference to FIG. FIG. 7 is a block diagram showing an electrical configuration of the control device 100. As shown in FIG. 7, the control device 100 includes a CPU (Central Processing Unit) 71, an EEPROM (Electronically Erasable and Programmable Read Only Memory) 72, and a RAM (Random Access Memory) 73, and a RAM (Random Access Memory) 74 is provided. It is connected to the input / output port 75. The input / output port 75 includes a wheel driving device 3, a link driving device 43, a wheel speed sensor device 81, an accelerator pedal sensor device 61a, a brake pedal sensor device 62a, a steering sensor device 63a, and an antilock brake system control device 82 ( Hereinafter, it is referred to as “ABS control device 82”), a traction control device 83, and other input / output devices 84 are connected.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74, and is provided with a timer circuit 71a. The time measuring circuit 71a is a known circuit having an internal clock that records the current time. When the time is instructed from the CPU 71, the time measuring circuit 71a counts the instructed time and notifies the CPU 71 of the completion of the time counting by interruption.

  The EEPROM 72 stores a control program executed by the CPU 71 (for example, the program in the flowcharts shown in FIGS. 8 to 12), fixed value data, and the like in a rewritable manner and can retain the contents even after the power is turned off. Memory.

  The RAM 73 is a memory for storing various data in a rewritable manner when executing the control program. The RAM 73 stores an ABS control flag 73a and a traction control flag 73b.

  The ABS control flag 73a is a flag indicating whether or not ABS control is being performed by the ABS control device 82. The ABS control flag 73a is “1” indicating that ABS control is being performed when the ABS control device 82 is instructed to start ABS control in slip control processing (see FIG. 8) described later. Is set. In a slip release detection process (see FIG. 10), which will be described later, when the ABS control device 82 is instructed to end ABS control, “0” indicating that ABS control is not being performed is set.

  The traction controlling flag 73b is a flag indicating whether or not traction control is being performed by the traction control device 83. This traction control in-progress flag 73b indicates “1” indicating that traction control is being performed when the traction control device 83 is instructed to start traction control in slip control processing (see FIG. 8) described later. Is set. Further, in a slip release detection process (see FIG. 10) described later, “0” indicating that traction control is not being performed is set when the traction control device 83 is instructed to end traction control.

  The CPU 71 can determine whether or not ABS control is being performed in the ABS control device 82 based on the contents of the ABS control flag 73a. Further, the CPU 71 can determine whether or not the traction control device 83 is performing traction control based on the content of the traction control in-progress flag 73b.

  Then, during execution of slip control processing (see FIG. 8) to be described later, the CPU 71 does not perform ABS control in the ABS controller 82 from the contents of the ABS control flag 73a and the traction control flag 73b, and performs traction control. When it is determined that the traction control is not performed in the device 83, it is estimated that the vehicle 1 is in a sudden acceleration state or a sudden braking state, or that there is a wheel 2 in a predetermined slip state. Then, the link driving device 43 can be controlled so that a predetermined camber angle is given to the wheel 2 in the negative direction (negative), and high grip performance can be exhibited.

  Furthermore, even if the link driving device 43 is controlled so that a predetermined camber angle is given to the wheel 2 in the negative direction (negative), it is estimated that a predetermined slip state is still occurring in any of the wheels 2. In this case, the ABS control device 82 or the traction control device 83 can be instructed to start ABS control or traction control.

  On the other hand, when the CPU 71 determines that the ABS control is being performed in the ABS control device 82 from the content of the ABS control in-progress flag 73a during execution of slip release detection processing (see FIG. 10) described later, the wheel 2 If the predetermined slip state that has occurred is resolved, the ABS control device 82 is instructed to end the ABS control, and the wheel 2 is passed after a predetermined time has elapsed (in this embodiment, after 3 seconds). In order to adjust the camber angle to 0 degrees, it is possible to instruct the time measuring circuit 71a to measure time of 3 seconds.

  Further, when it is determined from the content of the traction control in-progress flag 73b that the traction control device 83 is performing traction control, if the predetermined slip state that has occurred in the wheel 2 has been eliminated, the traction control device 83. In order to adjust the camber angle of the wheel 2 to 0 degree after a lapse of a predetermined time (in the present embodiment, after 3 seconds have elapsed), It is possible to indicate the timing of seconds.

  When an ignition switch (not shown) is turned on (that is, when the power of the control device 100 is turned on), the vehicle 1 does not perform ABS control or trunk control, and therefore an ABS control flag 73a In the traction control flag 73b, “0” is set as an initial value.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and an electric motor 3a that applies a rotational driving force to the left and right front wheels 2FL, 2FR. A control circuit (not shown) for controlling the electric motor 3a based on a command from the CPU 71 is mainly provided.

  The link driving device 43 is a device for bending and stretching the link mechanism (see FIGS. 2 and 3), and includes four FL to RR actuators 43FL to 43RR that apply a driving force for bending and stretching to the link mechanism, and those A control circuit (not shown) that mainly controls each actuator 43FL to 43RR based on a command from the CPU 71 is provided.

  The FL to RR actuators 43FL to 43RR are constituted by hydraulic cylinders as described above, and a hydraulic pump (not shown) that supplies oil (hydraulic pressure) to each hydraulic cylinder (FL to RR actuators 43FL to 43RR). The solenoid valve (not shown) for switching the supply direction of oil supplied from the hydraulic pump to each hydraulic cylinder is mainly provided.

  When the control circuit of the link driving device 43 drives and controls the hydraulic pump based on an instruction from the CPU 71, each hydraulic cylinder is 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 is switched.

  The control circuit of the link driving device 43 monitors the expansion / contraction amount of each hydraulic cylinder by an expansion / contraction sensor (not shown), and the expansion / contraction driving of the hydraulic cylinder that has reached the target value (expansion / contraction amount) instructed by the CPU 71 is stopped. The The detection result by the expansion / contraction sensor is output from the control circuit to the CPU 71, and the CPU 71 can obtain the camber angle of each wheel 2 based on the detection result.

  The wheel speed sensor 81 is a device for detecting the rotation speed (wheel speed) of each of the wheels 2FL to 2RR and outputting the detection result to the CPU 71. The FL wheel speed for detecting the wheel speed of the left front wheel 2FL. Sensor 81FL, FR wheel speed sensor 81FR that detects the wheel speed of the right front wheel 2FR, RL wheel speed sensor 81RL that detects the wheel speed of the left rear wheel 2RL, and RR wheel speed that detects the wheel speed of the right rear wheel 2RR A sensor 81RR and a processing circuit (not shown) that processes the detection results of the wheel speed sensors 81FL to 81RR and outputs them to the CPU 71 are provided. In the present embodiment, these wheel speed sensors 81FL to 81RR are configured as electromagnetic sensors that detect magnetic field fluctuations of a center rotor (not shown) that rotates with the wheel 2 by a hall element (not shown). Has been.

  The CPU 71 calculates the estimated vehicle body speed (vehicle speed) of the vehicle 1 from the detection results (wheel speeds of the wheels 2FL to 2RR) of the wheel speed sensors 81FL to 81RR input from the wheel speed sensor device 81, and the estimated wheel speed. From the wheel speeds of the wheels 2FL to 2RR, the slip ratios of the wheels 2FL to 2RR can be calculated. Then, the calculated slip ratios of the wheels 2FL to 2RR are compared, and when a wheel having an abnormally large slip ratio as compared with other wheels is present, it is determined that a predetermined slip state occurs in the wheel. Can do.

  The accelerator pedal sensor device 61a is a device for detecting the depression state of the accelerator pedal 61 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the accelerator pedal 61; A processing circuit (not shown) that processes the detection result of the angle sensor and outputs the result to the CPU 71 is provided.

  The brake pedal sensor device 62a is a device for detecting the depression state of the brake pedal 62 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the brake pedal 62; A processing circuit (not shown) that processes the detection result of the angle sensor and outputs the result to the CPU 71 is provided.

  The steering sensor device 63a is a device for detecting the operation state of the steering 63 and outputting the detection result to the CPU 71, and an angle sensor (not shown) for detecting the rotation angle of the steering 63 in association with the rotation direction. ) 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 61 and 62 and the rotation angle of the steering 63 from the detection results of the angle sensors input from the sensor devices 61a, 62a and 63a, and time-differentiates the detection results. The depression speed of each pedal 61, 62 and the rotation speed of the steering 63 can be obtained.

  Thus, the CPU 71 can determine that the vehicle 1 is in the sudden acceleration state or the sudden braking state when the depression speed of the pedals 61 and 62 is greater than a predetermined speed. Further, when the rotational speed of the steering 63 is higher than the predetermined rotational speed, it can be determined that the vehicle 1 is in a sudden turning state.

  The ABS control device 82 controls the braking force applied to the wheel 2 so that the slip rate of each wheel 2 does not exceed a predetermined range during braking (ABS control), so that the slip rate of the wheel 2 is 100% ( It is a known device that suppresses locking.

  In addition, the traction control device 83 controls the wheel drive device 3 (electric motor 3a) so that the slip ratio of the drive wheels (left and right front wheels 2FL, 2FR) does not exceed a predetermined range during driving (when starting or accelerating). Is a known device that suppresses slippage of the drive wheels (left and right front wheels 2FL, 2RR) by controlling the rotational drive force applied to the drive wheels (left and right front wheels 2FL, 2RR) (traction control).

  In the present embodiment, as described above, in the slip control process (see FIG. 8), it is determined that the vehicle 1 is in the sudden braking state or the sudden acceleration state, or the wheel 2 in which the predetermined slip state occurs. Even after the link driving device 43 is controlled so that a predetermined camber angle is given to the wheel 2 in the negative direction (negative) with respect to the wheel 2, a predetermined slip state is applied to any of the wheels 2. In the case where it is presumed that the vehicle has occurred, the ABS control by the ABS control device 82 or the traction control by the traction control device 83 is started.

  As another input / output device 84 illustrated in FIG. 7, for example, an optical sensor that measures a posture (inclination or the like) of the vehicle 1 (body frame BF) with respect to a road surface is exemplified.

  Next, the slip control process will be described with reference to FIG. FIG. 8 is a flowchart showing the slip control process. This process is performed when the vehicle 1 is determined to be in a sudden braking state or a rapid acceleration state, or when it is determined that a predetermined slip state has occurred in any of the wheels 2. This is a process to suppress. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on.

  Here, in the description of the slip control process shown in FIG. 8, FIG. 9 will be referred to as appropriate. FIG. 9 is a schematic diagram schematically showing the relationship between the slip ratio λ and the braking force F, and the alternate long and short dash line L21 is a graph in the state shown in FIG. 5 in which a predetermined camber angle is given to the wheel 2 in the minus direction. The broken line L22 corresponds to the graph in the state shown in FIG. 6 in which the camber angle of the wheel 2 is adjusted to 0 °.

  The slip ratio λ is a ratio of the wheel speed (circumferential speed) Vt of the wheel 2 to the vehicle speed Vc of the vehicle 1, and is defined by λ = (Vc−Vt) / Vc at the time of braking where Vc> Vt. Therefore, when the wheel 2 rotates without slipping (slipping) with respect to the road surface, the vehicle speed Vc of the vehicle 1 and the wheel speed Vt of the wheel 2 are the same speed, so λ = 0. On the other hand, when the wheel 2 is completely locked (rotation is stopped), the wheel speed Vt of the wheel 2 is 0, so λ = 1. In the present embodiment, as shown in FIG. 9, when the slip ratio λ becomes λ1, the braking force F becomes the maximum value Fmax.

  Note that the slip ratio λ is calculated based on the detection result of the wheel speed sensor device 81 as described above. That is, the vehicle speed Vc of the vehicle 1 and the wheel speed Vt of the wheels 2 (each wheel 2FL to 2RR) are calculated from the detection result of the wheel speed sensor device 81, and the slip rate is independently determined for each wheel 2FL to 2RR from these calculated values. To calculate.

  Regarding the slip control process, the CPU 71 first determines whether or not the content of the ABS control flag 73a stored in the RAM 73 is “0” and the content of the traction control flag 73b is “0” ( S1). As a result, when it is determined that the content of any of the ABS control flag 73a and the traction control flag 73b is "1" (S1: No), control for suppressing slip (ABS control or traction control). This slip control process is terminated.

  On the other hand, if it is determined that the content of the ABS control flag 73a is “0” and the content of the traction control flag 73b is “0” as a result of the processing of S1 (S1: Yes), ABS control and Since it can be determined that the traction control is not performed, the respective detection results (the depression amount of the accelerator pedal 61 and the depression amount of the brake pedal 62) are read and read from the accelerator pedal sensor device 61a and the brake pedal sensor device 62a. The stepping speed of each pedal 61, 62 is calculated by differentiating the depression amount of each pedal 61, 62 with respect to time (S2).

  Then, it is determined from the calculated depression speed of each pedal 61, 62 whether the vehicle 1 is in a sudden acceleration state or a sudden deceleration state (S3). As a result, when it is determined that the vehicle 1 is not in the rapid acceleration state or the rapid deceleration state (S3: No), then, in order to determine the slip state of the wheels 2FL to 2RR, the wheel speed sensor device 81 ( FL-RR wheel speed sensors 81FL-RR) detection results (wheel speeds of the respective wheels 2FL-2RR) are read, and the slip ratios of the respective wheels 2FL-2RR are calculated from the read wheel speeds of the respective wheels 2FL-2RR. (S4).

  Then, the calculated slip rates of the respective wheels 2FL to 2RR are respectively confirmed, and whether or not there is a wheel 2 in a predetermined slip state (the slip rate λ is equal to or greater than λ1) among the wheels 2FL to 2RR. That is, it is determined whether or not there is a wheel 2 that satisfies λ ≧ λ1 (S5).

  As a result, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip rate λ of the wheel 2 does not reach λ1 (λ <λ1) (S5: No), the vehicle 1 is accelerated rapidly. Since neither the state nor the sudden braking state is present and the predetermined slip state is not generated in each of the wheels 2FL to 2RR, it is not necessary to perform control for suppressing the slip, and thus the slip control process is ended.

  Further, when it is determined as a result of the processing of S5 that there is a wheel 2 in a predetermined slip state (slip rate λ is equal to or greater than λ1), that is, there is a wheel 2 that satisfies λ ≧ λ1 ( S5: Yes), the link driving device 43 (FL to RR actuator 43FL to be given a predetermined camber angle in the negative direction (negative) for the slipping wheel 2 (satisfying λ ≧ λ1). 43RR) is controlled (S6), and the process proceeds to S8.

  As a result, the contact ratio of the inner tread 21 can be increased with respect to the wheel 2 for which it is determined that a predetermined slip state has occurred. Therefore, the influence of the soft characteristics of the inner tread 21 is increased, and the inner tread 21 is increased. The wheel 2 can exhibit the performance obtained by the above characteristics, that is, the high grip performance. Therefore, since the grip force of the wheel 2 can be increased, it is possible to suppress the slip that has occurred in the wheel 2.

  That is, in the process of S5, since the camber angle of the wheel 2 determined to be in a predetermined slip state (slip rate λ is equal to or larger than λ1) is adjusted to 0 degree (see FIG. 6), it is shown in FIG. It is in a state indicated by a position P5 on the broken line L22. From this state (position P5), when the camber angle in the minus direction is given to the wheel 2 by the process of S6 and the contact ratio of the inner tread 21 is increased, the slip ratio λ increases with the increase of the contact ratio. Decreases, and the state of the wheel 2 transitions toward the position P6 along the two-dot chain line Lm shown in FIG. When the camber angle reaches a predetermined camber angle (see FIG. 5), the state of the wheel 2 reaches a position P6 on the alternate long and short dash line L21. As a result, the grip force (braking force F) of the wheel 2 can be increased, and the slip that has occurred on the wheel 2 can be suppressed.

  Thus, in this embodiment, until the slip rate λ of the wheel 2 reaches λ1, the camber angle of the wheel 2 is maintained at 0 degree (that is, the rolling resistance is low), and the slip rate λ is λ1. For the first time, the camber angle of the wheel 2 is adjusted to the minus direction (high grip side), so that slippage is suppressed while ensuring low-rolling travel and improving fuel efficiency. Can be achieved.

  On the other hand, when it is determined that the vehicle 1 is in a sudden acceleration state or a sudden braking state as a result of the processing of S3 (S3: Yes), predetermined in a negative direction (negative) with respect to all the wheels 2FL to 2RR. The link driving device 43 (FL to RR actuators 43FL to 43RR) is controlled so that the camber angle is given (S7), and the process proceeds to S8.

  As a result, when it is determined that the vehicle 1 is in a sudden braking state or a sudden acceleration state, all the wheels 2FL to 2RR are immediately applied regardless of whether or not there is a wheel 2 in a predetermined slip state. On the other hand, the contact ratio of the second tread can be increased. Therefore, the grip performance of the wheel 2 can be improved immediately and reliably in a situation where the possibility of a predetermined slip state occurring in the wheel 2 such as a sudden braking state or a sudden acceleration state is extremely high.

  Next, after giving a predetermined camber angle in the negative direction (negative) to all or any of the wheels 2FL to 2RR, in order to further determine the slip state of each wheel 2FL to 2RR, in the process of S8, Similarly to the processing of S4, the detection results (wheel speeds of the respective wheels 2FL to 2RR) of the wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to 81RR) are read, and the respective slip ratios of the respective wheels 2FL to 2RR are read. Is calculated (S8).

  Then, similarly to the process of S5, the calculated slip ratios of the respective wheels 2FL to 2RR are confirmed, and the respective wheels 2FL to 2RR are in a predetermined slip state (the slip ratio λ is equal to or larger than λ1). It is determined whether or not there is a wheel 2, that is, whether or not there is a wheel 2 that satisfies λ ≧ λ1 (S9).

  As a result, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip ratio λ of the wheel 2 has not reached λ1 (λ <λ1) (S9: No), negative direction (negative) A sufficient gripping force is applied to the wheel 2 by the predetermined camber angle applied to the wheel 2 so that it can be determined that the predetermined slip state is suppressed (or eliminated) in the wheel 2, so the clock circuit 71a is instructed to measure the time for 3 seconds. In step S10, the slip control process ends.

  Thereby, after controlling the link drive device 43 so that the ground contact ratio of the inner tread 21 is increased with respect to the wheel 2 or all the wheels 2 determined to be in a predetermined slip state, If it is determined that the slip state is suppressed (or eliminated), it is possible to avoid the ABS control or traction control being performed by the ABS control device 82 or the traction control device 83, so the number of times of performing ABS control or traction control is determined. Can be reduced.

  Therefore, it is possible to suppress the passenger from feeling uncomfortable or uncomfortable due to vibration and sound due to ABS control, and insufficient acceleration due to traction control. Therefore, when slip occurs on the wheel 2, the ABS control or traction control can be used. While suppressing discomfort and discomfort, the slip can be suppressed.

  Further, as a result of the process of S10, the time counting circuit 71a is instructed to time for 3 seconds. Therefore, in the camber release processing (see FIG. 12) described later, all the wheels are counted after the time counting circuit 71a measures the time for 3 seconds. The camber angle of 2FL to 2RR can be adjusted to 0 degree.

  On the other hand, when it is determined that there is a wheel 2 in a predetermined slip state as a result of the process of S9 (S9: Yes), a predetermined camber angle is given in the minus direction by the process of S6 or S7, and the inner tread. By increasing the contact ratio of 21 (see FIG. 5), the slip ratio λ of the wheel 2 is reduced to λ1 even though the state of the wheel 2 is shifted to the position P6 on the one-dot chain line L21 shown in FIG. That is, it means that the state of the wheel 2 transits along the alternate long and short dash line L21 shown in FIG. 9 and exceeds the position P9.

  Therefore, in this case (S9: Yes), since it is necessary to suppress slip by ABS control or traction control, the vehicle 1 is braked from the output result of the brake pedal sensor device 62a (the amount of depression of the brake pedal 62). It is determined whether it is time (S11). As a result, when it is determined that the vehicle 1 is in braking (S11: Yes), the ABS control device 82 is instructed to start ABS control (S12). Then, the ABS control flag 73a provided in the RAM 73 is set to “1” (S13), and this slip control process is terminated.

  If it is determined that the vehicle 1 is not braking (S11: No), the traction control device 83 is instructed to start traction control (S14). Then, the traction controlling flag 73b provided in the RAM 73 is set to “1” (S15), and the slip control process is terminated.

  As a result, when the wheel 2 in a predetermined slip state exists even though the contact ratio of the inner tread 21 is increased and the grip performance of the wheel 2 is enhanced by the processing of S6 or S7, the wheel 2 The slip can be suppressed by performing ABS control or traction control for controlling braking force or driving force applied to the vehicle. Therefore, the safety of the vehicle 1 can be improved.

  Further, as a result of the processing in S13, the ABS control flag 73a is set to “1”, so that the predetermined slip state that has occurred in the wheel 2 is eliminated in the slip release detection processing (see FIG. 10) described later. Then, the ABS control device 82 is instructed to end the ABS control, and after 3 seconds have elapsed, in order to adjust the camber angle of the wheel 2 to 0 degrees, the time measuring circuit 71a is instructed to measure 3 seconds. be able to.

  Further, as a result of the processing of S15, the traction control in-progress flag 73b is set to “1”, so that the predetermined slip state that has occurred in the wheel 2 is eliminated in the slip release detection processing (see FIG. 10) described later. Then, the traction control device 83 is instructed to end the traction control, and after 3 seconds have elapsed, in order to adjust the camber angle of the wheel 2 to 0 degrees, the time counting circuit 71a is instructed to measure 3 seconds. be able to.

  Next, the slip release detection process will be described with reference to FIG. FIG. 10 is a flowchart showing slip release detection processing. This process determines whether or not a predetermined slip state that has occurred in the wheel 2 has been canceled when ABS control or traction control is started in the above-described slip control process, and if the slip state has been canceled. This is processing for terminating ABS control or traction control. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on.

  Here, in the description of the slip release detection process shown in FIG. 10, FIG. 11 is referred to as appropriate. FIG. 11 is a schematic diagram schematically showing the relationship between the slip ratio λ and the generated force C. The solid line LL is a graph showing the longitudinal force of the wheel 2 generated in the traveling direction of the vehicle 1, and the broken line LW is The graphs respectively correspond to the lateral forces of the wheels 2 generated in the direction orthogonal to the traveling direction of the vehicle 1. Note that λ1 is a slip ratio at which the longitudinal force of the wheel 2 is maximized, and λ3 is a value smaller than λ1 by a predetermined value (λ3 <λ1).

  Regarding the slip release detection process, the CPU 71 first determines whether or not the content of the ABS control flag 73a is “1” (S21). As a result, when it is determined that the content of the ABS control flag 73a is “1” (S21: Yes), it can be determined that the ABS control is being performed in the ABS control device 82. Next, in order to determine whether or not the predetermined slip state that has occurred has been eliminated, the detection result of the wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to RR) (the wheel speed of each wheel 2FL to 2RR) ) And the slip ratios of the wheels 2FL to 2RR are calculated from the wheel speeds of the read wheels 2FL to 2RR (S22).

  Then, the calculated slip rates of the respective wheels 2FL to 2RR are respectively confirmed, and whether or not there is a wheel 2 in a predetermined slip state (the slip rate λ is equal to or larger than λ3) among the wheels 2FL to 2RR. That is, it is determined whether or not there is a wheel 2 that satisfies λ ≧ λ3 (S23).

  As a result, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip ratio λ of the wheel 2 does not reach λ3 (λ <λ3) (S23: No), the wheel 2 is controlled by ABS control. Since it can be determined that the predetermined slip state that has occurred in step S3 has been eliminated, the ABS control device 82 is instructed to end the ABS control (S24). Thereby, the ABS control by the ABS control device 82 is terminated.

  Next, the ABS controlling flag 73a is set to “0” (S25). As a result, the CPU 71 can determine that the ABS control is not being performed, and whether or not the vehicle 1 is in the rapid acceleration state or the rapid braking state again in the above-described slip control process (see FIG. 8). It is possible to monitor whether or not there is a wheel 2 in which a predetermined slip state occurs.

  On the other hand, when it is determined as a result of the processing of S23 that there is a wheel 2 in a predetermined slip state (slip rate λ is equal to or greater than λ3), that is, there is a wheel 2 that satisfies λ ≧ λ3. (S23: Yes), the processing after S24 is skipped, and this slip release detection processing is terminated. Thereby, since the ABS control by the ABS control device 82 is continuously performed until the predetermined slip state generated in the wheel 2 is eliminated, the safety of the vehicle can be ensured.

  On the other hand, as a result of the processing of S21, when it is determined that the content of the ABS controlling flag 73a is not "1", that is, "0" (S21: No), the ABS control by the ABS control device 82 is performed. Then, it is determined whether or not the content of the traction controlling flag 73b is “1” (S26).

  As a result, when it is determined that the content of the traction controlling flag 73b is not “1”, that is, “0” (S26: No), it can be determined that the traction control by the traction control device 83 is not performed. The slip release detection process is terminated.

  On the other hand, as a result of the processing of S26, when it is determined that the content of the traction control flag 73b is “1” (S26: Yes), it can be determined that the traction control device 83 is performing traction control. The wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to RR) is used in the same way as the process of S22 in order to determine whether or not the predetermined slip state that has occurred in the wheel 2 by the traction control has been eliminated. Is detected (the wheel speed of each wheel 2FL to 2RR), and the slip ratio of each wheel 2FL to 2RR is calculated (S27).

  Then, similarly to the processing of S23, the calculated slip ratios of the respective wheels 2FL to 2RR are confirmed, and the respective wheels 2FL to 2RR are in a predetermined slip state (the slip ratio λ is equal to or larger than λ3). It is determined whether or not the wheel 2 exists, that is, whether or not the wheel 2 satisfying λ ≧ λ3 exists (S28).

  As a result, when it is determined that there is a wheel 2 in a predetermined slip state (S28: Yes), the processing after S29 is skipped, and this slip release detection processing is ended. Thereby, since the traction control by the traction control device 82 is continuously performed until the predetermined slip state generated in the wheel 2 is eliminated, the safety of the vehicle can be ensured.

  On the other hand, as a result of the processing of S28, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip ratio λ of the wheel 2 has not reached λ3 (λ <λ3) (S28: No), Since it can be determined that the predetermined slip state generated in the wheel 2 due to the traction control has been eliminated, the traction control device 83 is instructed to end the traction control (S29). Thereby, the traction control by the traction control device 83 is terminated.

  Next, the traction controlling flag 73b is set to “0” (S30). As a result, the CPU 71 can determine that traction control is not being performed, and whether or not the vehicle 1 is in the rapid acceleration state or the rapid braking state again in the above-described slip control process (see FIG. 8). It is possible to monitor whether or not there is a wheel 2 in which a predetermined slip state occurs.

  Then, after the processes of S25 and S30, the timer circuit 71a is instructed to measure the time for 3 seconds (S31), and the slip release detection process is terminated. Thus, in the camber release process (see FIG. 12) described later, the camber angles of all the wheels 2FL to 2RR can be adjusted to 0 degree after the time counting circuit 71a has timed for 3 seconds.

  Next, the camber cancellation process will be described with reference to FIG. FIG. 12 is a flowchart showing the camber release process. This processing is all performed when an interrupt for notifying completion of timing for 3 seconds, which is instructed to the timing circuit 71a in the slip control processing (see FIG. 8) and the slip release detection processing (see FIG. 10) described above, is detected. This is a process for adjusting the camber angles of the wheels 2FL to 2RR to 0 degrees. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on.

  Regarding the camber cancellation process, the CPU 71 first determines whether or not there is an interrupt of timing completion from the timing circuit 71a (S41). As a result, when it is determined that there is no timing completion interrupt (S41: No), it can be determined that the timing circuit 71a has not completed the timing for 3 seconds. The process ends.

  On the other hand, if it is determined as a result of the processing of S41 that there is an interrupt of time measurement completion (S41: Yes), it can be determined that the time measurement circuit 71a has completed the time measurement for 3 seconds, so that all the wheels 2FL to 2RR are The link driving device 43 (FL to RR actuators 43FL to 43RR) is controlled so that the camber angle becomes 0 degrees (S42), and this camber release processing is terminated.

  Thereby, since the camber angles of all the wheels 2FL to 2RR are adjusted to 0 degree, as described above, the ground contact ratio of the inner tread 21 of the wheel 2 can be lowered, and the rolling resistance of the wheel 2 is prevented from increasing. can do. Therefore, it is possible to improve the fuel consumption performance by suppressing the deterioration of the fuel consumption. Further, since the camber angle of the wheel 2 is adjusted to 0 degree, the canvas 2 does not occur on the wheel 2, and the fuel efficiency can be further improved accordingly.

  Further, when it is determined in the slip control process (see FIG. 8) or the slip release detection process (see FIG. 10) that the predetermined slip state generated in the wheel 2 has been eliminated, the time measuring means 71a performs 3 seconds. After the time measurement is completed for 3 seconds, the camber angle of the wheel 2 is adjusted to 0 degree. Therefore, even after the predetermined slip state is resolved, high grip performance can be maintained for 3 seconds.

  Thereby, the slip rate of the wheel 2 can further be reduced by the grip force generated in the wheel 2 in the three seconds. Therefore, when the camber angle of the wheel 2 is adjusted to 0 degree and the ground contact ratio of the inner tread 21 is decreased, the grip performance of the wheel 2 is reduced, thereby preventing a predetermined slip state from occurring again on the wheel 2. it can.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, an ABS control device 82 and a traction control device 83 (see FIG. 7) that suppress the slip of the wheel 2 are provided, and when a predetermined slip state occurs in the wheel 2, the ABS control device 82. In addition, the control device 100 has been described in which the operation of the traction control device 83 is avoided as much as possible to suppress the sense of discomfort and discomfort by the ABS control device 82 and the traction control device 83 and to suppress the slip. On the other hand, in the second embodiment, a side slip prevention control device 87 (see FIG. 13) that suppresses the slip of the wheel 2 in the lateral direction (the left-right direction of the vehicle 1) is provided. When a predetermined slip state occurs in the left-right direction of the vehicle 1, the operation of the skid prevention control device 87 is avoided as much as possible, and the sense of discomfort and discomfort by the skid prevention control device 87 is suppressed, while the lateral direction ( A control device 200 capable of suppressing slip in the left-right direction of the vehicle 1 will be described.

  In the present embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In the present embodiment, the vehicle 1 in the first embodiment is described as being controlled by the control device 200.

  FIG. 13 is a block diagram illustrating an electrical configuration of the control device 200 according to the second embodiment. The control device 200 according to the second embodiment is different from the control device 100 according to the first embodiment (see FIG. 7) in that the RAM 273 is provided in place of the RAM 73 and the input / output port 75 is provided. Is that an acceleration sensor device 85, a rotational angular velocity sensor device 86, and a skid prevention control device 87 are connected in place of the ABS control device 82 and the traction control device 83.

  Further, the EEPROM 72 stores a program of flowcharts shown in FIGS. 14 to 16 in place of the program of the flowcharts shown in FIGS.

  12 is stored in the EEPROM 72 also in the control device 200 in the present embodiment, and is repeatedly performed by the CPU 71 while the power of the control device 200 is turned on (for example, , At 0.2 ms intervals). Then, by this camber canceling process, the time counting for 3 seconds instructed to the clock circuit 71a in the slip control process (see FIGS. 14 and 15) and the slip canceling detecting process (see FIG. 15) described later in the second embodiment. When an interruption notifying completion is detected, the camber angles of all the wheels 2FL to 2RR are adjusted to 0 degree.

  The RAM 273 is a memory for storing various data in a rewritable manner when executing the control program. The RAM 273 stores a skid prevention control in-progress flag 273a.

  The side-slip prevention control flag 273a is a flag indicating whether or not the side-slip prevention control is being performed by the side-slip prevention control device 87, and in a slip control process (see FIGS. 14 and 15) described later, the side-slip prevention control device 87. When the start of skid prevention control is instructed to “1”, “1” indicating that the skid prevention control is being performed is set, and in the slip release detection process (see FIG. 16) described later, the skid prevention control device 87 is set. Is set to “0” indicating that the skid prevention control is not performed.

  The CPU 71 can determine whether or not the skid prevention control is being performed in the skid prevention control device 87 based on the content of the skid prevention control in-progress flag 273a. Then, the CPU 71 determines that the skid prevention control device 87 is not performing the skid prevention control from the contents of the skid prevention control in-progress flag 273a during the slip control process (see FIG. 14 or FIG. 15) described later. In this case, if the vehicle 1 is in a sudden turning state, or if a predetermined slip state occurs in any of the wheels 2 in the lateral direction (the left-right direction of the vehicle 1), a negative direction (negative) ), The link driving device 43 can be controlled so that a predetermined camber angle is given, and a high grip performance can be exhibited.

  Further, even if the link driving device 43 is controlled so that a predetermined camber angle is given to the wheel 2 in the minus direction (negative), the wheel 2 is still in the lateral direction (the left-right direction of the vehicle 1). When it is estimated that a predetermined slip state has occurred, the skid prevention control device 87 can be instructed to start the skid prevention control.

  On the other hand, the CPU 71 performs the lateral direction that has occurred in the wheel 2 when it is determined that the skid prevention control device 87 is performing the skid prevention control during the slip release detection process (see FIG. 16) described later. If the predetermined slip state (the left-right direction of the vehicle 1) has been eliminated, the skid prevention control device 87 is instructed to end the skid prevention control, and after a predetermined time has elapsed (3 seconds in the present embodiment). In order to adjust the camber angle of the wheel 2 to 0 degree (after the elapse of time), it is possible to instruct the timing circuit 71a to measure time of 3 seconds.

  Note that when the ignition switch (not shown) is turned on (that is, when the power of the control device 100 is turned on), the vehicle 1 does not perform the skid prevention control. “0” is set as an initial value.

  The acceleration sensor device 85 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor devices 85a and 85b and the detection results of the acceleration sensors 85a and 85b are provided. And a processing circuit (not shown) for processing the above and outputting it to the CPU 71.

  The longitudinal acceleration sensor 85a is a sensor for detecting the acceleration in the longitudinal direction (FIG. 1 vertical direction) of the vehicle body frame BF (see FIG. 1), and the lateral acceleration sensor 85b is the lateral direction of the vehicle body frame BF (horizontal direction in FIG. 1). This is a sensor for detecting the acceleration (lateral acceleration). In the present embodiment, these acceleration sensors 85a and 85b are configured as piezoelectric sensors using piezoelectric elements. Further, the longitudinal acceleration of the vehicle body frame BF detected by the longitudinal acceleration sensor 85a is detected as a positive value when the vehicle 1 is in an acceleration state, and is a negative value when the vehicle 1 is in a deceleration state. Detected.

  The CPU 71 is calculated separately from the detection result (actual value of the lateral acceleration) of the lateral acceleration sensor 81b during the slip control process (see FIGS. 14 and 15) and the slip release detection process (FIG. 16) described later. If the estimated value of the lateral acceleration is larger than the actually measured value, the wheel 2 (outer wheel) located outside the turning direction of the vehicle 1 slips to the side and skids. It can be determined that the state is present.

The CPU 71 can determine the lateral acceleration estimated value A as follows. First, the estimated vehicle body speed (vehicle speed) V of the vehicle 1 is calculated from the detection results (wheel speeds of the wheels 2FL to 2RR) of the wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to 81RR). Further, the steering angle of the wheel 2 is calculated from the detection result of the steering sensor device 63a (the rotation angle of the steering 63), and the turning radius R of the vehicle 1 is calculated from the steering angle of the wheel 2. Then, an estimated value A of the lateral acceleration can be calculated from the estimated vehicle body speed (vehicle speed) V of the vehicle 1 and the turning radius R by the following equation (1).
A = V ^ 2 / R (1)
The rotational angular velocity sensor device 86 is a device for detecting the rotational angular velocity of the vehicle 1 and outputting the detection result to the CPU 71. The rotational angular velocity sensor device 86 passes along the center of the vehicle 1 along the longitudinal direction of the vehicle 1 and along the lateral direction. A gyro sensor 86a that detects the rotational angular velocities (pitch rate, roll rate, yaw rate) of the vehicle body frame BF that rotate about the three axes of the axis and the height direction, respectively, as the central axes, and the gyro sensor 86a And a processing circuit (not shown) that processes the detection result of the sensor and outputs the result to the CPU 71.

  In the present embodiment, the gyro sensor 86a is constituted by an optical fiber gyro that operates using the principle of the Sagnac effect. However, it is naturally possible to use other types of gyro sensors. Examples of other types of gyro sensors include a mechanical gyro sensor and a piezoelectric gyro sensor.

  The CPU 71 separates the measured yaw rate read from the detection result (rotational angular velocity) of the gyro sensor 86a during the slip control process (see FIGS. 14 and 15) and the slip release detection process (FIG. 16), which will be described later. The calculated estimated value of the yaw rate is compared, and when the estimated value of the yaw rate is larger than the actually measured value, the wheel 2 (the left and right front wheels 2FL) located on the front side in the forward direction of the vehicle 1 (arrow FWD side in FIG. 1). , 2FR) can be determined to be an understeer state in which the outer side slips outward and makes a large turn.

  Further, when the estimated value of the yaw rate is smaller than the actually measured value, the wheels 2 (left and right rear wheels 2RL, 2RR) located on the rear side in the forward direction of the vehicle 1 (on the opposite arrow FWD side in FIG. 1) slip outward. Thus, it can be determined that the vehicle is in an oversteer state where the vehicle turns slightly.

The CPU 71 calculates the estimated value ω of the yaw rate from the detection result of the wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to 81RR) (the wheel speed of each wheel 2FL to 2RR). From the estimated vehicle body speed (vehicle speed) V and the turning radius R calculated based on the detection result of the steering sensor device 63 (rotation angle of the steering wheel 63), it can be calculated by the following equation (2).
ω = V / R (2)
The side slip prevention control device 87 is configured to prevent the wheel 2 from slipping in the lateral direction (the left-right direction of the vehicle 1) and turning the vehicle 1 into an understeer state, an oversteer state, or a skid state during turning. This is a known device for controlling the driving force and the braking force applied to the vehicle (side slip prevention control).

  In the present embodiment, as described above, in the slip control process (see FIGS. 14 and 15) described later, it is determined that the vehicle 1 is in a sudden turning state, or the vehicle 2 is in the lateral direction (vehicle Even after the link driving device 43 is controlled so that a predetermined camber angle is given to the wheel 2 in the minus direction (negative), it is determined that a predetermined slip state has occurred in the left and right direction 1). When it is estimated that a predetermined slip state is occurring in any of the wheels 2 in the lateral direction (the left-right direction of the vehicle 1), the side-slip prevention control by the side-slip prevention control device 87 is started.

  Next, the slip control process in the second embodiment will be described with reference to FIGS. 14 and 15. 14 and 15 are flowcharts showing the slip control process. This process is performed when it is determined that the vehicle 1 is in a sudden turning state, or when it is determined that a predetermined slip state has occurred in one of the wheels 2 in the lateral direction (the left-right direction of the vehicle 1). This is a process for suppressing the slip of the wheel 2. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 200 is powered on.

  FIG. 14 illustrates the processes from S51 to S62 in the slip control process, and FIG. 15 illustrates the processes from S63 to S69 in the slip control process.

  First, referring to FIG. 14, regarding the slip control process, the CPU 71 first determines whether or not the content of the skid prevention control flag 273a stored in the RAM 273 is “0” (S51). As a result, when it is determined that the content of the skid prevention control in-progress flag 273a is not “0”, that is, “1” (S51: No), the slip in the lateral direction (the left-right direction of the vehicle 1) is already suppressed. Therefore, the slip control process is terminated (see FIG. 15).

  On the other hand, if it is determined that the content of the skid prevention control flag 273a is “0” as a result of the process of S51 (S51: Yes), it can be judged that the skid prevention control has not been performed. The detection result of 63a (the rotation angle of the steering wheel 63) is read, and the rotation speed of the steering wheel 63 is calculated by time differentiation of the read rotation angle of the steering wheel 63 (S52).

  Then, it is determined from the calculated rotation speed of the steering 63 whether or not the vehicle 1 is in a sudden turning state (S53). As a result, if it is determined that the vehicle 1 is not in a sudden turn state (S53: No), then, in order to determine the slip state in the lateral direction (the left-right direction of the vehicle 1) at each wheel 2FL-2RR, Detection result (actual value of yaw rate) of rotation angular velocity sensor device 86 (gyro sensor 86a), detection result (measurement value of lateral acceleration) of acceleration sensor device 85 (lateral acceleration sensor 85b), and detection of steering sensor device 63a The result (the rotation angle of the steering wheel 63) and the detection result (the wheel speed of each wheel 2FL to 2RR) of the wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to 81RR) are read (S54).

  Next, the estimated vehicle body speed (vehicle speed) V of the vehicle 1 is calculated from the wheel speeds of the read wheels 2FL to 2RR, and the turning radius R of the vehicle 1 is calculated based on the rotation angle of the steering 63. The lateral acceleration (A) and the yaw rate (ω) are estimated from the equations (1) and (2) (S55).

  Then, it is determined whether or not the estimated value of the yaw rate estimated in the process of S55 is larger than the actual measured value of the yaw rate read in the process of S54 (S56). In this embodiment, in consideration of the detection error of each sensor device and the calculation error by the CPU 71, the estimated value and the measured value are equal when the difference between the estimated value of the yaw rate and the measured value is within 5%. In step S56, the No branch is advanced. In S58 and S65 described later, and also in S74 of the slip release detection process illustrated in FIG. 16, if the difference between the estimated value of yaw rate and the measured value is within 5%, the estimated value and the measured value are equal. Treat as.

  As a result of the processing of S56, when it is determined that the estimated value of the yaw rate is larger than the actual measurement value (S56: Yes), the left and right front wheels 2FL, 2FR are in a predetermined slip state (lateral direction (left-right direction of the vehicle 1)). Link slippage), the vehicle 1 is determined to be in an understeer state, and the link drive device 43 (the negative camber angle is given to the left and right front wheels 2FL, 2FR in a negative direction (negative). FL, FR actuators 43FL, 43FR) are controlled (S57). Then, the process proceeds to S60.

  As a result, the ground contact ratio of the inner tread 21 can be increased with respect to the left and right front wheels 2FL and 2FR causing the understeer. Therefore, the influence of the soft characteristics of the inner tread 21 is increased, and the inner tread 21 is increased. The high grip performance obtained by these characteristics can be exerted on the front wheels 2FL, 2RR. Therefore, since the grip force of the front wheels 2FL and 2FR can be increased, it is possible to suppress the slip in the lateral direction (the left and right direction of the vehicle 1) that has occurred in the front wheels 2FL and 2FR, and therefore suppress the understeer. be able to.

  On the other hand, if it is determined as a result of the process of S56 that the estimated value of the yaw rate is not larger than the actually measured value (S56: No), then the estimated value of the yaw rate estimated in the process of S55 is the process of S54. It is determined whether or not the read yaw rate is smaller than the actually measured value (S58). As a result, when it is determined that the estimated value of the yaw rate is smaller than the actually measured value (S58: Yes), the left and right rear wheels 2RL and 2RR slip in a predetermined slip state (lateral direction (left and right direction of the vehicle 1)). ) Occurs, the vehicle 1 is determined to be in an oversteer state, and the link driving device 43 (RL) is applied so that a predetermined camber angle is given to the left and right rear wheels 2RL, 2RR in the negative direction (negative). , RR actuators 43RL, 43RR) are controlled (S59). Then, the process proceeds to S60.

  Thereby, since the ground contact ratio of the inner tread 21 can be increased with respect to the left and right rear wheels 2RL and 2RR causing oversteer, the influence of the soft characteristic of the inner tread 21 is increased, and the inner tread 21 is increased. The high grip performance obtained by the characteristic 21 can be exhibited in the rear wheels 2RL and 2RR. Therefore, since the grip force of the rear wheels 2RL, 2RR can be increased, it is possible to suppress the slip in the lateral direction (the left-right direction of the vehicle 1) that has occurred in the rear wheels 2RL, 2RR. Can be achieved.

  On the other hand, when it is determined that the estimated value of the yaw rate is not smaller than the actually measured value as a result of the process of S58 (S58: No), it can be determined that the vehicle 1 is neither in the understeer state nor the oversteer state. The process proceeds to S60 without adjusting the camber angles of the wheels 2FL to 2RR.

  Next, in the process of S60, it is determined whether or not the estimated value of the lateral acceleration estimated in the process of S55 is larger than the actually measured value of the lateral acceleration read in the process of S54 (S60). In this embodiment, the detection error of each sensor device and the calculation error by the CPU 71 are taken into consideration, and the estimated value and the actual measurement value are equal when the difference between the estimated value of the lateral acceleration and the actual measurement value is within 5%. As a matter of course, the No branch is advanced in the process of S60. Also in S66 described later and the processing of S75 of the slip release detection process shown in FIG. 16, if the difference between the estimated value of the lateral acceleration and the measured value is within 5%, the estimated value and the measured value are equal. Treat as.

  As a result of the processing of S60, when it is determined that the estimated value of the lateral acceleration is larger than the actual measurement value (S60: Yes), a predetermined slip state is applied to the wheel 2 (outer wheel) located outside the turning direction of the vehicle 1. (Slip in the lateral direction (left and right direction of the vehicle 1)) occurs, the vehicle 1 is determined to be in a side slip state, and a predetermined camber angle is given in the negative direction (negative) to the wheel 2 (outer ring). Then, the link driving device 43 (FL to RR actuators 43FL to 43RR) is controlled (S61). Then, the process proceeds to S63 shown in FIG.

  Thereby, since the ground contact ratio of the inner tread 21 can be increased with respect to the wheel 2 (outer ring) causing the skid, the influence of the soft characteristic of the inner tread 21 is increased, and the inner tread 21 The high grip performance obtained by the characteristics can be exhibited by the wheel 2 (outer ring). Therefore, since the grip force of the wheel 2 (outer ring) can be increased, it is possible to suppress the slip in the lateral direction (the left-right direction of the vehicle 1) that has occurred in the wheel 2 (outer ring), and therefore, the suppression of the side slip. Can be achieved.

  On the other hand, if it is determined that the estimated value of the lateral acceleration is not larger than the actually measured value as a result of the processing of S60 (S60: No), it can be determined that the vehicle 1 is not in a skidding state, so each wheel 2FL The process proceeds to S63 shown in FIG. 3 without adjusting the camber angle of ~ 2RR.

  On the other hand, when it is determined that the vehicle 1 is in a sudden turning state as a result of the processing of S53 (S53: Yes), a predetermined camber angle is set in the negative direction (negative) for all the wheels 2FL to 2RR. The link drive device 43 (FL to RR actuators 43FL to 43RR) is controlled to be given (S62), and the process proceeds to S63 shown in FIG.

  As a result, when it is determined that the vehicle 1 is in a sudden turning state, the vehicle 1 is immediately regardless of whether or not there is a wheel 2 in a predetermined slip state with respect to the lateral direction (the left-right direction of the vehicle 1). In addition, the contact ratio of the second tread can be increased for all the wheels 2FL to 2RR. Therefore, the grip performance of the wheel 2 can be improved immediately and reliably in a situation where there is a very high possibility that a predetermined slip state will occur in the lateral direction (the left-right direction of the vehicle 1) in the wheel 2 such as a sudden turning state.

  Next, referring to FIG. 15, after giving a predetermined camber angle in the negative direction (negative) to all or any of the wheels 2FL to 2RR, further in the lateral direction (of vehicle 1) of each wheel 2FL to 2RR. In order to determine the slip state in the (left and right direction), in the process of S63, as in the process of S54 (see FIG. 14), the measured value of the yaw rate, the measured value of the lateral acceleration, the rotation angle of the steering 63 are obtained from each sensor device. The wheel speeds of the wheels 2FL to 2RR are read (S63).

  Then, similarly to the process of S55 (see FIG. 14), the estimated vehicle body speed (vehicle speed) V of the vehicle 1 and the turning radius R of the vehicle 1 are calculated, and the lateral velocity is calculated by the above-described equations (1) and (2). The acceleration (A) and the yaw rate (ω) are estimated (S64).

  Then, it is determined whether or not the estimated value of the yaw rate estimated in the process of S64 is equal to the actually measured value of the yaw rate read in the process of S63 (the difference between the estimated value and the actually measured value is within 5%) (S65). As a result, if it is determined that the estimated value of the yaw rate is equal to the actually measured value (S65: Yes), then, the estimated value of the lateral acceleration estimated in the process of S64 is the actually measured lateral acceleration read in the process of S63. It is determined whether or not the value is larger than the value (S66).

  As a result, when it is determined that the estimated value of the lateral acceleration is not larger than the actually measured value (S66: No), the wheel 2 obtained by the predetermined camber angle given in the negative direction (negative) is sufficient. The predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) at the wheels 2FL to 2RR is suppressed (or eliminated) by the grip force, and it can be determined that the understeer, oversteer, and side slip in the vehicle 1 are suppressed. The time measurement circuit 71a is instructed to time for 3 seconds (S69), and the slip control process is terminated.

  As a result, the link drive device increases the ground contact ratio of the inner tread 21 with respect to the wheels 2 or all the wheels 2 that are determined to have a predetermined slip state in the lateral direction (the left-right direction of the vehicle 1). If it is determined that the predetermined slip state is suppressed (or eliminated) in the wheel 2 after controlling the wheel 43, it is possible to prevent the skid prevention control device 87 from performing the skid prevention control. The number of times control is performed can be reduced.

  Therefore, it is possible to prevent the passenger from feeling uncomfortable or uncomfortable due to vibration, sound, lack of acceleration, etc. due to the skid prevention control, so that the wheel 2 has slipped in the lateral direction (the left-right direction of the vehicle 1). In this case, it is possible to suppress understeer, oversteer, and side slip in the vehicle 1 while suppressing slippage in the lateral direction (left and right direction of the vehicle 1) while suppressing discomfort and discomfort due to the side slip prevention control.

  Further, as a result of the processing of S69, the time counting circuit 71a is instructed to time for 3 seconds. Therefore, in the camber release processing shown in FIG. 12, after the time counting circuit 71a measures time for 3 seconds, all the wheels 2FL˜ The 2RR camber angle can be adjusted to 0 degrees.

  On the other hand, when it is determined that the estimated value of the yaw rate is not equal to the actually measured value as a result of the process of S65 (S65: No), and as a result of the process of S66, it is determined that the estimated value of the lateral acceleration is larger than the actually measured value. If it is to be performed (S66: Yes), the link driving device 43 (FL to RR actuators 43FL to 43RR) is adjusted to have a predetermined camber angle in the minus direction with respect to any or all of the wheels 2. First, a predetermined slip state occurs in one of the wheels 2 in the lateral direction (the left-right direction of the vehicle 1), and it can be determined that the vehicle 1 is in an understeer state, an oversteer state, or a skid state. On the other hand, the start of the skid prevention control is instructed (S67).

  As a result, when there is a wheel 2 that is in a predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) even though the contact ratio of the inner tread 21 is increased to improve the grip performance of the wheel 2. By performing the skid prevention control for controlling the braking force or driving force applied to the wheel 2, the slip state can be suppressed. Thereby, the safety | security of the vehicle 1 can be improved.

  After the process of S67, the skid prevention control in-progress flag 273a provided in the RAM 273 is set to “1” (S68), and this slip control process is terminated. Accordingly, in a slip release detection process (see FIG. 16), which will be described later, if the predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) that has occurred on the wheel 2 has been eliminated, Thus, in order to instruct the end of the skid prevention control and to adjust the camber angle of the wheel 2 to 0 degrees after the elapse of 3 seconds, it is possible to instruct the time measuring circuit 71a to measure time of 3 seconds.

  Next, the slip release detection process in the second embodiment will be described with reference to FIG. FIG. 16 is a flowchart showing the slip release detection process. This process determines whether or not the predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) that has occurred on the wheel 2 when the side slip prevention control is started in the slip control process described above has been resolved. If the state is resolved, the skid prevention control is terminated. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 200 is powered on.

  Regarding the slip release detection process, the CPU 71 first determines whether or not the content of the skid prevention control in-progress flag 273a is “1” (S71). As a result, when it is determined that the content of the skid prevention control flag 273a is not “1”, that is, “0” (S71: No), it is determined that the skid prevention control by the skid prevention control device 87 is not performed. Therefore, since it can be estimated that a predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) has not occurred on the wheel 2, this slip release detection process is terminated.

  On the other hand, when it is determined that the content of the skid prevention control flag 273a is “1” as a result of the processing of S71 (S71: Yes), it can be judged that the skid prevention control is being performed in the skid prevention control device 87. . Therefore, in order to determine whether or not the predetermined slip state in the lateral direction (the left-right direction of the vehicle 1) generated in the wheel 2 by the lateral slip prevention control has been eliminated, the lateral direction ( In order to determine the slip state of the vehicle 1 in the left-right direction, the detection result of the rotational angular velocity sensor device 86 (gyro sensor 86a) (actual value of yaw rate) and the detection result of the acceleration sensor device 85 (left-right direction acceleration sensor 85b). (Actual measured value of lateral acceleration), detection result of steering sensor device 63a (rotation angle of steering wheel 63), and detection result of wheel speed sensor device 81 (FL to RR wheel speed sensors 81FL to 81RR) (each wheel 2FL to 2RR) Wheel speed) is read (S72).

  Next, the estimated vehicle body speed (vehicle speed) V of the vehicle 1 is calculated from the wheel speeds of the read wheels 2FL to 2RR, and the turning radius R of the vehicle 1 is calculated based on the rotation angle of the steering 63. The lateral acceleration (A) and the yaw rate (ω) are estimated by the equations (1) and (2) (S73).

  Then, it is determined whether or not the estimated value of the yaw rate estimated in the process of S73 is equal to the actually measured value of the yaw rate read in the process of S72 (the difference between the estimated value and the actually measured value is within 5%) (S74). As a result, if it is determined that the estimated value of the yaw rate is equal to the actually measured value (S74: Yes), then the estimated value of the lateral acceleration estimated in the process of S73 is the actually measured lateral acceleration read in the process of S72. It is determined whether or not the value is larger than the value (S75).

  As a result, when it is determined that the estimated value of the lateral acceleration is not larger than the actual measurement value (S75: No), a predetermined slip in the lateral direction (the left-right direction of the vehicle 1) in the wheels 2FL to 2RR is performed by the side slip prevention control. Since it can be determined that the state is canceled and the understeer, oversteer, and side slip in the vehicle 1 are suppressed, the side slip prevention control device 87 is instructed to end the side slip prevention control (S76). Thereby, the skid prevention control by the skid prevention control device 87 is terminated.

  Then, the skid prevention control flag 273a is set to “0” (S77). Thereby, the CPU 71 can determine that the skid prevention control is not performed, and in the slip control process (see FIGS. 14 and 15) described above, whether or not the vehicle 1 is in the sudden turn state again. It is possible to monitor whether or not a predetermined slip state occurs in the lateral direction (the left-right direction of the vehicle 1) in the wheel 2.

  Further, the time measuring circuit 71a is instructed to time for 3 seconds (S78), and the slip release detecting process is terminated. Thereby, in the camber cancellation process shown in FIG. 12, the camber angles of all the wheels 2FL to 2RR can be adjusted to 0 degrees after the time counting circuit 71a has timed for 3 seconds.

  On the other hand, when it is determined that the estimated value of the yaw rate is not equal to the actually measured value as a result of the process of S74 (S74: No), and as a result of the process of S75, the estimated value of the lateral acceleration is larger than the actually measured value. Is determined (S75: Yes), one of the wheels 2 has a predetermined slip state in the lateral direction (left-right direction of the vehicle 1), and the vehicle 1 continues to be in an understeer state, an oversteer state, or a side slip. Since it can be determined that the state is in a state, the subsequent processing is skipped and the slip release detection processing is terminated.

  Thus, the side slip prevention control by the side slip prevention control device 87 is continuously performed until the predetermined slip state in the lateral direction (the left and right direction of the vehicle 1) in the wheel 2 is eliminated, so that the safety of the vehicle is ensured. be able to.

  Next, a third embodiment will be described with reference to FIGS. 17 and 18. In the first embodiment, the case where the timing for adjusting the camber angle of the wheel 2 in the negative direction is delayed as much as possible to improve the fuel consumption performance has been described. In the third embodiment, By providing the wheel 2 with a camber angle in the minus direction in advance, the safety is improved. In the present embodiment, the same parts as those in the above embodiments are denoted by the same reference numerals, and the description thereof is omitted. In the present embodiment, the vehicle 1 in the first embodiment is described as being controlled by the control device 200.

  FIG. 17 is a flowchart showing the slip control process in the third embodiment. As in the case of the first embodiment, the CPU 71 repeatedly (for example, 0. 0) while the control device 100 is powered on. Executed at intervals of 2 ms).

  Here, in the description of the slip control process in the third embodiment shown in FIG. 17, FIG. 18 is referred to as appropriate. FIG. 18 is a schematic diagram schematically showing the relationship between the slip ratio λ and the braking force F. In FIG. 18, λ2 is a slip ratio at a branch point where the alternate long and short dash line L21 and the broken line L22 branch.

  In the third embodiment, as in the case of the first embodiment described above, first, the processes from S1 to S4 are executed, and the slip ratios of the wheels 2FL to 2RR are calculated (S4). Then, the slip ratios of the calculated wheels 2FL to 2RR are confirmed, respectively, and whether or not there is a wheel 2 in a predetermined slip state (the slip ratio λ is equal to or larger than λ2) among the wheels 2FL to 2RR. That is, it is determined whether or not there is a wheel 2 that satisfies λ ≧ λ2 (S305).

  As a result, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip rate λ of the wheel 2 has not reached λ2 (λ <λ2) (S305: No), the vehicle 1 is accelerated rapidly. Since neither the state nor the sudden braking state is present and the predetermined slip state is not generated in each of the wheels 2FL to 2RR, it is not necessary to perform control for suppressing the slip, and thus the slip control process is ended.

  On the other hand, when it is determined as a result of the processing of S305 that there is a wheel 2 in a predetermined slip state (slip rate λ is equal to or greater than λ2), that is, there is a wheel 2 that satisfies λ ≧ λ2. S305: Yes), the link driving device 43 (FL to RR actuator 43FL to be given a predetermined camber angle in the negative direction (negative) for the slipping wheel 2 (satisfying λ ≧ λ2). 43RR) is controlled (S6), and the process proceeds to S8.

  As a result, the contact ratio of the inner tread 21 can be increased with respect to the wheel 2 for which it is determined that a predetermined slip state has occurred. Therefore, the influence of the soft characteristics of the inner tread 21 is increased, and the inner tread 21 is increased. The wheel 2 can exhibit the performance obtained by the above characteristics, that is, the high grip performance. Therefore, since the grip force of the wheel 2 can be increased, it is possible to suppress the slip that has occurred in the wheel 2.

  That is, in the process of S305, the camber angle of the wheel 2 that is determined to be in the predetermined slip state (slip rate λ is equal to or larger than λ2) is adjusted to 0 degrees (see FIG. 6). When the slip rate λ is λ2 and is adjusted in advance in the minus direction to a predetermined camber angle (see FIG. 5), when the slip rate λ is subsequently increased, the state of the wheel 2 is changed to FIG. It can be made to change on the dashed-dotted line L21 shown. As a result, it is possible to increase the grip force (braking force F) of the wheel 2 and suppress slip generated on the wheel 2.

  As described above, in the present embodiment, when the slip ratio λ reaches λ2, the camber angle of the wheel 2 is adjusted in the minus direction (high grip side) in advance, that is, in the prospective control, the wheel 2 is adjusted. Since the camber angle in the minus direction can be given in advance, it is not necessary to change the state of the wheel 2 from the broken line L22 to the alternate long and short dash line L21 even if the slip rate λ increases rapidly thereafter. Therefore, it is possible to suppress slip using the high grip performance of the inner tread 21 without causing a response delay.

  In the process of S8, as in the case of the first embodiment, the slip ratios of the wheels 2FL to 2RR are calculated (S8). Then, similarly to the processing of S305, the calculated slip ratios of the respective wheels 2FL to 2RR are confirmed, and the respective wheels 2FL to 2RR are in a predetermined slip state (the slip ratio λ is equal to or larger than λ2). It is determined whether or not the wheel 2 exists, that is, whether or not the wheel 2 that satisfies λ ≧ λ2 exists (S309).

  As a result, when it is determined that there is no wheel 2 in a predetermined slip state, that is, the slip ratio λ of the wheel 2 does not reach λ2 (λ <λ2) (S309: No), a negative direction (negative) A sufficient gripping force is applied to the wheel 2 by the predetermined camber angle applied to the wheel 2 so that it can be determined that the predetermined slip state is suppressed (or eliminated) in the wheel 2, so the clock circuit 71a is instructed to measure the time for 3 seconds. In step S10, the slip control process ends.

  On the other hand, if it is determined that there is a wheel 2 in a predetermined slip state as a result of the processing in S309 (S309: Yes), when the slip ratio λ reaches λ2, a predetermined camber angle is set in the minus direction in advance. Although it is applied to the wheel 2, the state of the wheel 2 transitions on the alternate long and short dash line L <b> 21 shown in FIG. 18 (that is, the ground contact ratio of the inner tread 21 is increased to ensure the grip force). This means that the slip rate λ of the wheel 2 has exceeded λ1, that is, the state of the wheel 2 has shifted along the alternate long and short dash line L21 shown in FIG. 18 and has exceeded the position P309.

  Therefore, in this case (S309: Yes), since it is necessary to suppress slip by ABS control or traction control, the process proceeds to S11. In addition, since the process after S11 is the same as that of 1st Embodiment, the description is abbreviate | omitted.

  Next, a fourth embodiment will be described with reference to FIGS. 19 and 20. In the second embodiment, the camber angles of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR are configured to be adjustable, and the wheel 2 is configured to have two types of treads, an inner tread 21 and an outer tread 22. In the fourth embodiment, the vehicle 1 has been described as suppressing slippage in the lateral direction (left-right direction of the vehicle 1) while avoiding the operation of the skid prevention control device 87 as much as possible. The vehicle 401 is configured such that the camber angle of only the wheels 402RL and 402RR can be adjusted, and the front wheels 402FL and 402FR and the rear wheels 402RL and 402RR each include one type of tread (front wheel tread 421 and rear wheel tread 422). Thus, while avoiding the operation of the skid prevention control device 87 as much as possible, the slip in the lateral direction (the left-right direction of the vehicle 401) is suppressed.

  In the present embodiment, the same parts as those in the above embodiments are denoted by the same reference numerals, and the description thereof is omitted. In the present embodiment, the vehicle 401 shown in FIG. 19 is described as being controlled by the control device 200 shown in FIG.

  FIG. 19 is a schematic diagram schematically showing a top view of the vehicle 401 in the fourth embodiment. The vehicle 401 is different from the vehicle 1 in the first embodiment in that the vehicle 1 is configured such that the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR are adjustable in camber angle. In 401, only the rear wheels 402RL and 402RR can adjust the camber angle. In the vehicle 1, the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR are configured as wheels having the same characteristics. Then, the front wheels 402FL and 402FR and the rear wheels 402RL and 402RR are configured as wheels having different characteristics.

  As shown in FIG. 19, only one type of tread (front wheel tread 421) is provided on the front wheels 402FL and 402FR. Similarly, only one type of tread (rear wheel tread 422) is provided on the rear wheels 402RL and 402RR. Is provided. The front wheel tread 421 is configured to have a higher grip force (high grip characteristic) than the rear wheel tread 422, and the rear wheel tread 422 has a smaller rolling resistance characteristic (low rolling resistance characteristic) than the front wheel tread 421. It is configured.

  Accordingly, during normal traveling, the rear wheels 2RL and 2RR of the rear wheel tread 422 are configured to have a low rolling resistance characteristic, so that fuel efficiency can be improved accordingly. Further, at the time of braking, the front wheels 402FL and 402FR are dominant, and the braking performance can be effectively improved because the front wheel tread 421 is configured to have high grip characteristics. On the other hand, when turning, a predetermined camber angle in the negative direction is given to the rear wheels 402RL and 402RR, as will be described later, so that lateral force (canvas last) can be exerted on the rear wheels 402RL and 402RR and the vehicle body. Since the contact surface of the rear wheel tread 422 with respect to the road surface at the time of rolling can be obtained, the grip force between the front wheels 402FL and 402FR and the rear wheels 402RL and 402RR can be balanced, and the turning performance is improved accordingly. Can be achieved.

  In the present embodiment, the camber angles of rear wheels 402RL and 402RR are adjusted to 0 degrees when an ignition switch (not shown) is turned on, as in the case of the above embodiments. Thereby, the fuel consumption performance of the vehicle 401 can be further improved.

  Next, the slip control process in the fourth embodiment will be described with reference to FIG. FIG. 20 is a flowchart showing a slip control process in the fourth embodiment. In this process, when it is determined that the vehicle 401 is in a sudden turning state, or it is determined that a predetermined slip state has occurred in the lateral direction (the left-right direction of the vehicle 401) in any of the front and rear wheels 402FL to 402RR. This is a process for suppressing slippage of the front and rear wheels 402FL to 402RR. This process is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 200 is powered on.

  In this embodiment, the processing corresponding to FIG. 14 described in the second embodiment is shown in FIG. 20, and the processing corresponding to FIG. 15 is the same as that of the second embodiment, so that the illustration is shown. Omitted.

  In the present embodiment, the vehicle 401 is described as being controlled by the control device 200 according to the second embodiment. That is, in the fourth embodiment, as in the second embodiment, the acceleration sensor device 85, the rotational angular velocity sensor device 86, and the skid prevention control device 87 are connected to the input / output port 75.

  As shown in FIG. 20, the CPU 71 performs the processes of S51 to S56 regarding the slip control process, as in the second embodiment, and the estimated yaw rate estimated in the process of S55 is the value of S54. It is determined whether or not the yaw rate read in the process is larger than the actually measured value (S56).

  As a result of the processing of S56, when it is determined that the estimated value of the yaw rate is larger than the actual measurement value (S56: Yes), the left and right front wheels 2FL, 2FR are in a predetermined slip state (lateral direction (left-right direction of the vehicle 1)). It is determined that the vehicle 401 is in an understeer state.

  In this case (S56: Yes), in order to suppress understeer, it is necessary to increase the grips of the front wheels 402FL and 402FR, and adjusting the camber angles of the rear wheels 402FL to 402RR is a wasteful operation. The process proceeds to S60 while maintaining the camber angle at 0 degree. Thereby, canvas last does not occur in the rear wheels 402RL and 402RR, and fuel efficiency can be further improved accordingly.

  On the other hand, if it is determined as a result of the process of S56 that the estimated value of the yaw rate is not larger than the actually measured value (S56: No), then the estimated value of the yaw rate estimated in the process of S55 is the process of S54. It is determined whether or not the read yaw rate is smaller than the actually measured value (S58). As a result, when it is determined that the estimated value of the yaw rate is smaller than the actual measurement value (S58: Yes), the left and right rear wheels 402RL and 402RR are slipped in a predetermined slip state (lateral direction (left and right direction of the vehicle 1)). ) Occurs and the vehicle 401 is determined to be in an oversteer state, and the link driving device 43 (RL) is applied so that a predetermined camber angle is given to the left and right rear wheels 402RL and 402RR in the negative direction (negative). , RR actuators 43RL, 43RR) are controlled (S59). Then, the process proceeds to S60.

  As a result, a predetermined camber angle is given in the minus direction to the left and right rear wheels 402RL and 402RR that cause oversteer to obtain a proper ground contact surface and to generate canvas last. . Therefore, since the grip force of the rear wheels 402RL and 402RR can be increased, it is possible to suppress the slip in the lateral direction (the left and right direction of the vehicle 401) that has occurred in the rear wheels 402RL and 402RR, and thus suppress oversteer. Can be achieved.

  On the other hand, if it is determined as a result of the processing in S58 that the estimated value of the yaw rate is not smaller than the actually measured value (S58: No), it can be determined that the vehicle 401 is neither in the understeer state nor the oversteer state. The process proceeds to S60 without adjusting the camber angles of the wheels 402FL to 402RR.

  On the other hand, if it is determined that the vehicle 1 is in a sudden turning state as a result of the processing of S53 (S53: Yes), for all wheels that can adjust the camber angle, that is, the rear wheels 402RL and 402RR, The link driving device 43 (RL, RR actuators 43RL, 43RR) is controlled so as to give a predetermined camber angle in the negative direction (negative) (S462), and the process proceeds to S63 (see FIG. 15).

  As a result, when it is determined that the vehicle 401 is in a sudden turning state, the vehicle 401 immediately does not depend on whether or not there is a wheel 402 in a predetermined slip state with respect to the lateral direction (the left-right direction of the vehicle 1). By giving a predetermined camber angle in the negative direction to all wheels whose camber angles can be adjusted (ie, the rear wheels 402RL and 402RR), the ground contact surface is optimized and the canvas last is generated. be able to. Therefore, the grip performance of the wheels (rear wheels 402RL, 402RR) immediately and reliably in a situation where a predetermined slip state is very likely to occur in the lateral direction (the left and right direction of the vehicle 401) in the wheel 2 such as a sudden turning state. Can be increased.

  The camber control means described in claim 1 includes the processes of S6 and S7 in the flowcharts (slip control process) shown in FIGS. 8 and 17, and the process of S42 in the flowchart (camber release process) shown in FIG. The processing of S57, S59, S61, and S62 in the flowcharts (slip control processing) shown in FIGS.

  Slip occurrence determination means includes steps S5 and S9 in the flowchart (slip control processing) shown in FIG. 8, and steps S56, S58, S60, S65, and S66 in the flowcharts (slip control processing) shown in FIGS. And the processes of S305 and S309 in the flowchart (slip control process) shown in FIG.

  The vehicle state determination means described in claim 2 includes the processing of S3 in the flowcharts (slip control processing) shown in FIGS. 8 and 17, and the processing of S53 in the flowcharts (slip control processing) shown in FIGS. Is applicable.

  The slip elimination determination means described in claim 4 includes the processing of S9 in the flowchart (slip control processing) shown in FIG. 8, the processing of S23 and S28 in the flowchart (slip release detection processing) shown in FIG. 15 and the process of S65 and S66 in the flowchart (slip control process) shown in FIG. 15, the process of S74 and S75 in the flowchart (slip release detection process) shown in FIG. 16, and the process of S309 in the flowchart (slip control process) shown in FIG. This process is applicable.

  The vehicle speed detection means, turning radius detection means, yaw rate estimation means, and lateral acceleration estimation means according to claims 5 to 7 correspond to the processing of S55 in the flowcharts (slip control processing) shown in FIGS.

  The camber control means described in claim 8 corresponds to S59, S61, and S462 in the flowchart (slip control process) shown in FIG. The slip occurrence determination means corresponds to the processes of S56, S58, and S60 in the flowchart (slip control process) shown in FIG.

  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 combine part or all of the configuration in each of the above embodiments with part or all of the configuration in the other embodiments.

  In each of the above-described embodiments, the case where the inner tread 21 has a softer characteristic (lower rubber hardness) than the outer tread 22 in the wheel 2 has been described. However, the present invention is not necessarily limited thereto, and the outer tread 22 is not necessarily limited thereto. May be softer (lower rubber hardness) than the inner tread 21. In this case, when it is determined that the vehicle 1 is in a sudden acceleration state, a sudden braking state, or a sudden turning state, or when it is determined that at least one of the wheels 2 is in a predetermined slip state, the wheel 2 On the other hand, if the camber angle is adjusted in the positive direction (positive), the performance (high grip performance) obtained by the soft (low rubber hardness) characteristics of the outer tread 22 can be exhibited.

  Further, in each of the above embodiments, the case where the wheel 2 is configured by two types of treads of the inner tread 21 and the outer tread 22 has been described. However, the present invention is not necessarily limited to this, and the inner tread 21 and the outer tread 22 are not limited thereto. In addition, a third tread configured to have characteristics different from the characteristics of the inner tread 21 and the outer tread 22 may be provided. In this case, if the third tread is configured to have a softer characteristic than the inner tread 21, the third tread is disposed more inside the vehicle 1 than the inner tread 21, so that at least one of the wheels 2. When it is determined that the predetermined slip state has occurred, the wheel 2 that has been determined to have the predetermined slip state can exhibit higher grip performance.

  In each of the above embodiments, when the vehicle 1 is in a sudden acceleration state, a sudden braking state, or a sudden turning state, or when at least one of the wheels 2 has a predetermined slip state, all or any of them Although the case where the link driving device 43 (FL to RR actuators 43FL to 43RR) is controlled to give a predetermined camber angle in the negative direction (negative) with respect to the wheel 2 has been described, in this case, all or any The link driving device 43 (FL to RR actuators 43FL to 43RR) may be controlled so that the maximum camber angle that can be adjusted in the negative direction (negative) is given to the wheel 2 of the vehicle. Thereby, the contact ratio of the inner tread 21 can be maximized as much as possible, and the wheel 2 provided with the maximum camber angle adjustable in the negative direction (negative) obtains the highest possible grip performance. be able to. Further, since the maximum canvas last is generated on the wheel 2, there is an effect that the grip force can be further improved.

  In each of the above embodiments, when it is determined that a predetermined slip state is suppressed (or eliminated) in the wheel 2, the link driving device 43 (FL) is set so that the camber angle of each wheel 2FL to 2RR becomes 0 degrees. ~ RR actuators 43FL to 43RR) have been described. However, the present invention is not necessarily limited to this, and the link driving device is set so as to have a preset initial value on the side where the grounding ratio of the inner tread 21 decreases. 43 (FL to RR actuators 43FL to 43RR) may be controlled.

  For example, the link driving device 43 (FL to RR actuators 43FL to 43RR) may be controlled so as to reduce the camber angle of each wheel 2FL to 2RR adjusted in the negative direction (negative) to a predetermined angle (initial value). . Further, the link driving device 43 may be controlled so that the camber angle of each of the wheels 2FL to 2RR becomes a positive camber angle (positive value). Also by these, when the predetermined slip state is suppressed (or eliminated) in the wheel 2, the influence of the soft characteristic (characteristic having low rubber hardness) of the inner tread 21 can be reduced. Therefore, the camber angle of each wheel 2FL-2RR can make rolling resistance small, and can improve a fuel consumption performance.

  In the first and third embodiments, the link driving device 43 (FL to RR actuator 43FL) is provided so that a predetermined camber angle is given in the negative direction (negative) to the wheel 2 in which the predetermined slip state has occurred. (43RR) has been described, but the present invention is not necessarily limited to this. For example, when a predetermined slip state occurs in either one of the left and right front wheels 2FL and 2RR, link driving is performed so that a predetermined camber angle is given in the negative direction (negative) to both the left and right front wheels 2FL and 2RR. The device 43 (FL, FR actuators 43FL, 43FR) may be controlled.

  Further, when a predetermined slip state occurs in either one of the left and right rear wheels 2RL, 2RR, a predetermined camber angle is imparted in the negative direction (negative) to both the left and right rear wheels 2RL, 2RR. The link driving device 43 (RL, RR actuators 43RL, 43RR) may be controlled.

  Further, when a predetermined slip state occurs in any of the wheels 2FL to 2RR, the link driving device 43 is provided so that a predetermined camber angle is given in the negative direction (negative) to all the wheels 2FL to 2RR. (FL to RR actuators 43FL to 43RR) may be controlled. As a result, the canvas last generated on the wheels 2 is balanced between the left wheels 2FL and 2RL and the right wheels 2FR and 2RR, so that the straightness of the vehicle 1 can be maintained.

  In the first and third embodiments, the estimated vehicle body speed (vehicle speed) of the vehicle 1 is calculated from the detection results (wheel speeds of the wheels 2FL to 2RR) of the wheel speed sensor device 81 (wheel speed sensors 81FL to 81RR). The slip ratio of each wheel 2FL to 2RR is calculated from the estimated wheel speed and the wheel speed of each wheel 2FL to 2RR, and the slip ratio of each wheel 2FL to 2RR is compared. Although the case where it is determined whether or not the generated wheel 2 is present has been described, the present invention is not necessarily limited thereto. For example, the wheel speed of each wheel 2FL to 2RR is compared based on the detection result (wheel speed of each wheel 2FL to 2RR) of the wheel speed sensor device 81 (wheel speed sensors 81FL to 81RR), and compared with other wheels. When a wheel having an abnormally large wheel speed exists, it may be determined that a predetermined slip state has occurred in the wheel. As a result, the control can be simplified and the control load can be reduced.

  In the second and fourth embodiments, the estimated vehicle body speed (vehicle speed) of the vehicle 1,401 is determined from the detection results (wheel speeds of the wheels 2FL to 2RR) of the wheel speed sensor device 81 (wheel speed sensors 81FL to 81RR). Although the case where the estimated value of the yaw rate and the lateral acceleration is calculated after calculation has been described, the present invention is not necessarily limited to this, and the detection result of the acceleration sensor device 81 (the longitudinal acceleration sensor 81a and the lateral acceleration sensor 81b). (Acceleration) is time integrated to obtain speeds in two directions (front-rear direction and left-right direction), and the estimated vehicle body speed (vehicle speed) of the vehicle 1 is calculated by combining the speed components in the two directions. An estimated value of yaw rate or lateral acceleration may be calculated.

  In the fourth embodiment, the vehicle 401 is configured in the same manner as the vehicle 1 in the second embodiment (that is, provided with the FL and FR actuators 43FL and 43FR), and the FL and FR actuators 43FL and 43FR are deactivated. By doing (fixing), the camber angle of only the rear wheels 402RL and 402RR is adjusted. However, the configuration is not necessarily limited to this, and the FL and FR actuators 43FL and 43FR are not provided (omitted). Also good. As a result, the number of parts can be reduced, and the part cost and weight can be reduced.

  In the fourth embodiment, the case where the front wheel tread 421 and the rear wheel tread 422 have different rubber characteristics has been described so that the front wheels 402FL and 402FR and the rear wheels 402RL and 402RR have different characteristics. However, the present invention is not necessarily limited to this, and it is naturally possible to adopt another method instead of the method of changing the rubber characteristics of the tread or in addition to the method of changing the rubber characteristics of the tread.

  As other methods, for example, first, the method of setting the air pressure of the front wheels 402FL, 402FR to be lower than the pressure of the rear wheels 402RL, 402RR, and second, the tread width of the front wheels 402FL, 402FR is set to the rear wheels 402RL, 402RR. Third, a method of making the tread pattern of the front wheels 402FL and 402FR have a higher grip characteristic than the tread pattern of the rear wheels 402RL and 402RR (for example, the front wheels 402FL and 402FR are lag type or Block type, rear wheels 402RL, 402RR are rib type), fourth, a method of making the tread thickness of the front wheels 402FL, 402FR larger than the tread thickness of the rear wheels 402RL, 402RR, fifth, To the fourth method and the fourth embodiment Combining law (technique for varying the rubber properties), techniques such as are exemplified.

  Below, the modification of this invention is shown. A control device used in a vehicle including a wheel having a plurality of treads having different gripping force or rolling resistance or a plurality of wheels having different gripping force or rolling resistance and a camber angle adjusting device for adjusting a camber angle of the wheel. A camber control means for controlling the camber angle adjusting device, a slip occurrence judging means for judging whether or not a predetermined slip condition has occurred in the wheel, and a predetermined slip condition in the wheel by the slip occurrence judging means. When it is determined that the slip state is occurring, slip suppression control means for controlling the driving force or braking force applied to the wheels so as to suppress the slip state, vehicle speed detection means for detecting the speed of the vehicle, Turning radius detection means for detecting the turning radius of the vehicle, and yaw rate measurement means for measuring the yaw rate of the vehicle; A yaw rate estimating means for estimating a yaw rate of the vehicle based on a speed of the vehicle detected by the vehicle speed detecting means and a turning radius of the vehicle detected by the turning radius detecting means; When the yaw rate estimated by the yaw rate estimating means is smaller than the yaw rate actually measured by the yaw rate measuring means, the occurrence determining means has a predetermined slip on a wheel located behind the vehicle in the forward direction of the vehicle. The camber control means determines that a predetermined slip condition has occurred in a wheel located on the rear side in the forward direction of the vehicle by the slip occurrence determination means. Before the driving force or braking force applied to the wheels is controlled by the slip suppression control means, Control device 1 and controls the camber angle adjustment device such that at least the camber angle increases with respect to the wheel located on the side.

  In the control device 1, the wheel has a front wheel and a rear wheel, the front wheel is configured to have a higher gripping force than the rear wheel, and the rear wheel has a smaller rolling resistance than the front wheel. And the camber control means is configured to detect the slip suppression control means when the slip occurrence determination means determines that a predetermined slip state is occurring in a wheel located on the rear side in the forward direction of the vehicle. The camber angle adjusting device is controlled so that the camber angle is increased at least in the minus direction with respect to the wheel positioned on the rear side in the forward direction of the vehicle before the driving force or the braking force applied to the wheel is controlled by A control device 2 characterized by:

  A vehicle having a wheel having a front wheel and a rear wheel, and a camber angle adjusting device for adjusting a camber angle of a rear wheel of the wheels, wherein the front wheel has a higher grip force than the rear wheel. A control device for use in a vehicle configured to have a characteristic in which the rear wheel has a lower rolling resistance than the front wheel, and a camber control means for controlling the camber angle adjusting device; A slip occurrence judging means for judging whether or not a slip state of the vehicle has occurred, and when it is judged by the slip occurrence judging means that a predetermined slip state has occurred in the wheel, the slip state is suppressed. Slip suppression control means for controlling the driving force or braking force applied to the wheel, and the camber control means is configured to detect at least one of the wheels by the slip occurrence determination means. If it is determined that a predetermined slip state has occurred, before the driving force or braking force applied to the wheel is controlled by the slip suppression control means, at least minus the rear wheel of the wheel. 2. A control device 3 for controlling the camber angle adjusting device so that a camber angle increases in a direction.

  According to the control device 3, the camber angle adjusting device can be controlled by the camber control means to adjust the camber angle of the rear wheel, so that the lateral force (canvas last) can be exerted on the rear wheel and the vehicle body Since the contact surface of the rear wheel with respect to the road surface during rolling can be optimized, there is an effect that the grip performance can be improved.

  Here, the vehicle in which the control device of the present invention is used is configured such that the front wheel has a higher gripping force than the rear wheel, and the rear wheel has a lower rolling resistance than the front wheel. Therefore, during normal driving, fuel efficiency can be improved due to the low rolling resistance characteristics of the rear wheels. On the other hand, at the time of braking, the front wheels are dominant, and the front wheels are configured to have high grip characteristics, so that the braking performance can be effectively improved.

  In this case, when turning, the grip force of the rear wheel is insufficient with respect to the grip force of the front wheel, so that an oversteer tendency occurs. However, according to the present invention, as described above, the camber control means causes the rear wheel to move in the minus direction. By giving a predetermined camber angle, the grip performance of the rear wheel can be improved, so that the grip force between the front wheel and the rear wheel can be balanced, and the turning performance can be improved accordingly. it can.

  In addition, according to the control device of the present invention, when the slip occurrence determining means determines that a predetermined slip state has occurred in at least one of the wheels, the camber control means provides the driving force or control applied to the wheel. Since the camber angle adjusting device is controlled so that the camber angle increases at least in the minus direction with respect to the rear wheel before the power is controlled by the slip suppression control means, a predetermined slip is applied to at least one of the wheels. When it is determined that the state has occurred, the canvas last can be exerted on the rear wheel, so that the slip can be suppressed.

  Further, by controlling the camber angle of the rear wheel by the camber control means, the driving force or the braking force applied to the wheel is controlled by the slip suppression control means if the predetermined slip state generated in the wheel is eliminated. Therefore, the number of times of control by the slip suppression control means can be reduced.

  In general, the control of the driving force and braking force by the slip suppression control means causes the passenger to feel uncomfortable or uncomfortable due to insufficient acceleration, vibration, sound, or the like. According to the control device of the present invention, as described above, when the wheel slips, the number of times of control by the slip suppression means can be reduced, so that the slip suppression control means for controlling the braking force and driving force applied to the wheel. This can suppress discomfort and discomfort. As a result, when the wheel slips, there is an effect that it is possible to suppress the slip while suppressing the uncomfortable feeling and the uncomfortable feeling caused by the slip control means.

It is the schematic diagram which showed typically the top view of the vehicle by which the control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is a front view of a suspension apparatus. It is the schematic diagram which showed typically the top view of the vehicle. It is the schematic diagram which showed typically the front view of the vehicle. It is the schematic diagram which showed typically the front view of the vehicle. It is the block diagram which showed the electric constitution of the control apparatus. It is a flowchart which shows a slip control process. It is a schematic diagram which shows typically the relationship between a slip ratio and braking force. It is a flowchart which shows a slip cancellation | release detection process. It is a schematic diagram which shows typically the relationship between a slip ratio and generated force. It is a flowchart which shows a camber cancellation process. It is the block diagram which showed the electric constitution of the control apparatus in 2nd Embodiment. It is a flowchart which shows a slip control process. It is a flowchart which shows a slip control process. It is a flowchart which shows a slip cancellation | release detection process. It is a flowchart which shows the slip control process in 3rd Embodiment. It is a schematic diagram which shows typically the relationship between a slip ratio and braking force. It is the schematic diagram which showed typically the top view of the vehicle in 4th Embodiment. It is a flowchart which shows the slip control process in 4th Embodiment.

Explanation of symbols

100,200 Control device 1,401 Vehicle 2 Wheel 2FL, 402FL Left front wheel (wheel)
2FR, 402FR Right front wheel (wheel)
2RL, 402RL Left rear wheel (wheel)
2RR, 402RR Right rear wheel (wheel)
21 Inner tread (second tread)
22 Outer tread (first tread)
4 Suspension device (Camber angle adjusting device)
43FL to 43RR FL to RR actuator (camber angle adjusting device)
82 ABS control device (slip suppression control means)
83 Traction control device (slip suppression control means)
84 Side slip prevention control device (slip suppression control means)
85 Acceleration sensor device (lateral acceleration actual measurement means)
85a Lateral acceleration sensor (lateral acceleration actual measurement means)
86 Rotational angular velocity sensor device (yaw rate measurement means)

Claims (7)

A vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel, the wheel being arranged in parallel in the width direction of the wheel with respect to the first tread and the first tread. And a control device used in a vehicle having at least a second tread disposed inside or outside the vehicle and configured to have higher grip characteristics than the first tread,
Camber control means for controlling the camber angle adjusting device;
Slip occurrence determination means for determining whether or not a predetermined slip state has occurred in the wheel;
A slip suppression control means for controlling a driving force or a braking force applied to the wheel so as to suppress the slip state when the slip occurrence determination means determines that a predetermined slip state has occurred in the wheel; Prepared,
The camber control means has a driving force or a braking force applied to the wheel by the slip suppression control means when it is determined by the slip occurrence determination means that at least one of the wheels is in a predetermined slip state. Before the control, the camber angle adjusting device is controlled so that the contact ratio of the second tread increases with respect to a wheel at which the predetermined slip state is determined to be generated at least by the slip generation means. A control device characterized by. Vehicle state determination means for determining whether the vehicle is in a sudden braking state, a sudden acceleration state, or a sudden turning state based on a braking force, a driving force or a steering angle applied to the wheels;
The camber control means, when the vehicle state determination means determines that the vehicle is in a sudden braking state, a rapid acceleration state, or a sudden turning state, regardless of the determination by the slip occurrence determination means. The control device according to claim 1, wherein the camber angle adjusting device is controlled such that a ground contact ratio of the first cam is increased.   When the camber angle adjusting device is controlled by the camber control means so that the contact ratio of the second tread is increased by the camber control means, the slip occurrence determining means causes a predetermined slip state to occur on the wheel. 3. The control device according to claim 1, wherein a driving force or a braking force applied to the wheel is controlled when it is determined that the wheel is present. Slip cancellation determination means for determining whether or not the predetermined slip state generated in the wheel has been canceled;
When the slip cancellation determining means determines that the predetermined slip state has been canceled, it comprises a time measuring means for measuring a predetermined time set in advance,
The camber control means reduces the contact ratio of the second tread when it is determined that the predetermined slip state has been canceled by the slip cancellation determination means and when the predetermined time has been counted by the timing means. 4. The control device according to claim 1, wherein the camber angle adjusting device is controlled so that a camber angle of the wheel becomes an initial value set in advance. Vehicle speed detecting means for detecting the speed of the vehicle;
A turning radius detecting means for detecting a turning radius of the vehicle;
Yaw rate measuring means for measuring the yaw rate of the vehicle;
Yaw rate estimating means for estimating the yaw rate of the vehicle based on the speed of the vehicle detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means;
When the yaw rate estimated by the yaw rate estimation unit is larger than the yaw rate measured by the yaw rate measurement unit, the slip occurrence determination unit is configured to apply a predetermined value to a wheel located on the front side of the vehicle in the forward direction. Judge that a slip condition has occurred,
The camber control means is a drive to be applied to the wheels by the slip suppression control means when it is determined by the slip occurrence determination means that a predetermined slip state has occurred on the wheel located in the forward direction of the vehicle. Before the force or the braking force is controlled, the camber angle adjusting device is controlled so that a contact ratio of the second tread increases with respect to a wheel located in front of the forward direction of the vehicle. The control device according to claim 1. Vehicle speed detecting means for detecting the speed of the vehicle;
A turning radius detecting means for detecting a turning radius of the vehicle;
Yaw rate measuring means for measuring the yaw rate of the vehicle;
Yaw rate estimating means for estimating the yaw rate of the vehicle based on the speed of the vehicle detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means;
The slip occurrence determining means is predetermined for wheels located on the rear side in the forward direction of the vehicle when the yaw rate estimated by the yaw rate estimating means is smaller than the yaw rate measured by the yaw rate measuring means. It is judged that the slip condition of
The camber control means gives the wheel to the wheel by the slip suppression control means when it is determined by the slip occurrence determination means that a predetermined slip state is occurring on the wheel located on the rear side in the forward direction of the vehicle. Before the driving force or the braking force is controlled, the camber angle adjusting device is controlled so that a contact ratio of the second tread increases with respect to a wheel located on the rear side in the forward direction of the vehicle. The control device according to any one of claims 1 to 5. Vehicle speed detecting means for detecting the speed of the vehicle;
A turning radius detecting means for detecting a turning radius of the vehicle;
Lateral acceleration actual measurement means for actually measuring the lateral acceleration of the vehicle;
Lateral acceleration estimating means for estimating lateral acceleration of the vehicle based on the vehicle speed detected by the vehicle speed detecting means and the turning radius of the vehicle detected by the turning radius detecting means; Prepared,
The slip occurrence determination means is configured to detect the turning direction of the vehicle among the wheels when the lateral acceleration estimated by the lateral acceleration estimation means is greater than the lateral acceleration actually measured by the lateral acceleration actual measurement means. Judge that a predetermined slip condition has occurred on the wheel located outside,
The camber control means is a drive to be applied to the wheels by the slip suppression control means when it is determined by the slip occurrence determination means that a predetermined slip state has occurred in the wheel located outside the turning direction of the vehicle. Before the force or braking force is controlled, the camber angle adjusting device is controlled so that a contact ratio of the second tread increases with respect to a wheel located outside the turning direction of the vehicle. The control device according to claim 1.

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