JP2009184540A - Control device and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of effectively preventing the slip of a wheel from temporarily occurring during the traveling and also provide a vehicle. <P>SOLUTION: Whether a wheel which may cause a slip is present or not among a plurality of wheels is determined by a determination means based on the comparison of the states of the wheels detected by a wheel state detection means of the vehicle. When the wheel which may cause a slip is determined to be present, a camber angle adjusting device is operated by a camber angle adjusting means to so adjust the camber angle of the wheel which is determined to have the possibility of slip as to be tilted a predetermined angle to the negative or positive side. Since the surface pressure of the wheel can be raised or the vehicle height can be lowered, the ground contact load of the wheel is increased, and the temporary slip of the wheel during the traveling can be prevented from occurring. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle capable of changing a camber angle of a wheel and a control device used for the vehicle, and more particularly to a control device capable of preventing wheel slipping during traveling and a vehicle including the control device.

Conventionally, Japanese Patent Application Laid-Open No. 10-297239 (Patent Document 1) generates an inertial force in the vertical direction on the vehicle body by the acceleration of the actuator provided between the vehicle body and the axle, and the reaction force reduces the ground contact load of the tire. By temporarily increasing the vehicle weight, a load exceeding the vehicle weight is temporarily applied to the tire contact surface to prevent slipping (idling) and improve temporary acceleration performance during sudden start-up or sudden acceleration. A ground contact load control device is described.
JP-A-10-297239

  However, the ground load control device described in Patent Document 1 is a technique for preventing tire slip at the time of sudden start or sudden acceleration, and a wheel temporarily generated due to a road surface condition or the like during traveling. No slip is assumed.

  Further, the ground load device described in Patent Document 1 predicts the slip of the drive wheel from the throttle opening and the vehicle speed at the time of rapid acceleration, and is not sufficient for predicting the slip of the wheel during traveling. Further, in the ground load device described in Patent Document 1, when a slip of the driving wheel is predicted, an urging ground load for increasing the ground load of the driving wheel is calculated. Since the road surface condition setting value, which is one of the necessary parameters, is a manual setting value by the user, it is not sufficient in terms of accuracy.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a control device and a vehicle that can effectively prevent the occurrence of temporary wheel slip during traveling.

  In order to solve this object, the control device according to claim 1 is used in a vehicle having a plurality of wheels and a camber angle adjusting device for adjusting a camber angle of the wheels, and the vehicle is a traveling vehicle. Wheel state detecting means for detecting the state of each of the wheels in the vehicle, and based on a comparison of the state of each wheel detected by the wheel state detecting means, there is a possibility of slipping in the plurality of wheels. A determination unit that determines whether or not a certain wheel exists, and when the determination unit determines that there is a wheel that may slip, the camber angle adjustment device is operated to enable the slip. And a camber angle adjusting means for adjusting the camber angle of the wheel determined to have the characteristic so as to be inclined by a predetermined angle toward the negative side or the positive side.

  The control device according to claim 2 is the control device according to claim 1, wherein the determination unit slips into the plurality of wheels based on a comparison of the state of each wheel detected by the wheel state detection unit. It is determined whether or not it is determined whether or not there is one wheel that has the possibility of.

  The vehicle according to claim 3 includes a wheel, a camber angle adjusting device that adjusts a camber angle of the wheel, a wheel state detecting unit that detects the state of the wheel, and the control device according to claim 1 or 2. The wheel has a tread surface curvature larger than a predetermined value, and the camber angle adjusting device has the camber rotation axis of the wheel set below the rotation axis of the wheel.

  The vehicle according to claim 4 includes a wheel, a camber angle adjusting device that adjusts a camber angle of the wheel, a wheel state detecting unit that detects a state of the wheel, and a control device according to claim 1 or 2. The wheel has a tread surface with a curvature smaller than a predetermined value, and the camber angle adjusting device has a camber rotation axis of the wheel set above the rotation axis of the wheel.

  The vehicle according to a fifth aspect is the vehicle according to the third or fourth aspect, wherein the wheel state detection means detects the number of rotations of the wheel.

  The vehicle according to a sixth aspect is the vehicle according to the third or fourth aspect, wherein the wheel state detecting means detects a ground contact load of the wheel.

  The vehicle according to claim 7 is the vehicle according to claim 3 or 4, further comprising a suspension for suspending the wheel on a vehicle body, wherein the wheel state detecting means detects a stroke amount of the suspension. .

  According to the control device of the first aspect, based on the comparison of the state of each wheel detected by the vehicle wheel state detecting means, whether or not there is a wheel with a possibility of slipping among the plurality of wheels. Is determined by the determining means. Here, when it is determined that there is a wheel with the possibility of slipping, the camber angle adjusting device is operated by the camber angle adjusting means, and the camber angle of the wheel with the possibility of slipping is determined. Then, it is adjusted so as to be inclined at a predetermined angle toward the negative side or the positive side.

  Here, the surface pressure of the wheel can be increased by giving the wheel a camber angle inclined to the negative side or the positive side. Alternatively, by giving the wheel a camber angle inclined to the negative side or the positive side, the vehicle height can be lowered and the center of gravity can be lowered.

  Therefore, since the ground contact load can be increased by giving a camber angle inclined to the negative side or the positive side to a wheel that may slip during traveling, the wheel slip temporarily during traveling. There is an effect that it is possible to prevent the occurrence of.

  Further, according to the control device of the first aspect, a wheel having a possibility of slipping from a plurality of wheels based on the comparison of the state of each wheel during traveling, that is, the relative state of the wheel during traveling. It is easy to find a wheel with a possibility of slipping, especially in road surface conditions (for example, the presence of a dent on the road surface or a portion with a low coefficient of friction on the road surface). As a result, the determination accuracy with respect to a situation in which the load of some of the wheels is temporarily removed is improved. Therefore, there is an effect that it is possible to perform prospective control with high certainty for slip prevention.

  According to the control device of the second aspect, in addition to the effect produced by the control device according to the first aspect, the following effect is obtained. Based on the comparison of the state of each wheel detected by the wheel state detecting means, it is determined by the determining means whether or not there is one wheel that is likely to slip among the plurality of wheels. Therefore, when the possibility of slipping occurs in any one of the wheels during traveling, it is possible to prevent the slipping of the wheels, so that there is an effect that traveling stability is ensured.

  Since both of the vehicles according to claim 3 and claim 4 have the control device according to claim 1 or 2, the same effects as the control device according to claim 1 or 2 described above are achieved. The effect of.

  Furthermore, according to the vehicle of the third aspect, the camber angle adjusting device in which the curvature of the tread surface of the wheel is configured to be larger than a predetermined value, and the camber rotating shaft of the wheel is set below the rotating shaft of the wheel. Because it is used, it is easy to increase the surface pressure of the wheel by giving a camber angle inclined to the negative side or positive side with respect to the wheel that may slip during traveling, and as a result, while traveling It is possible to effectively prevent the occurrence of a temporary wheel slip at.

  On the other hand, according to the vehicle of the fourth aspect, the camber angle adjusting device in which the curvature of the tread surface of the wheel is configured to be smaller than a predetermined value and the camber rotation shaft of the wheel is set above the rotation shaft of the wheel. Since it is used, by giving a camber angle inclined to the negative side or the positive side with respect to a wheel that may slip during traveling, the vehicle height is likely to be lowered (i.e., the center of gravity is likely to be lowered), As a result, there is an effect that it is possible to effectively prevent the occurrence of temporary wheel slip during traveling.

  According to the vehicle of the fifth aspect, in addition to the effect produced by the vehicle according to the third or fourth aspect, the following effect is produced. The wheel state detection means detects the number of rotations of the wheel as the state of the wheel, and based on a comparison of the number of rotations of each wheel, it is determined whether or not there is a possibility of slipping among a plurality of wheels. Is determined by Here, the rotational speed of the wheel is a numerical value reflecting the possibility of slipping of the wheel during traveling. Therefore, by using the rotational speed of the wheel as the state of the wheel to be compared between the wheels, It is easy to find out the possibility of occurrence of slipping, and it is possible to effectively prevent the occurrence of slipping.

  According to the vehicle of the sixth aspect, in addition to the effect produced by the vehicle according to the third or fourth aspect, the following effect is produced. The wheel state detection means detects the wheel ground load as the wheel state, and based on the comparison of the ground load of each wheel, it is determined whether or not there is a wheel with a possibility of slipping among the plurality of wheels. Is determined by Here, since the ground contact load of the wheel is a numerical value reflecting the possibility of slipping of the wheel during traveling, the ground contact load of the wheel is used as a state of the wheel to be compared between the wheels, thereby temporarily It is easy to find out the possibility of occurrence of slipping, and it is possible to effectively prevent the occurrence of slipping.

  According to the vehicle of the seventh aspect, in addition to the effect produced by the vehicle according to the third or fourth aspect, the following effect is produced. A wheel state detecting means detects a stroke amount of a suspension for suspending a wheel and a vehicle body as a wheel state, and a wheel having a possibility of slipping among a plurality of wheels based on a comparison of a suspension stroke amount for each wheel. Whether or not exists is determined by the determining means. Here, since the stroke amount of the suspension is a numerical value reflecting the possibility of slipping of the wheel during traveling, the suspension stroke amount is temporarily used during traveling by using the suspension stroke amount as the state of the wheel to be compared between the wheels. It is easy to find the possibility of occurrence of slipping, and it is possible to effectively prevent slipping.

  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 the first embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the vehicle body frame BF, and a part of these wheels 2 (this embodiment). In the embodiment, the left and right front wheels 2FL, 2FR) are driven to rotate, 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 operation of the steering 63. Accordingly, a steering device 5 that steers a part of the wheels 2 (in this embodiment, the left and right front wheels 2FL, 2FR) is mainly provided.

  Since the vehicle 1 is configured such that the suspension device 4 can independently adjust the camber angle of each wheel 2 as described above, the camber angle of each wheel 2 is adjusted as necessary to improve traveling performance. Can do. In particular, the vehicle 1 of the present embodiment adjusts the camber angle of the wheel 2 that may be slipped in the negative direction (negative) when the possibility of slipping occurs in one of the wheels 2FL to 2RR. By doing so, the wheel is prevented from slipping.

  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 wheel 2 includes left and right front wheels 2FL and 2FR disposed on the front side (arrow FWD side) of the vehicle body BF and left and right disposed on the rear side (counter arrow FWD side) of the vehicle body frame BF. Four rear wheels 2RL and 2RR are provided. 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.

  In the present embodiment, as the wheel 2, a wheel having a large curvature of the tread surface (tread surface) 2a is employed. Therefore, by inclining the wheel 2 with respect to the road surface, it is possible to reduce the contact width (contact area) and increase the surface pressure of the wheel 2, and to increase the contact load of the wheel.

  As described above, the wheel driving device 3 is a device for applying a rotational driving force to the left and right front wheels 2FL, 2FR to drive the rotation, and is configured by an electric motor 3a as described later (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. The suspension device 4 in the present embodiment includes a camber angle adjusting device 70 (see FIGS. 2 and 3) that is a camber angle adjusting device of the present invention, and the camber angle adjusting device 70 adjusts the camber angle of the wheel 2. It is configured to be able to.

  Here, with reference to FIG. 2, the detailed structure of the suspension apparatus 4 is demonstrated. FIG. 2 is a front view of the suspension device 4, and since the configuration of each suspension device 4 is common, the suspension device 4 corresponding to the right front wheel 2FR is illustrated in FIG. 2 as a representative example. In FIG. 2, in order to facilitate understanding of the invention, the drive shaft 31, the lower arm, and the like are not shown, and the drawing is simplified.

  The suspension device 4 in the present embodiment is configured as a strut type suspension, and as shown in FIG. 2, a strut member 41 extending substantially in the vertical direction of the vehicle 1 and a wheel support that rotatably supports the wheel 2. A knuckle 42 as a member and a lower arm (not shown) extending substantially in the vehicle width direction of the vehicle 1 are provided.

  The strut member 41 includes a suspension spring 41a and a shock absorber 41b that attenuates vibration of the suspension spring 41a. The lower end 41 of the strut member 41 (the cylinder side of the shock absorber 41b) is rigidly coupled to the knuckle 42. On the other hand, although not shown, the upper end of the strut member 41 (on the piston rod side of the shock absorber 41b) is pivotally attached to the vehicle body frame BF.

  In addition, the suspension device 4 in the present embodiment includes a camber angle adjusting device 70 that adjusts the camber angle of the wheel 2 and is configured so that the camber angle of each wheel 2 can be adjusted independently. The FR actuator 70FR is composed of a hydraulic cylinder, and the rod portion 70b is pivotally attached to the knuckle 42 via a joint portion (universal joint or the like) not shown. On the other hand, the main body portion 70a of the FR actuator 70FR is pivotally attached to the vehicle body frame side.

  According to the suspension device 4 including the camber angle adjusting device 70, the FL to RR actuators 70FL to 70RR are extended, so that the wheels 2 (2FL to 2RR) are swung around a predetermined camber shaft, and the camber The corner is adjusted in the negative direction (negative). On the other hand, the camber angle is adjusted in the positive direction (positive) by contracting the FL to RR actuators 70FL to 70RR.

  Again, returning to FIG. The steering device 5 is configured by a rack and pinion type mechanism, and includes a steering shaft 51, a hook joint 52, a steering gear 53, a tie rod 54, a connecting member 55, and a knuckle 42 (see FIG. 4B). It is mainly equipped with.

  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 a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b is moved by the linear motion of the rack 53b. By pushing and pulling the knuckle 42, the steering angle of the wheel 2 is adjusted.

  The steering 63 is an operation member operated by the driver, and the wheel 2 is steered by the steering device 5 described above in accordance with the operation. The accelerator pedal 61 and the brake pedal 62 are operation members operated by the driver, and the acceleration amount and the braking amount of the vehicle 1 according to the depression state (the depression amount, the depression speed, etc.) of each pedal 61, 62. Etc. are determined.

  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.

  Moreover, the control apparatus 100 of this embodiment determines whether the wheel 2 with a possibility of slip exists based on comparing the state of each wheel 2 which rotation speed shows, and possibility of a slip exists. When there is a certain wheel 2, the camber angle adjusting device 70 is controlled to adjust the camber angle of the wheel 2 that may slip.

  Here, with reference to FIG. 3, the detailed structure of the control apparatus 100 of this embodiment is demonstrated. FIG. 3 is a block diagram showing an electrical configuration of the control device 100. As illustrated in FIG. 3, the control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory for storing a control program executed by the CPU 71 (for example, a slip prevention processing program shown in FIG. 4), fixed value data, and the like, and the RAM 73 is a control program. This is a memory for storing various data in a rewritable manner at the time of execution.

  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 camber angle adjusting device 70 is a device for adjusting the camber angle of each wheel 2 (2FL to 2RR), and functions as the camber angle adjusting device in the present invention. The camber angle adjusting device 70 mainly includes four FL to RR actuators 70FL to 70RR and a control circuit (not shown) that controls the actuators 70FL to 70RR based on a command from the CPU 71. .

  Note that the FL to RR actuators 70FL to 70RR are constituted by a hydraulic cylinder having a main body portion 70a and a rod portion 70b as described above. Each hydraulic cylinder (FL to RR actuators 70FL to 70RR) includes a hydraulic pump (not shown) that supplies oil (hydraulic pressure) to each hydraulic cylinder, and a supply direction of oil that is supplied from the hydraulic pump to each hydraulic cylinder. And a solenoid valve (not shown) for switching between.

  When the control circuit of the camber angle adjusting device 70 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 camber angle adjusting device 70 monitors the expansion / contraction amount of each hydraulic cylinder by an expansion / contraction sensor (not shown), and the expansion / contraction drive of the hydraulic cylinder that reaches the target value (expansion / contraction amount) instructed by the CPU 71 is stopped. Is done. 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 device 81 is a device for detecting the rotation speed (wheel speed) of each wheel 2 (2FL to 2RR) and outputting the detection result to the CPU 71, and functions as a wheel state detection means in the present invention. To do. The CPU 71 can obtain the rotational speed of each wheel 2 (2FL to 2RR) based on the result output from the wheel speed sensor device 81.

  The wheel speed sensor device 81 includes an FL wheel speed sensor 81FL that detects a wheel speed of the left front wheel 2FL, an FR wheel speed sensor 81FR that detects a wheel speed of the right front wheel 2FR, and a wheel speed of the left rear wheel 2RL. RL wheel speed sensor 81RL that detects the wheel speed of RR wheel speed sensor 81RR that detects the wheel speed of right rear wheel 2RR, and an output circuit that processes the detection results of these wheel speed sensors 81FL to 81RR and outputs them to CPU 71 ( (Not shown).

  In the present embodiment, each of these wheel speed sensors 81FL to 81RR is configured as an electromagnetic sensor that detects a magnetic field fluctuation of a center rotor (not shown) rotating together with the wheel 2 by a hall element (not shown). Has been.

  The ground load sensor device 82 is a device for detecting a ground load generated between each wheel 2 (2FL to 2RR) and the road surface and outputting the result to the CPU 71. The CPU 71 can obtain the ground load of each wheel 2 (2FL to 2RR) based on the result output from the ground load sensor device 82.

  This ground load sensor device 82 detects the ground load of the left front wheel 2FL, the FL load sensor 82FL that detects the ground load of the right front wheel 2FR, and the ground load of the left rear wheel 2RL. An RL load sensor 82RL, an RR load sensor 82RR that detects the ground load of the right rear wheel 2RR, and an output circuit (not shown) that processes the detection results of the load sensors 82FL to 82RR and outputs them to the CPU 71. It has.

  In the present embodiment, each of the load sensors 82FL to 82RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 82FL to 82RR is disposed on a strut member 41 that holds each wheel 2, and the ground load of each wheel 2 is set in the front-rear direction (vertical direction in FIG. 1) and the left-right direction (in FIG. 1). Detection is performed in the horizontal direction) and in the vertical direction (the front and back direction in FIG. 1).

  The stroke sensor device 83 is a device for detecting the suspension stroke amount of the shock absorber 41 b of the strut member 41 holding each wheel 2 and outputting the detection result to the CPU 71. Based on the result output from the wheel speed sensor device 81, the CPU 71 can obtain the suspension stroke amount in each wheel 2 (2FL to 2RR).

  The stroke sensor device 83 includes an FL stroke sensor 83FL that detects a suspension stroke amount in the left front wheel 2FL, an FR stroke sensor 83FR that detects a suspension stroke amount in the right front wheel 2FR, and a suspension stroke amount in the left rear wheel 2RL. RL stroke sensor 83RL that detects the amount of suspension, RR stroke sensor 83RR that detects the amount of suspension stroke in the right rear wheel 2RR, and an output circuit (not shown) that processes the detection results of these stroke sensors 83FL to 83RR and outputs them to the CPU 71. )). In the present embodiment, each of these stroke sensors 83FL to 83RR is configured as an optical displacement sensor (for example, a laser displacement sensor).

  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 CPU 71 can calculate the accelerator opening from the detection result of the accelerator pedal sensor device 61a (the amount of depression of the accelerator pedal 61).

  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 CPU 71 can calculate the brake depression amount from the detection result of the brake pedal sensor device 62a (the depression amount of the brake pedal 62).

  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.

  Further, as the input / output device 84, an acceleration sensor device that detects the longitudinal acceleration and lateral acceleration of the vehicle 1, and an optical sensor that measures the attitude (tilt, etc.) of the vehicle 1 (body frame BF) with respect to the road surface in a non-contact manner. Etc. are exemplified.

  Next, a slip prevention process executed by the control device 100 (CPU 71) having the above configuration will be described with reference to FIG. FIG. 4 is a flowchart showing the slip prevention process. Such slip prevention processing is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on.

  As shown in FIG. 4, in this anti-slip process, first, the rotational speeds of the wheels 2FL to 2RR are acquired for all the wheels 2 (S11). Specifically, in S11, the rotation speeds of the respective wheels 2FL to 2RR are acquired based on the output value from the wheel speed sensor device 81 which is the wheel state detecting means of the present invention.

  After the processing of S11, the accelerator opening is acquired based on the output value from the accelerator pedal sensor device 61a (S12), and the brake pedal depression amount is acquired based on the output value from the brake pedal sensor device 62a (S13).

  After the process of S13, it is confirmed whether the accelerator opening degree acquired by the process of S12 is more than a regulation value (S14). If the accelerator opening is equal to or greater than the specified value as a result of checking in the process of S14 (S14: Yes), the vehicle 1 is running at an acceleration, and therefore, compared to the average value of the rotational speeds of the other wheels (the other three wheels). , There is one wheel (any one of wheels 2FL to 2RR) that rotates at a rotation speed that exceeds a specified value (for example, rotation speed that is approximately 120% or more of the average rotation speed of other wheels), and It is confirmed whether the variation in the rotation speed of the other wheel is within a specified value (S15).

  By executing the determination process of S15, based on the comparison of the state of each wheel 2 (specifically, the number of rotations of each wheel 2), all the wheels 2 (2FL to 2RR) during acceleration travel are included. It can be determined whether there is one wheel that is likely to slip. Note that the processing of S15 corresponds to the determination means of the present invention.

  As a result of checking in the process of S15, there is one wheel that rotates at a rotational speed that is equal to or higher than a specified value as compared to the average value of the rotational speeds of the other wheels, and the variation in the rotational speed of these other wheels is within the specified value. (S15: Yes), it is determined that one wheel with a possibility of slip exists in all the wheels 2 (2FL to 2RR), and a predetermined angle (for example, a wheel with a possibility of slip) is determined (for example, (5 °) negative camber is applied (S16), and the slip prevention process is terminated. Note that the process of S16 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of checking in the process of S15, there is no one wheel that rotates at a rotational speed that is equal to or higher than a specified value compared to the average value of the rotational speeds of the other wheels, or variation in the rotational speed of other wheels to be compared is specified If it exceeds the value (S15: No), the process proceeds to S17.

  In the process of S17, there is a difference greater than a specified value between the average value of the rotation speeds of the left wheels 2FL and 2RL and the average value of the rotation speeds of the right wheels 2FR and 2RR (for example, the rotation speed of the wheel on one side is Check that the variation in the rotation speed of the left wheels 2FL and 2RL and the variation in the rotation speed of the right wheels 2FR and 2RR are within the specified values, respectively, which is 120% or more higher than the rotation speed of the other wheel. (S17).

  By executing the determination process of S17, based on the comparison of the state of each wheel 2, whether or not there is a wheel that may be slipped among all the wheels 2 (2FL to 2RR) that are running at an accelerated speed. More specifically, it is possible to determine whether or not there is a possibility of slipping in either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR during acceleration traveling. Note that the processing of S17 corresponds to the determination means of the present invention.

  As a result of the confirmation in the process of S17, there is a difference of more than a specified value between the average value of the rotation speeds of the left wheels 2FL and 2RL and the average value of the rotation speeds of the right wheels 2FR and 2RR, and the rotation of the left wheels 2FL and 2RL. If the variation in the number and the variation in the number of rotations of the right wheels 2FR and 2RR are within specified values (S17: Yes), there is a possibility of slipping on either side of the left wheel 2FL, 2RL or the right wheel 2FR, 2RR. It is determined that there is a negative camber of a specified angle (for example, 5 °) to the wheel on the higher rotation speed side (left wheel 2FL, 2RL or right wheel 2FR, 2RR) that may slip (S18). ), The slip prevention process is terminated. The process of S18 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in the process of S17, there is no difference greater than the specified value between the average value of the rotation speeds of the left wheels 2FL, 2RL and the average value of the rotation speeds of the right wheels 2FR, 2RR, or the left wheel 2FL, If at least one of the variation in the rotational speed of 2RL or the variation in the rotational speed of the right wheels 2FR, 2RR exceeds the specified value (S17: No), either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR This slip prevention processing is terminated without adjusting the camber angle of the wheel 2 because it is determined that there is no possibility of slipping on the side of the wheel.

  If the accelerator opening is less than the specified value as a result of the confirmation in S14 (S14: No), it is confirmed whether or not the brake depression amount obtained in the process in S13 is greater than or equal to the prescribed value (S19). . If the brake depression amount is less than the specified value as a result of checking in the process of S19 (S19: No), the slip determination process is terminated because the slip determination is not in effect.

  On the other hand, if the brake depression amount is equal to or greater than the specified value as a result of the confirmation in S19 (S19: Yes), since the vehicle 1 is traveling at a reduced speed, the average value of the rotation speeds of the other wheels (the other three wheels). Compared to the above, there is one wheel (any one of the wheels 2FL to 2RR) that rotates at a rotation speed that is less than a specified value (for example, rotation speed that is about 80% or less of the average rotation speed of other wheels), and Then, it is confirmed whether the variation in the rotational speed of the other wheels is within a specified value (S20).

  By executing the determination process of S20, based on the comparison of the state of each wheel 2 (specifically, the rotational speed of each wheel 2), all the wheels 2 (2FL to 2RR) that are traveling at a reduced speed are included. It can be determined whether there is one wheel that is likely to slip. In addition, the process of S20 corresponds to the determination means of this invention.

  As a result of checking in the process of S20, there is one wheel that rotates at a rotational speed that is equal to or less than a specified value compared to the average value of the rotational speeds of the other wheels, and the variation in the rotational speed of these other wheels is within the specified value. (S20: Yes), it is determined that one wheel with a possibility of slip exists in all the wheels 2 (2FL to 2RR), and a predetermined angle (for example, a wheel with a possibility of slip) is determined (for example, 5 °) negative camber is applied (S21), and the slip prevention process is terminated. The process of S21 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of checking in the process of S20, there is no one wheel that rotates at a rotation speed equal to or less than the specified value compared to the average value of the rotation speeds of the other wheels, or variations in the rotation speeds of the other wheels to be compared are specified. If it exceeds the value (S20: No), the process proceeds to S22.

  In the process of S22, the difference between the average value of the rotation speeds of the left wheels 2FL and 2RL and the average value of the rotation speeds of the right wheels 2FR and 2RR exceeds the specified value, and the rotation speed of the left wheels 2FL and 2RL varies. And the variations in the rotational speeds of the right wheels 2FR and 2RR are each within a specified value (S22).

  By executing the determination process of S22, based on the comparison of the state of each wheel 2, whether or not there is a wheel with the possibility of slipping among all the wheels 2 (2FL to 2RR) that are traveling at a reduced speed. More specifically, it is possible to determine whether or not there is a possibility of slipping in any of the left wheels 2FL and 2RL or the right wheels 2FR and 2RR during deceleration traveling. Note that the process of S22 corresponds to the determining means of the present invention.

  As a result of checking in the process of S22, there is a difference of more than a specified value between the average value of the rotation speeds of the left wheels 2FL, 2RL and the average value of the rotation speeds of the right wheels 2FR, 2RR, and the rotation of the left wheels 2FL, 2RL. If the variation in the number and the variation in the number of rotations of the right wheels 2FR and 2RR are within the specified values (S22: Yes), there is a possibility of slipping on either side of the left wheel 2FL, 2RL or the right wheel 2FR, 2RR. It is determined that there is a negative camber having a specified angle (for example, 5 °) to the wheel on the higher rotation speed side (left wheel 2FL, 2RL or right wheel 2FR, 2RR) that may slip (S23). ), The slip prevention process is terminated. The process of S23 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in the process of S22, there is no difference more than a specified value between the average value of the rotation speeds of the left wheels 2FL, 2RL and the average value of the rotation speeds of the right wheels 2FR, 2RR, or the left wheel 2FL, If at least one of the variation in the rotational speed of 2RL or the variation in the rotational speed of the right wheels 2FR, 2RR exceeds a specified value (S22: No), either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR This slip prevention processing is terminated without adjusting the camber angle of the wheel 2 because it is determined that there is no possibility of slipping on the side of the wheel.

  As described above, according to this slip prevention process, there is a possibility of slipping among all the wheels 2 that are traveling (accelerated traveling or decelerating traveling) by the determination processing of S15, S17, S20, and S22. If it is determined that the wheel exists, a negative camber having a specified angle (that is, a camber angle in the negative direction) is given to a wheel that may slip.

  Here, with reference to FIG. 5, the effect acquired by giving a negative camber to the wheel with the possibility of a slip is demonstrated. FIG. 5A is a schematic front view showing the wheel 2 in a state where the camber angle is a steady angle (substantially 0 ° in the present embodiment), and FIG. 5B is the result of the slip prevention process described above. It is a typical front view which shows the wheel 2 by which the camber angle was adjusted to negative (minus direction). In FIG. 5, a right front wheel 2FR is illustrated as a representative example of the wheel 2.

  In the present embodiment, a wheel having a large curvature of the tread surface (tread surface) 2 a is used as the wheel 2. When the wheel 2 having a large curvature of the tread surface 2a is used as described above, a negative camber is applied to the wheel 2, and the wheel 2 is deformed by the inclination by inclining the wheel 2 with respect to the road surface. As a result, when the camber angle of the wheel 2 is a steady angle, the contact width between the wheel 2 and the road surface G is W1 (FIG. 5A), whereas the contact width with the road surface G is reduced to W2. (FIG. 5B). Therefore, the surface pressure of the wheel 2 increases as compared with the case where the ground contact width is W1 (that is, the case of a steady angle).

  Therefore, the vehicle 1 having the wheel 2 whose surface pressure increases by applying the camber angle gives the surface pressure of the wheel 2 by increasing the surface pressure of the wheel 2 by applying a negative camber to the wheel 2 that may slip during traveling. Since the load can be increased, load loss can be suppressed, and temporary wheel slip during running can be prevented.

  In addition, when giving a camber angle to the wheel 2 with a large curvature of the tread surface 2a, the closer the camber rotation shaft is to the road surface G, the higher the surface pressure can be effectively achieved. Therefore, when the wheel 2 having a large curvature of the tread surface 2a is used, for example, the camber rotation shaft is preferably set below the rotation shaft of the wheel 2, and is set near the road surface G. More preferred.

  As described above, according to the first embodiment, when it is determined that there is a wheel with a possibility of slipping in all the wheels 2 during traveling (acceleration traveling or deceleration traveling), the slip A negative camber with a specified angle is given to a wheel having the possibility of Here, as the wheel 2, the wheel 2 having a large curvature of the tread surface 2a and increasing the surface pressure by applying the camber angle is used. Therefore, by applying the negative camber, the surface pressure increases and the ground load increases. . Therefore, it is possible to suppress the load drop during traveling and prevent the wheels from slipping.

  Moreover, according to 1st Embodiment, based on the comparison of the state (rotation speed) of each wheel 2 during driving | running | working, ie, the relative wheel state during driving | running | working, all the wheels 2 (4 wheels of 2FL-2RR). Since it is determined whether there is a wheel with a possibility of slipping from among the wheels, it is easy to find a wheel with a possibility of slipping. In particular, the determination accuracy with respect to a situation in which the load of some of the wheels 2 is temporarily removed due to road surface conditions (for example, the presence of a dent on the road surface or a portion with a low friction coefficient on the road surface) is improved. . Therefore, it is possible to perform prospective control with high certainty for slip prevention.

  Here, according to the first embodiment, since it is determined whether or not there is one wheel that may be slipped by comparison with the state (the number of revolutions) of the other three wheels, When the possibility of slipping occurs on any one of the wheels 2FL to 2RR, the slipping of the wheels can be prevented, and traveling stability can be ensured.

  In addition, according to the first embodiment, the left wheel 2FL, 2RL or the right wheel is compared by comparing the state of the left wheel (left wheel 2FL, 2RL) with the state of the right wheel (right wheel 2FR, 2RR). Since it is determined whether or not there is a possibility of slipping in either 2FR or 2RR, if there is a possibility of slipping on one of the left and right wheels during traveling, the slipping of that wheel is prevented. It is possible to ensure running stability.

  Next, a second embodiment will be described with reference to FIG. In the first embodiment described above, a wheel having a large curvature of the tread surface 2a is used, but in the second embodiment, a wheel having a small curvature of the tread surface 2a is used as the wheel 2. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 6A is a schematic front view showing the wheel 2 of the second embodiment in a state where the camber angle is a steady angle (substantially 0 ° in the present embodiment), and FIG. It is a typical front view which shows the wheel 2 of 2nd Embodiment by which the camber angle was adjusted to the negative (minus direction) by the performed slip prevention process. In FIG. 6, a right front wheel 2FR is illustrated as a representative example of the wheel 2.

  Thus, when the wheel with a small curvature of the tread surface 2a is used as the wheel 2, the vehicle height is lowered by the application of the negative camber. That is, as shown in FIG. 6B, when a negative camber is applied to the wheel 2 of the second embodiment, the vehicle height is lowered by H.

  Therefore, the vehicle 1 having a configuration in which the vehicle height is lowered by providing the camber angle (in this embodiment, the wheel 2 having a small curvature of the tread surface 2a) gives a negative camber to the wheel 2 that may slip during traveling. By doing so, the vehicle height can be lowered and the center of gravity of the vehicle 1 can be lowered, so that load loss can be suppressed and temporary wheel slip during running can be prevented.

  In addition, when giving a camber angle to the wheel 2 of the second embodiment (that is, a wheel having a small curvature of the tread surface 2a), the camber rotation shaft can effectively lower the vehicle height as the distance from the road surface G increases. it can. Therefore, when using the wheel 2 whose curvature of the tread surface 2a is small, for example, it is preferable that the camber rotating shaft is set above the rotating shaft of the wheel 2.

  As described above, according to the second embodiment, when it is determined that there is a wheel with a possibility of slipping in all the wheels 2 that are traveling (accelerated traveling or decelerating traveling), slipping occurs. A negative camber with a specified angle is given to a wheel having the possibility of Here, since the wheel 2 that has a small curvature of the tread surface 2a and can lower the vehicle height by providing a camber angle is used, the vehicle height is lowered and the center of gravity of the vehicle 1 is lowered by applying the negative camber. Therefore, it is possible to suppress the load drop during traveling and prevent the wheels from slipping.

  Next, a third embodiment will be described with reference to FIG. In 1st Embodiment mentioned above, it was set as the structure which uses the rotation speed of each wheel 2 as the state of each wheel 2 for determining the wheel with a possibility of a slip, but in this 3rd Embodiment, possibility of slip is set. The grounding load of each wheel 2 is used as the state of each wheel 2 for determining a wheel with a wheel.

  Therefore, in the third embodiment, the ground load sensor device 82 functions as the wheel state detection means instead of the wheel speed sensor device 81. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 7 is a flowchart showing a slip prevention process in the third embodiment. Similarly to the slip prevention process in the first embodiment, the slip prevention process in the third embodiment is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on. The

  As shown in FIG. 7, in the slip prevention process in the third embodiment, first, the ground load of each wheel 2FL to 2RR is acquired for all wheels 2 (S31). Specifically, in S31, the ground loads of the respective wheels 2FL to 2RR are acquired based on the output value from the ground load sensor device 82 which is the wheel state detecting means of the present invention.

  After the processing of S31, the accelerator opening is acquired (S12), the brake depression amount is acquired (S13), and it is confirmed whether or not the accelerator opening acquired by the processing of S12 is equal to or greater than a specified value (S14). .

  If the accelerator opening is equal to or greater than a specified value as a result of checking in the process of S14 (S14: Yes), compared to the average value of the contact loads of the other wheels (the other three wheels), Whether there is one wheel (any one of wheels 2FL to 2RR) showing a contact load of about 80% or less of the contact load of the other wheel, and the contact load variation of these other wheels is within a specified value. Is confirmed (S35).

  By executing the determination process of S35, based on the comparison of the state of each wheel 2 (specifically, the contact load of each wheel 2), all the wheels 2 (2FL to 2RR) during acceleration traveling are included. It can be determined whether there is one wheel that is likely to slip. Note that the process of S35 corresponds to the determining means of the present invention.

  As a result of checking in the process of S35, if there is one wheel showing a grounding load less than a specified value compared to the average value of the grounding load of other wheels, and the variation in the grounding load of these other wheels is within the specified value, (S35: Yes), it is determined that there is one wheel that may slip in all the wheels 2 (2FL to 2RR), and a predetermined angle (for example, a wheel that may slip) is determined (for example, 5 °) negative camber is applied (S16), and the slip prevention process is terminated.

  On the other hand, as a result of checking in the process of S35, there is no one wheel showing a ground load equal to or less than the specified value compared to the average value of the ground load of the other wheel, or the variation in the ground load of the other wheel to be compared is a specified value. Is exceeded (S35: No), the process proceeds to S37.

  In the process of S37, there is a difference of more than a prescribed value between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR (for example, the ground load of the wheel on one side is Confirm that the ground load variation of the left wheels 2FL and 2RL and the ground load variation of the right wheels 2FR and 2RR are within specified values, respectively, which is 120% higher than the ground load of the other wheel. (S37).

  By executing the determination process of S37, based on the comparison of the state of each wheel 2, whether or not there is a wheel that may be slipped among all the wheels 2 (2FL to 2RR) that are running at an accelerated speed. More specifically, it is possible to determine whether or not there is a possibility of slipping in either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR during acceleration traveling. Note that the process of S37 corresponds to the determination means of the present invention.

  As a result of checking in the process of S37, there is a difference of more than a specified value between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR, and the grounding of the left wheels 2FL and 2RL If the variation in load and the variation in grounding load on the right wheels 2FR and 2RR are within specified values (S37: Yes), there is a possibility of slipping on either side of the left wheel 2FL, 2RL or the right wheel 2FR, 2RR. It is determined that there is a negative camber of a specified angle (for example, 5 °) to the wheel (left wheel 2FL, 2RL or right wheel 2FR, 2RR) on the side with a low ground load that may be slipped (S38). ), The slip prevention process is terminated. Note that the process of S38 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in S37, there is no difference between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR, or the left wheel 2FL, If at least one of the variation of the ground load of 2RL or the variation of the ground load of the right wheels 2FR, 2RR exceeds the specified value (S37: No), either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR This slip prevention processing is terminated without adjusting the camber angle of the wheel 2 because it is determined that there is no possibility of slipping on the side of the wheel.

  If the accelerator opening is less than the prescribed value as a result of the confirmation in S14 (S14: No), it is confirmed whether or not the brake pedal depression amount obtained in S13 is greater than or equal to the prescribed value (S19). If the brake depression amount is less than the specified value (S19: No), the slip prevention process is terminated.

  On the other hand, as a result of checking in the process of S19, if the amount of brake depression is equal to or greater than the specified value (S19: Yes), the contact load (specified value or more) is compared with the average value of the contact load of the other wheels (the other three wheels). For example, there is one wheel (one of wheels 2FL to 2RR) showing a ground load of about 120% or more of the average value of the ground load of other wheels, and the variation of the ground load of these other wheels is specified. It is confirmed whether it is within the value (S40).

  By executing the determination process of S40, based on the comparison of the state of each wheel 2 (specifically, the ground load of each wheel 2), all the wheels 2 (2FL to 2RR) that are traveling at a reduced speed are included. It can be determined whether there is one wheel that is likely to slip. In addition, the process of S40 corresponds to the determination means of this invention.

  As a result of checking in the process of S40, if there is one wheel showing a contact load that is equal to or greater than a specified value compared to the average value of the contact load of the other wheels, and the variation in the contact load of these other wheels is within the specified value, (S40: Yes), it is determined that there is one wheel with a possibility of slipping in all the wheels 2 (2FL to 2RR), and a predetermined angle (for example, a wheel with a possibility of slipping) is determined (for example, 5 °) negative camber is applied (S21), and the slip prevention process is terminated.

  On the other hand, as a result of checking in the process of S40, there is no one wheel showing a grounding load equal to or higher than the specified value compared to the average value of the grounding load of the other wheel, or the variation in the grounding load of the other wheel to be compared is a specified value. Is exceeded (S40: No), the process proceeds to S42.

  In the process of S42, there is a difference of more than a prescribed value between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR, and variations in the ground load of the left wheels 2FL and 2RL. And the variations in the ground load of the right wheels 2FR and 2RR are within specified values (S42).

  By executing the determination process of S42, based on the comparison of the state of each wheel 2, whether or not there is a wheel that may be slipped among all the wheels 2 (2FL to 2RR) that are traveling at a reduced speed. More specifically, it is possible to determine whether or not there is a possibility of slipping in any of the left wheels 2FL and 2RL or the right wheels 2FR and 2RR during deceleration traveling. Note that the processing of S42 corresponds to the determination means of the present invention.

  As a result of checking in the process of S42, there is a difference of more than a specified value between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR, and the grounding of the left wheels 2FL and 2RL If the variation in load and the variation in grounding load on the right wheels 2FR, 2RR are within the specified values (S42: Yes), there is a possibility of slipping on either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR side. It is determined that there is a negative camber of a specified angle (for example, 5 °) to the wheel (left wheel 2FL, 2RL, or right wheel 2FR, 2RR) on the side with a low ground load that may be slipped (S43). ), The slip prevention process is terminated. Note that the process of S43 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in the process of S42, there is no difference between the average value of the ground load of the left wheels 2FL and 2RL and the average value of the ground load of the right wheels 2FR and 2RR, or the left wheel 2FL, If at least one of the variation of the ground load of 2RL or the variation of the ground load of the right wheels 2FR, 2RR exceeds the specified value (S42: No), either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR This slip prevention processing is terminated without adjusting the camber angle of the wheel 2 because it is determined that there is no possibility of slipping on the side of the wheel.

  As described above, according to the slip prevention process in the third embodiment, the possibility of slipping in all the wheels 2 during traveling (accelerated traveling or decelerating traveling) is determined by the determination processing of S35, S37, S40, and S42. When it is determined that there is a certain wheel, a negative camber having a specified angle (that is, a negative camber angle) is given to a wheel that may slip.

  As described above, according to the third embodiment, all the wheels 2 (2FL˜) are compared based on the comparison of the state (ground contact load) of each wheel 2 during traveling, that is, the relative state of the wheel during traveling. Since it is determined whether or not there is a wheel with a possibility of slipping among the four wheels of 2RR), it is possible to perform prospective control with high certainty for slip prevention as in the first embodiment.

  Next, a fourth embodiment will be described with reference to FIG. In 1st Embodiment mentioned above, it was set as the structure which uses the rotation speed of each wheel 2 as the state of each wheel 2 for determining the wheel with possibility of a slip, However, In this 4th Embodiment, possibility of slip is set. The stroke amount (suspension stroke amount) of each wheel 2 is used as the state of each wheel 2 for determining a certain wheel.

  Therefore, in this 4th Embodiment, it replaces with the wheel speed sensor apparatus 81, and the stroke sensor apparatus 83 functions as a wheel state detection means. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 8 is a flowchart showing a slip prevention process in the fourth embodiment. Similarly to the slip prevention process in the first embodiment, the slip prevention process in the fourth embodiment is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 100 is powered on. The

  As shown in FIG. 8, in the slip prevention process in the fourth embodiment, first, the strokes of the wheels 2FL to 2RR are acquired for all the wheels 2 (S51). Specifically, in S51, the strokes of the wheels 2FL to 2RR are acquired based on the output value from the stroke sensor device 83 which is the wheel state detection means of the present invention.

  After the processing of S51, the accelerator opening is acquired (S12), the brake depression amount is acquired (S13), and it is confirmed whether the accelerator opening acquired by the processing of S12 is equal to or greater than a specified value (S14). .

  If the accelerator opening is equal to or greater than a specified value as a result of the confirmation in S14 (S14: Yes), the stroke (for example, the other wheel) exceeds the specified value compared to the average value of the strokes of the other wheels (the other three wheels). 1 wheel (any one of the wheels 2FL to 2RR) showing a stroke of about 120% or more of the stroke of the other wheel, and whether or not the variation of the strokes of these other wheels is within a specified value is confirmed (S55). ).

  By executing the determination process of S55, slipping into all the wheels 2 (2FL to 2RR) during acceleration traveling based on the comparison of the state of each wheel 2 (specifically, the stroke of each wheel 2). It can be determined whether or not there is one wheel with the possibility of the following. Note that the process of S55 corresponds to the determination means of the present invention.

  As a result of checking in the process of S55, if there is one wheel showing a stroke that is equal to or greater than a specified value compared to the average value of the strokes of the other wheels, and the variation in the strokes of these other wheels is within the specified value (S55: Yes), it is determined that there is one wheel with the possibility of slipping among all the wheels 2 (2FL to 2RR), and the specified angle (for example, 5 °) is set to the corresponding wheel (the wheel with the possibility of slipping). Negative camber is applied (S16), and the slip prevention process is terminated.

  On the other hand, as a result of the confirmation in the process of S55, there is no one wheel showing a stroke greater than the specified value compared to the average value of the stroke of the other wheel, or the variation of the stroke of the other wheel to be compared exceeds the specified value. If yes (S55: No), the process proceeds to S57.

  In the process of S57, there is a difference of more than a prescribed value between the average value of the strokes of the left wheels 2FL and 2RL and the average value of the strokes of the right wheels 2FR and 2RR (for example, the wheel stroke on one side is the other side) It is checked whether the variation in the strokes of the left wheels 2FL and 2RL and the variation in the strokes of the right wheels 2FR and 2RR are within specified values, respectively (S57).

  By executing the determination process of S57, based on the comparison of the state of each wheel 2, whether or not there is a wheel with a possibility of slipping among all the wheels 2 (2FL to 2RR) during the acceleration traveling. More specifically, it is possible to determine whether or not there is a possibility of slipping in either the left wheel 2FL, 2RL or the right wheel 2FR, 2RR during acceleration traveling. Note that the process of S57 corresponds to the determination means of the present invention.

  As a result of checking in the process of S57, there is a difference of more than a prescribed value between the average value of the strokes of the left wheels 2FL, 2RL and the average value of the strokes of the right wheels 2FR, 2RR, and the variation in the strokes of the left wheels 2FL, 2RL. And the variation in stroke of the right wheel 2FR, 2RR are within the specified values (S57: Yes), it is determined that there is a possibility of slipping on either side of the left wheel 2FL, 2RL or the right wheel 2FR, 2RR. Thus, a negative camber of a specified angle (for example, 5 °) is given to the wheel (left wheel 2FL, 2RL, or right wheel 2FR, 2RR) on the side with a large stroke that may be slipped (S58) to prevent the slip. End the process. The process of S58 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in the process of S57, there is no difference between the average value of the strokes of the left wheels 2FL and 2RL and the average value of the strokes of the right wheels 2FR and 2RR or the difference between the average values of the left wheels 2FL and 2RL. If at least one of the stroke variations or the stroke variations of the right wheels 2FR, 2RR exceeds a specified value (S57: No), the left wheels 2FL, 2RL or the right wheels 2FR, 2RR are on either side. It is determined that there is no possibility of slipping, and this slip prevention process is terminated without adjusting the camber angle of the wheel 2.

  If the accelerator opening is less than the prescribed value as a result of the confirmation in S14 (S14: No), it is confirmed whether or not the brake pedal depression amount obtained in S13 is greater than or equal to the prescribed value (S19). If the brake depression amount is less than the specified value (S19: No), the slip prevention process is terminated.

  On the other hand, as a result of checking in the process of S19, if the brake pedal stroke is equal to or greater than a specified value (S19: Yes), the stroke (for example, less than the specified value) compared to the average value of the strokes of the other wheels (the other three wheels) Whether there is one wheel (any one of wheels 2FL to 2RR) that shows a stroke of about 80% or less of the average value of the strokes of the other wheels, and whether the variations in the strokes of these other wheels are within the specified values Is confirmed (S60).

  By executing the determination process of S60, slipping into all the wheels 2 (2FL to 2RR) during deceleration traveling based on the comparison of the state of each wheel 2 (specifically, the stroke of each wheel 2). It can be determined whether or not there is one wheel with the possibility of the following. Note that the processing of S60 corresponds to the determination means of the present invention.

  As a result of the confirmation in the process of S60, if there is one wheel showing a stroke less than the specified value compared to the average value of the strokes of the other wheels, and the variations in the strokes of these other wheels are within the specified values (S60: Yes), it is determined that there is one wheel with the possibility of slipping among all the wheels 2 (2FL to 2RR), and the specified angle (for example, 5 °) is set to the corresponding wheel (the wheel with the possibility of slipping). Negative camber is applied (S21), and the slip prevention process is terminated.

  On the other hand, as a result of the confirmation in the process of S60, there is no one wheel showing a stroke less than the specified value compared to the average value of the stroke of the other wheel, or the variation of the stroke of the other wheel to be compared exceeds the specified value. If yes (S60: No), the process proceeds to S62.

  In the process of S62, the difference between the average value of the strokes of the left wheels 2FL, 2RL and the average value of the strokes of the right wheels 2FR, 2RR exceeds a specified value, and the stroke variation of the left wheels 2FL, 2RL and the right wheel It is confirmed whether or not the variations in the strokes of 2FR and 2RR are within specified values (S62).

  By executing the determination process of S62, based on the comparison of the state of each wheel 2, whether or not there is a wheel that may be slipped among all the wheels 2 (2FL to 2RR) that are traveling at a reduced speed. More specifically, it is possible to determine whether or not there is a possibility of slipping in any of the left wheels 2FL and 2RL or the right wheels 2FR and 2RR during deceleration traveling. Note that the processing of S62 corresponds to the determination means of the present invention.

  As a result of checking in the process of S62, there is a difference of more than a prescribed value between the average value of the strokes of the left wheels 2FL, 2RL and the average value of the strokes of the right wheels 2FR, 2RR, and variations in the strokes of the left wheels 2FL, 2RL. And the variation in the stroke of the right wheel 2FR, 2RR are within the specified values (S62: Yes), it is determined that there is a possibility of slipping on either side of the left wheel 2FL, 2RL or the right wheel 2FR, 2RR. Then, a negative camber of a specified angle (for example, 5 °) is given to a wheel (left wheel 2FL, 2RL, or right wheel 2FR, 2RR) on the side with a large stroke that may cause a slip (S63) to prevent the slip. End the process. The process of S63 corresponds to the camber angle adjusting means of the present invention.

  On the other hand, as a result of the confirmation in the process of S62, there is no difference between the average value of the strokes of the left wheels 2FL and 2RL and the average value of the strokes of the right wheels 2FR and 2RR, or the difference between the average values of the left wheels 2FL and 2RL. If at least one of the stroke variations or the stroke variations of the right wheels 2FR, 2RR exceeds the specified value (S62: No), the left wheels 2FL, 2RL or the right wheels 2FR, 2RR are on either side. It is determined that there is no possibility of slipping, and this slip prevention process is terminated without adjusting the camber angle of the wheel 2.

  As described above, according to the slip prevention process in the fourth embodiment, the possibility of slipping in all the wheels 2 during traveling (accelerated traveling or decelerating traveling) is determined by the determination processing of S55, S57, S60, and S62. When it is determined that there is a certain wheel, a negative camber having a specified angle (that is, a negative camber angle) is given to a wheel that may slip.

  As described above, according to the fourth embodiment, all the wheels 2 (2FL to 2RR) are compared based on the comparison of the state (stroke) of each wheel 2 during traveling, that is, the relative state of the wheel during traveling. 4), it is determined whether or not there is a wheel with a possibility of slipping. Like the first embodiment, it is possible to perform the prospective control with high certainty for slip prevention.

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

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

  Further, in each of the above embodiments, when it is determined by the anti-slip process that there is a wheel with the possibility of slipping among all the wheels 2 that are traveling, the wheel with the specified angle has a specified angle. Although the negative camber is provided, a positive camber (positive camber angle) may be provided.

  Further, in each of the above embodiments, the strut suspension is exemplified as the suspension device 4. However, the present invention can be similarly applied even when other types such as a double wishbone suspension or a multi-link suspension are used.

  Moreover, in the said 2nd Embodiment, although it was set as the structure which implement | achieves the fall of the vehicle height accompanying provision of a camber angle by using the wheel 2 with a small curvature of the tread surface 2a, as a structure of the suspension apparatus 4, the wheel 2 The structure which utilizes the structure which lowers | hangs vehicle height by provision of the camber angle | corner to may be sufficient.

  Moreover, in each said embodiment, the left wheel is compared with the right wheel, the side with possibility of a slip is compared, and the camber angle (negative camber) is provided to the wheel of the side with the possibility of slip However, other combinations, for example, a configuration in which the front wheels and the rear wheels are compared with each other on the side where there is a possibility of slipping, and the camber angle may be given to the wheel on the side where there is a possibility of slipping.

  Further, in each of the above embodiments, it is determined whether or not one of the plurality of wheels 2 (four wheels 2 in the above embodiment) has the possibility of slipping. The camber angle (negative camber) is applied to the wheels of the vehicle, but the possibility of slipping of a plurality of wheels (for example, two wheels) is determined, and the camber angle is applied to one wheel that is likely to slip. Also good.

  In addition, as the state of each wheel 2 for determining a wheel with a possibility of slipping, the rotation speed of each wheel 2 in the first embodiment, the ground load of each wheel 2 in the third embodiment, In the fourth embodiment, the stroke amount of each wheel 2 is used. However, the number of rotations of each wheel 2 and the ground load are used together. It may be configured to determine a wheel that is likely to slip.

  In the above embodiments, the left and right front wheels (2FL, 2FR) are rotationally driven by the wheel driving device 3, but any vehicle that can give a camber angle to the wheels regardless of the configuration of the wheel driving device. The present invention can be applied. For example, even if it is a vehicle which uses a wheel drive device as a wheel motor or an engine, it should just be a vehicle which can give a camber angle to a wheel.

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 the block diagram which showed the electric constitution of the control apparatus. It is a flowchart which shows the slip prevention process of 1st Embodiment. (A) is a typical front view which shows the wheel of 1st Embodiment in the state whose camber angle is a steady angle, (b) is a wheel of 1st Embodiment by which the camber angle was adjusted to negative. It is a typical front view to show. (A) is a typical front view which shows the wheel of 2nd Embodiment in which the camber angle is a steady angle state, (b) is the wheel of 2nd Embodiment by which the camber angle was adjusted to negative. It is a typical front view to show. It is a flowchart which shows the slip prevention process of 3rd Embodiment. It is a flowchart which shows the slip prevention process of 4th Embodiment.

Explanation of symbols

100 Control device 1 Vehicle 2 Wheel 2a Tread surface 2FL Left front wheel (wheel)
2FR Right front wheel (wheel)
2RL Left rear wheel (wheel)
2RR Right rear wheel (wheel)
70 Camber angle adjusting device 81 Wheel speed sensor device (wheel state detecting means)
82 Ground load sensor device (wheel state detection means)
83 Stroke sensor device (wheel state detection means)
S15, S17, S20, S22 determination means S16, S21 camber angle adjustment means S18, S23 camber angle adjustment means S35, S37, S40, S42 determination means S38, S43 camber angle adjustment means S55, S57, S60, S62 determination means S58, S63 Camber angle adjusting means

Claims (7)

A control device used for a vehicle having a plurality of wheels and a camber angle adjusting device for adjusting a camber angle of the wheels,
The vehicle has wheel state detection means for detecting the state of each of the wheels during traveling,
Determination means for determining whether or not a wheel having a possibility of slip exists among the plurality of wheels based on a comparison of the state of each wheel detected by the wheel state detection means;
When it is determined by the determining means that there is a wheel with the possibility of slipping, the camber angle adjusting device is operated to set the camber angle of the wheel with the possibility of slipping to the negative side. Alternatively, a control device comprising a camber angle adjusting unit that adjusts the positive side so as to be inclined at a predetermined angle.   Whether the determination means determines whether or not one of the plurality of wheels has a possibility of slipping based on a comparison of the state of each wheel detected by the wheel state detection means. The control device according to claim 1, wherein it is determined whether or not. Wheels,
A camber angle adjusting device for adjusting the camber angle of the wheel;
Wheel state detecting means for detecting the state of the wheel;
A vehicle having the control device according to claim 1 or 2,
The wheel is configured such that the curvature of the tread surface is larger than a predetermined value,
In the camber angle adjusting device, the camber rotating shaft of the wheel is set below the rotating shaft of the wheel. Wheels,
A camber angle adjusting device for adjusting the camber angle of the wheel;
Wheel state detecting means for detecting the state of the wheel;
A vehicle having the control device according to claim 1 or 2,
The wheel is configured such that the curvature of the tread surface is smaller than a predetermined value,
In the camber angle adjusting device, the camber rotating shaft of the wheel is set above the rotating shaft of the wheel.   The vehicle according to claim 3 or 4, wherein the wheel state detection means detects the number of rotations of the wheel.   The vehicle according to claim 3 or 4, wherein the wheel state detection means detects a ground load of the wheel. A suspension for suspending the wheel on the vehicle body;
The vehicle according to claim 3 or 4, wherein the wheel state detection means detects a stroke amount of the suspension.

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