JP2010149778A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle capable of securing safety when a camber angle adjusting device causes failure. <P>SOLUTION: When abnormality is caused in expansion driving of an FR actuator 80FR, a head 80a pressed between an opposed surface 43a of a steering knuckle 43 and an inclined face 44a of a camber plate 44, lowers along the opposed surface 43a and the inclined face 44a by energizing force of a tension spring 45. Thus, an opposed interval between the opposed surface 43a and the inclined face 44a is reduced by the energizing force of the tension spring 45, and the camber plate 44 is rockably driven toward the inside of a vehicle body frame BF with a camber shaft 46 as the center. As a result of it, grip performance can be secured by exhibiting high grip performance of a first tread 21 by applying a negative camber to a wheel 2. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle including a camber angle adjusting device that adjusts a camber angle of a wheel, and more particularly to a vehicle that can ensure safety when a camber angle adjusting device fails.

The applicant of the present application provides two types of tread surfaces, which are configured to have the opposite characteristics of the characteristics with high grip force and the characteristics with low rolling resistance, and adjusts the camber angle of the wheel with the camber angle adjusting device. A technology has been developed that uses both two types of tread surfaces to ensure both grip performance and fuel efficiency (Patent Document 1).
JP 2008-030730 A

  However, in the technique disclosed in Patent Document 1, when the camber angle adjusting device fails, if the tread surface configured to have a low rolling resistance characteristic is in a grounded state, the grip performance cannot be ensured. There is a problem that the safety of the vehicle is lowered.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle that can ensure safety when a camber angle adjusting device fails.

  In order to achieve this object, a vehicle according to claim 1 includes a vehicle body, a wheel that supports the vehicle body, and a camber angle adjusting device that adjusts a camber angle of the wheel. A first tread and a second tread disposed on the inner side or the outer side of the vehicle body with respect to the first tread, wherein the first tread has a higher gripping power than the second tread. The second tread is configured to have a lower rolling resistance than the first tread, and the camber angle adjusting device has a facing surface and is connected to the vehicle body. And an inclined surface configured to be inclined so as to face the facing surface of the vehicle body connecting member and gradually decrease as the facing distance from the facing surface goes upward or downward of the vehicle body. A wheel connecting member that is connected, a swing shaft that pivotally supports the wheel connecting member on the vehicle body connecting member, a biasing member that biases the wheel connecting member toward the vehicle body connecting member, An actuator that has an elevating member disposed between the opposing surface and the inclined surface, and is driven to extend and retract to raise and lower the elevating member along the opposing surface and the inclined surface between the opposing surfaces; The dimension of the elevating member in the facing direction between the facing surface and the inclined surface is configured to be larger than the minimum value of the facing distance between the facing surface and the inclined surface in the lifting range of the lifting member, When the actuator is driven to extend and contract, the camber angle of the wheel is adjusted, and the ground contact area of the first tread is increased.

  According to a second aspect of the present invention, in the vehicle according to the first aspect, the inclined surface is configured to be inclined such that a distance between the opposed surface and the opposed surface gradually decreases toward the upper side of the vehicle body. The adjustment device is configured such that the actuator is driven to expand and contract, and the elevating member descends between the opposing surfaces along the opposing surface and the inclined surface, whereby the opposing interval is reduced by the urging force of the urging member, The wheel connecting member is driven to swing toward the inside or the outside of the vehicle body about the swing shaft, thereby adjusting the camber angle of the wheel and increasing the ground contact area of the first tread. Has been.

  According to a third aspect of the present invention, in the vehicle according to the first or second aspect, the swing shaft is disposed below the rotation center of the wheel.

  The vehicle according to claim 4 is the vehicle according to any one of claims 1 to 3, wherein a brake configured to restrict expansion and contraction of the actuator and to be able to release the restriction, and to drive and control the brake and the actuator. A control device that determines whether there is an abnormality in the expansion / contraction drive of the actuator, and when the abnormality determination means determines that there is an abnormality in the expansion / contraction drive of the actuator. And a restriction release means for driving the brake to release the restriction.

  According to the vehicle of claim 1, the actuator is driven to extend and contract, and the elevating member extends between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member along the opposing surface and the inclined surface. Is lifted up and down in the direction in which the facing distance decreases, the facing distance is expanded against the biasing force of the biasing member by the lifting member, and the wheel connecting member is moved to the inside or the outside of the vehicle body around the swing shaft. The camber angle of the wheel is adjusted and the ground contact area of the second tread is increased by being driven to swing. Thereby, the low rolling resistance of the second tread can be exhibited, and fuel consumption can be reduced.

  On the other hand, the actuator is driven to extend and contract, and the elevating member extends between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member, and the opposing space between the opposing surface and the inclined surface increases along the inclined surface. By moving up and down, the facing interval is reduced by the urging force of the urging member, and the wheel connecting member is driven to swing toward the inside or outside of the vehicle body about the swinging shaft, so that the camber angle of the wheel Is adjusted, and the contact area of the first tread increases. Thereby, the high grip performance of the first tread can be exhibited and the grip performance can be ensured.

  Thus, according to the present invention, by adjusting the camber angle of the wheel by the camber angle adjusting device, the performance obtained by the characteristics of the first tread (high grip performance) and the performance obtained by the characteristics of the second tread ( Low rolling resistance) can be exhibited, and it is possible to achieve both grip performance and fuel saving.

  Further, according to the present invention, when the drive control circuit for driving and controlling the actuator is disconnected or short-circuited, or when the actuator driving force is reduced and an abnormality occurs in the expansion / contraction driving of the actuator, the biasing force of the biasing member causes The lifting member that is pressed between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member escapes from the pressing along the opposing surface and the inclined surface between the opposing surface and the inclined surface. It moves up and down in the direction in which the distance between the facing surface and the inclined surface increases.

  As a result, as in the case where the actuator is driven to extend and contract, the facing distance between the facing surface and the inclined surface is reduced by the urging force of the urging member, and the wheel connecting member is directed toward the inside or outside of the vehicle body around the swing shaft. By swinging and driving, the camber angle of the wheel is adjusted, and the ground contact area of the first tread is increased. Thereby, the high grip performance of the first tread can be exhibited and the grip performance can be ensured.

  As described above, according to the present invention, even when the camber angle adjusting device breaks down and abnormality occurs in the expansion / contraction driving of the actuator, the high grip performance of the first tread can be exhibited and the grip performance can be ensured. . Therefore, there is an effect that safety at the time of failure of the camber angle adjusting device can be ensured.

  Furthermore, according to the present invention, even when the camber angle of the wheel is adjusted by extending and retracting the actuator, the actuator acting on the inclined surface can be driven by using the inclination of the inclined surface of the vehicle body connecting member. The camber angle of the wheel can be adjusted by the resultant force of the two components of the vertical component and the horizontal component of the force. Therefore, there is an effect that it is possible to reduce the required driving force of the actuator necessary for adjusting the camber angle of the wheel and to reduce the size of the actuator.

  According to the vehicle of the second aspect, in addition to the effect achieved by the vehicle of the first aspect, the inclined surface is inclined so that the facing distance from the facing surface of the vehicle body connecting member gradually decreases as the vehicle body moves upward. The camber angle adjusting device is configured such that the actuator is driven to extend and contract, and the elevating member descends along the opposing surface and the inclined surface between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member, The facing interval between the facing surface and the inclined surface is reduced by the urging force of the urging member, and the wheel connecting member is driven to swing toward the inside or the outside of the vehicle body about the swinging shaft. Is adjusted so that the ground contact area of the first tread is increased. Therefore, there is an effect that the safety at the time of failure of the camber angle adjusting device can be ensured more reliably.

  In other words, according to the present invention, when the drive control circuit for controlling the actuator is disconnected or short-circuited or when the actuator driving force is reduced and the actuator is driven in an expansion / contraction drive, the biasing force of the biasing member causes The lifting member that is pressed between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member escapes from the pressing along the opposing surface and the inclined surface between the opposing surface and the inclined surface. Descend.

  As a result, the facing distance between the facing surface and the inclined surface is reduced by the urging force of the urging member, and the wheel connecting member is driven to swing toward the inside or the outside of the vehicle body about the swinging shaft. The camber angle is adjusted, and the contact area of the first tread increases.

  Thereby, even when the camber angle adjusting device breaks down and an abnormality occurs in the expansion / contraction drive of the actuator, the high grip performance of the first tread can be exhibited and the grip performance can be ensured. Therefore, safety at the time of failure of the camber angle adjusting device can be ensured.

  Thus, according to the present invention, the elevating member descends along the opposing surface and the inclined surface between the opposing surface of the vehicle body connecting member and the inclined surface of the wheel connecting member, so that the camber angle adjusting device malfunctions. Since safety at the time is ensured, the elevating member can be reliably moved by utilizing the weight of the elevating member. Therefore, it is possible to ensure the safety at the time of failure of the camber angle adjusting device.

  According to the vehicle of the third aspect, in addition to the effect produced by the vehicle according to the first or second aspect, the swing shaft is disposed below the center of rotation of the wheel. As compared with the case where the swing shaft is disposed above, the amount of movement of the ground contact surface of the wheel during the adjustment of the camber angle can be reduced. Therefore, there is an effect that it is possible to reduce the required driving force of the actuator necessary for adjusting the camber angle of the wheel and to reduce the size of the actuator.

  According to the vehicle of the fourth aspect, in addition to the effect produced by the vehicle according to any one of the first to third aspects, the brake is configured to restrict the expansion and contraction of the actuator and to be able to release the restriction. There is an effect that the drive control of the actuator can be simplified.

  That is, when the brake is not provided, it is necessary to monitor the amount of expansion / contraction of the actuator with a sensor or the like and to drive and control the actuator so as to maintain the target value (expansion / contraction amount). On the other hand, according to the present invention, after the actuator is driven and controlled so as to be the target value (expansion / contraction amount), the expansion / contraction amount of the actuator can be controlled without controlling the actuator by controlling the expansion / contraction of the actuator by the brake Can be maintained at the target value (expansion / contraction amount). Therefore, the drive control of the actuator can be simplified.

  Further, according to the present invention, in the control device, when the abnormality determining means determines that there is an abnormality in the expansion / contraction driving of the actuator, the brake is driven and controlled by the restriction releasing means, and the restriction on the expansion / contraction of the actuator is released. Even in the configuration including the brake configured to restrict the expansion and contraction of the actuator and to be able to release the restriction, there is an effect that the safety at the time of failure of the camber angle adjusting device can be ensured.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing the vehicle 1 in the first embodiment of the present invention. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  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 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, a wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), a plurality of suspension devices 4 that connect the wheels 2 and the vehicle body frame BF, and some of the wheels 2 ( In the present embodiment, the steering device 5 that mainly steers the left and right front wheels 2FL, 2FR) is mainly provided, and by adjusting the camber angle of the wheel 2, both grip performance and fuel saving can be achieved. It is configured to be able to.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel.

  Further, as shown in FIG. 1, the wheel 2 includes two types of treads, a first tread 21 and a second tread 22, and in each wheel 2, the first tread 21 is disposed inside the vehicle body frame BF, Two treads 22 are disposed outside the body frame BF. In the present embodiment, the widths of both treads 21 and 22 (dimensions in the direction of the arrow LR) are configured to be the same width.

  The first tread 21 and the second tread 22 are made of a material whose hardness is higher than that of the first tread 21, and the first tread 21 has a higher gripping power than the second tread 22. On the other hand, the second tread 22 is configured to have a smaller rolling resistance than the first tread 21 (low rolling resistance).

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR, and is configured by an electric motor 3a as described later (see FIG. 4). Further, 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 to the left and right front wheels 2FL, 2FR from the wheel drive device 3, and the left and right front wheels 2FL, 2FR rotate according to the operation amount of the accelerator pedal 61. Driven. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  The suspension device 4 functions as a so-called suspension for connecting the vehicle body frame BF and the wheel 2 and for reducing vibration transmitted from the road surface to the vehicle body frame BF. As shown in FIG. Are provided corresponding to each. Further, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting device that adjusts the camber angle of the wheel 2.

  Here, with reference to FIG.2 and FIG.3, the detailed structure of the suspension apparatus 4 is demonstrated. 2 and 3 are shown as representative examples of the suspension device 4 corresponding to the right front wheel 2FR because the configuration of each suspension device 4 is the same in each wheel 2. As shown in FIG.

  2 and 3 are front views of the suspension device 4. 2 shows a state where the FR actuator 80FR is driven to extend, and FIG. 3 shows a state where the FR actuator 80FR is driven to contract. However, in FIG.2 and FIG.3, in order to understand easily, illustration of the drive shaft 31 grade | etc., Is abbreviate | omitted.

  As shown in FIG. 2, the suspension device 4 mainly includes a shock absorber 41, a lower arm 42, a steering knuckle 43, and a camber plate 44, and is configured as a so-called strut suspension.

  The shock absorber 41 functions as a so-called damper for attenuating vibration transmitted from the road surface to the vehicle body frame BF. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the vehicle body frame BF. At the same time, the lower end (the lower side in FIG. 2) is connected to the steering knuckle 43.

  The lower arm 42 connects the steering knuckle 43 to the vehicle body frame BF. As shown in FIG. 2, one end (left side in FIG. 2) is connected to the steering knuckle 43 via a ball joint and the other end (see FIG. 2 right side) is pivotally supported on the vehicle body frame BF via a rubber bush (not shown).

  The steering knuckle 43 supports the wheel 2 through the camber plate 44 so as to be steerable. As shown in FIG. 2, the steering knuckle 43 has a facing surface 43a facing the camber plate 44 and extends in a vertical direction perpendicular to the road surface. The portion to be provided and the portion extending in the horizontal direction parallel to the road surface from the lower end (the lower side in FIG. 2) of the portion are configured in a front view.

  The camber plate 44 rotatably supports the wheel 2, and as shown in FIG. 2, the upper part (upper side in FIG. 2) is connected to the upper part (upper side in FIG. 2) of the steering knuckle 43 by a tension spring 45. The lower part (lower side in FIG. 2) is pivotally supported by the camber shaft 46 below the steering knuckle 43 (lower side in FIG. 2) below the rotational center of the wheel 2 (lower side in FIG. 2).

  As shown in FIG. 2, the camber plate 44 includes an inclined surface 44a that opposes the opposing surface 43a of the steering knuckle 43. The inclined surface 44a faces the opposing surface 43a at a distance above the body frame BF (see FIG. 2). It is configured to be inclined so as to gradually decrease toward the upper side (2).

  The tension spring 45 urges the camber plate 44 toward the steering knuckle 43 (right side in FIG. 2), and is constituted by a coil spring. As described above, one end (left side in FIG. 2) of the tension spring 45 is connected to the upper part (upper side of FIG. 2) of the camber plate 44, and the other end (right side of FIG. 2) is upper part of the steering knuckle 43 (FIG. 2). Connected to the upper side).

  Further, as shown in FIG. 2, an FR actuator 80FR and an FR brake 81FR are disposed between the facing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44.

  The FR actuator 80FR is a device for adjusting the facing distance between the facing surface 43a and the inclined surface 44a, and is configured by an actuator that is driven to extend and contract (in this embodiment, a hydraulic cylinder). As shown in FIG. 2, the FR actuator 80FR is fixed to the steering knuckle 43 with the rod portion facing upward (upper side in FIG. 2) of the vehicle 1, and a head 80a is attached to the rod portion. ing.

  The head 80a moves up and down along the opposing surface 43a and the inclined surface 44a between the opposing surfaces 43a and the inclined surface 44a by the expansion and contraction drive of the FR actuator 80FR. As shown in FIG. 80b, and is configured to slide along the opposing surface 43a and the inclined surface 44a via the bearing 80b. As a result, the sliding resistance of the head 80a can be reduced, and the required driving force of the FR actuator 80FR necessary for moving the head 80a up and down can be reduced.

  As shown in FIG. 2, the head 80a has a dimension W in the facing direction (left-right direction in FIG. 2) between the facing surface 43a and the inclined surface 44a, and the dimension W is the facing surface in the elevation range of the head 80a. It is configured to be larger than the minimum value of the facing distance between 43a and the inclined surface 44a.

  The FR brake 81FR is a device for restricting expansion and contraction of the FR actuator 80FR, and is configured by an electromagnetic brake. As shown in FIG. 2, the FR brake 81FR is connected to the FR actuator 80FR. By turning on the brake when not energized, the FR actuator 80FR is restricted from expanding and contracting, and by turning off the brake when energized, the FR The actuator 80FR is configured to be able to cancel the expansion / contraction restriction.

  Accordingly, by turning on the brake during energization, the energization time can be shortened and power consumption can be suppressed as compared with a case where the expansion and contraction of the FR actuator 80FR is restricted.

  Further, when the FR brake 81FR is not provided, it is necessary to monitor the amount of expansion / contraction of the FR actuator 80FR with a sensor or the like and to drive and control the FR actuator 80FR so as to maintain the target value (expansion / contraction amount). After the FR actuator 80FR is driven and controlled to reach the target value (expansion / contraction amount), the expansion / contraction amount of the FR actuator 80FR is controlled without restricting the FR actuator 80FR by controlling the expansion / contraction of the FR actuator 80FR by the FR brake 81FR. Can be maintained at the target value (expansion / contraction amount). Therefore, drive control of the FR actuator 80FR can be simplified.

  According to the suspension device 4 configured as described above, as shown in FIG. 2, the FR actuator 80FR is driven to extend, and the head 80a has an opposing surface 43a and an inclined surface between the opposing surface 43a and the inclined surface 44a. When it rises along 44a, the facing distance between the facing surface 43a and the inclined surface 44a is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 44 is located outside the body frame BF with the camber shaft 46 as the center. It is driven to swing toward (left side in FIG. 2).

  A predetermined camber angle (hereinafter referred to as “fuel-saving camber”) is applied to the wheel 2 in a state where the head 80a is at its highest position (the state shown in FIG. 2). In addition, in this Embodiment, as shown in FIG. 2, it is comprised so that the wheel 2 may be earth | grounded at right angles with respect to a road surface by giving a fuel-saving camber to the wheel 2. As shown in FIG.

  In this case, since the second tread 22 is made of a material having hardness higher than that of the first tread 21, the grounding of the second tread 22 prevents the grounding of the first tread 21, so that the grounding area of the second tread 22 is the first. It becomes larger than the ground contact area of one tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  Further, since the wheels 2 are grounded at right angles to the road surface, the canvas rust generated on the wheels 2 can be suppressed, and accordingly, the rolling resistance of the wheels 2 can be reduced and fuel consumption can be reduced.

  On the other hand, as shown in FIG. 3, when the FR actuator 80FR is driven to contract and the head 80a moves down between the opposing surface 43a and the inclined surface 44a along the opposing surface 43a and the inclined surface 44a, the opposing surface 43a. The camber plate 44 is driven to swing toward the inside of the vehicle body frame BF (right side in FIG. 3) with the camber shaft 46 as a center.

  As a result, a negative camber is applied to the wheel 2 to increase the ground contact area of the first tread 21 disposed inside the vehicle body frame BF, and the ground contact area of the second tread 22 disposed outside the vehicle body frame BF. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  As described above, according to the vehicle 1 in the present embodiment, the FR actuator 80FR is extended and contracted to adjust the camber angle of the wheel 2, whereby the high grip property of the first tread 21 and the low rolling of the second tread 22 are adjusted. It is possible to achieve both the securing of grip performance and fuel saving by exerting two performances of resistance.

  Further, even when the FR actuator 80FR is driven to extend and contract to adjust the camber angle of the wheel 2, the inclination of the inclined surface 44a of the camber plate 44 is used to drive the FR actuator 80FR that acts on the inclined surface 44a. The camber angle of the wheel 2 can be adjusted by the resultant force of the two components of the vertical component and the horizontal component of the force. Therefore, the required driving force of the FR actuator 80FR required for adjusting the camber angle of the wheel 2 can be reduced, and the FR actuator 80FR can be reduced in size.

  Further, since the camber shaft 46 is disposed below the rotation center of the wheel 2, the camber angle is adjusted when compared with the case where the camber shaft 46 is disposed above the rotation center of the wheel 2. The amount of movement of the ground contact surface of the wheel 2 can be kept small. Therefore, the required driving force of the FR actuator 80FR required for adjusting the camber angle of the wheel 2 can be reduced, and the FR actuator 80FR can be reduced in size.

  Returning to FIG. The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering device.

  According to the steering device 5, the operation (rotation) of the steering 63 by the driver is first transmitted to the universal joint 52 via the steering column 51, and the pinion of the steering gear box 53 is changed while the angle is changed by the universal joint 52. 53a is transmitted as a 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 moves by the linear motion of the rack 53b. As a result, the movement of the tie rod 54 is transmitted to the steering knuckle 43 (see FIG. 2) via the knuckle arm 55, so that a predetermined steering angle is given to the wheel 2.

  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 operation state (depression amount, depressing speed, etc.) of the pedals 61 and 62. The wheel drive device 3 is driven and controlled. The steering 63 is an operating member operated by the driver, and the left and right front wheels 2FL and 2FR are steered by the steering device 5 according to the operating state (rotation angle, rotational speed, etc.).

  The control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the camber angle adjusting device 80 (see FIG. 4) according to the operation state of the pedals 61 and 62 and the steering 63. ) Is controlled.

  Next, a detailed configuration of the control device 100 will be described with reference to FIG. FIG. 4 is a block diagram showing an electrical configuration of the control device 100. As illustrated in FIG. 4, 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. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74, and the ROM 72 stores a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIG. 5), fixed value data, and the like. It is a non-rewritable nonvolatile memory. The RAM 73 is a memory for storing various data in a rewritable manner when executing the control program.

  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 drive control circuit (not shown) for driving and controlling the electric motor 3a based on an instruction from the CPU 71 is mainly provided. However, the wheel drive device 3 is not limited to the electric motor 3a, and other drive sources can naturally be adopted. Examples of other drive sources include a hydraulic motor and an engine.

  The camber angle adjusting device 80 is a device for adjusting the camber angle of each wheel 2, and as described above, a total of four FL to RR actuators 80 FL to 80 RR for imparting a camber angle to each wheel 2, respectively, The actuator mainly includes a drive control circuit (not shown) that drives and controls each of the actuators 80FL to 80RR based on an instruction from the CPU 71.

  As described above, FL to RR actuators 80FL to 80RR are constituted by hydraulic cylinders, and hydraulic pumps (not shown) that supply oil (hydraulic pressure) to the actuators 80FL to 80RR, and each actuator from the hydraulic pump to each actuator. It mainly comprises an electromagnetic valve (not shown) that switches the supply direction of oil supplied to 80FL to 80RR.

  When the hydraulic pump is driven and controlled based on an instruction from the CPU 71, the actuators 80FL to 80RR are expanded and contracted by the oil supplied from the hydraulic pump. When the solenoid valve is turned on / off, the driving direction (extension or contraction) of each actuator 80FL to 80RR is switched.

  Further, the camber angle adjusting device 80 detects the expansion / contraction amount of each actuator 80FL to 80RR by an expansion / contraction amount sensor device 82 to be described later, and the actuator 80FL to each target value (expansion / contraction amount) instructed by the CPU 71. Drive control of 80RR.

  The brake device 81 is a device for restricting expansion and contraction of the FL to RR actuators 80FL to 80RR. As described above, a total of four FL to RR brakes 81FL to 81RR for restricting expansion and contraction of the actuators 80FL to 80RR, respectively. And a drive control circuit (not shown) for driving and controlling each of the brakes 81FL to 81RR based on an instruction from the CPU 71.

  As described above, the FL to RR brakes 81FL to 81RR are configured by electromagnetic brakes, and by turning on the brakes when not energized, the expansion and contraction of the FL to RR actuators 80FL to 80RR is restricted and the brakes are activated when energized. By turning off, the restriction of expansion and contraction of the FL to RR actuators 80FL to 80RR can be released.

  The expansion / contraction amount sensor device 82 is a device for detecting the expansion / contraction amount of the FL to RR actuators 80FR to 80RR and outputting the detection result to the CPU 71. The expansion / contraction amount sensor device 82 detects the expansion / contraction amount of each actuator 80FR to 80RR. Mainly provided are FL to RR expansion / contraction amount sensors 82FL to 82RR, and an output circuit (not shown) that processes the detection results of the respective expansion / contraction amount angle sensors 82FL to 82RR and outputs them to the CPU 71.

  The fail detection device 83 is a device for detecting a failure of the camber angle adjusting device 80 and outputting the detection result to the CPU 71. The expansion / contraction of the FL to RR actuators 80FL to 80RR detected by the expansion / contraction amount sensor device 82 is provided. A detection unit (not shown) that compares the amount and the target value (expansion / contraction amount) instructed by the CPU 71 to detect an abnormal expansion / contraction drive of each actuator 80FL to 80RR, and processes the detection result of the detection unit An output circuit (not shown) for outputting to the CPU 71 is mainly provided.

  The CPU 71 determines that the camber angle adjusting device 80 is out of order when the failure detection device 83 detects an abnormality in expansion / contraction driving of the FL to RR actuators 80FL to 80RR.

  In addition, the expansion / contraction drive abnormality of the FL to RR actuators 80FL to 80RR may be caused by the drive control circuit of the FL to RR actuators 80FL to 80RR being disconnected or short-circuited or the driving force of the FL to RR actuators 80FL to 80RR being decreased. Illustrated.

  The accelerator pedal sensor device 61a is a device for detecting the operation amount 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; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 62a is a device for detecting the operation amount 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; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 63a is a device for detecting the operation amount of the steering 63 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the rotation angle of the steering 63, and the angle sensor. And an output circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. In addition, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a, and calculates the depression speed of the pedals 61 and 62 and the rotation speed of the steering 63. .

  As another input / output device 84 shown in FIG. 3, for example, when a failure of the camber angle adjusting device 80 is detected by the failure detection device 82, there is a warning device for warning the driver to that effect. Illustrated.

  Next, camber control processing will be described with reference to FIG. FIG. 5 is a flowchart showing camber control processing. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the control device 100 is turned on. By adjusting the camber angle of the wheel 2, the grip performance is improved. It is intended to achieve both ensuring and fuel saving.

  Regarding the camber control process, the CPU 71 first determines whether or not the camber angle adjusting device 80 is out of order, that is, whether or not the expansion / contraction drive of the FL to RR actuators 80FL to 80RR is abnormal (S1). As a result, when it is determined that the camber angle adjusting device 80 has not failed (S1: No), it is then determined whether or not the FL to RR actuators 80FL to 80RR are driven to contract (S2).

  As a result, when it is determined that the FL to RR actuators 80FL to 80RR are driven to contract (S2: Yes), it can be determined that a negative camber is applied to the wheel 2. Therefore, in this case (S2: Yes), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or greater than a predetermined operation amount (S3).

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the predetermined operation amount (S3: Yes), it is considered that the acceleration of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to contract. Thereby, by maintaining the wheel 2 in the negative camber, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S3 (S3: No), then the operation of the brake pedal 62 is performed. It is determined whether or not the amount is equal to or greater than a predetermined operation amount (S4). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined operation amount (S4: Yes), it is considered that the braking degree of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to contract.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S4 (S4: No), then the operation amount of the steering 63 Is greater than or equal to a predetermined operation amount (S5). As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the predetermined operation amount (S5: Yes), it is considered that the turning degree of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to contract.

  On the other hand, when it is determined that the operation amount of the steering 63 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S5 (S5: No), the acceleration degree of the vehicle 1 and the braking degree Since both the turning degree and the turning degree are relatively small and it is considered that it is not necessary to secure the grip performance, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S6), and the FL to RR actuators 80FL to 80RR are extended. Then, the brakes of the FL to RR brakes 81FL to 81RR are turned on (S8), and the camber control process is terminated.

  As a result, the facing distance between the facing surface 34 a of the steering knuckle 43 and the inclined surface 44 a of the camber plate 44 is expanded against the urging force of the tension spring 45 by the head 80 a, and the camber plate 44 is centered on the camber shaft 46. It is driven to swing toward the outside of the frame BF (see FIG. 2). As a result, the fuel-saving camber is imparted to the wheel 2, so that the low rolling resistance of the second tread 22 can be exhibited and the fuel consumption can be reduced.

  Further, if it is determined that the FL to RR actuators 80FL to 80RR are not contracted (expanded) as a result of the processing of S2 (S2: No), a fuel saving camber is applied to the wheel 2. Can be determined. Therefore, in this case (S2: No), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or greater than a predetermined operation amount (S9).

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the predetermined operation amount (S9: Yes), it is considered that the acceleration of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to contract (S13), and then the brakes of the FL to RR brakes 81FL to 81RR are turned on. (S14), the camber control process is terminated.

  As a result, the facing distance between the facing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44 is reduced by the biasing force of the tension spring 45, and the camber plate 44 is directed toward the inside of the vehicle body frame BF around the camber shaft 46. Is driven to swing (see FIG. 3). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S9 (S9: No), then the operation of the brake pedal 62 is performed. It is determined whether or not the amount is equal to or greater than a predetermined operation amount (S10). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined operation amount (S10: Yes), it is considered that the braking degree of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to contract (S13), and then the brakes of the FL to RR brakes 81FL to 81RR are turned on. (S14), the camber control process is terminated.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S10 (S10: No), then the operation amount of the steering 63 Is greater than or equal to a predetermined operation amount (S11). As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the predetermined operation amount (S11: Yes), it is considered that the turning degree of the vehicle 1 is relatively large and that grip performance needs to be ensured. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to contract (S13), and then the FL to RR brakes 81FL to 81RR are turned on ( S14), the camber control process is terminated.

  On the other hand, when it is determined that the operation amount of the steering 63 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S10 (S10: No), the acceleration degree and the braking degree of the vehicle 1 Since both the turning degree and the turning degree are relatively small and it is considered that it is not necessary to secure the grip performance, this camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to extend. As a result, the wheels 2 are maintained in the fuel-saving camber, so that the low rolling resistance of the second tread 22 can be exhibited and the fuel consumption can be reduced.

  On the other hand, when it is determined that the camber angle adjusting device 80 is out of order as a result of the processing of S1 (S1: Yes), it is determined that there is an abnormality in the extension / contraction drive of the FL to RR actuators 80FL to 80RR. be able to. Therefore, in this case (S1: Yes), the brakes of the FL to RR brakes 81FL to 81RR are turned off (S15), and the camber control process is terminated.

  As a result, the restriction on expansion and contraction of the FL to RR actuators 80FL to 80RR is released, and the head 80a pressed between the facing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44 by the biasing force of the tension spring 45. However, in order to escape from the pressing, the space between the opposed surface 43a and the inclined surface 44a is lowered along the opposed surface 43a and the inclined surface 44a.

  Therefore, as in the case where the FL to RR actuators 80FL to 80RR are driven to contract, the facing distance between the facing surface 43a and the inclined surface 44a is reduced by the biasing force of the tension spring 45, and the camber plate 44 is centered on the camber shaft 46. It is driven to swing toward the inside of the body frame BF (see FIG. 3). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  As described above, according to the vehicle 1 in the present embodiment, even if the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the height of the first tread 21 is increased. Grip performance can be demonstrated and grip performance can be secured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Further, the head 80a descends along the opposing surface 43a and the inclined surface 44a between the opposing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44, so that the safety at the time of failure of the camber angle adjusting device 80 is achieved. Therefore, the head 80a can be reliably moved by utilizing the weight of the head 80a. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured more reliably.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the FL to RR actuators 80FL to 80RR are extended and driven, so that a fuel-saving camber is given to the wheels 2, and the FL to RR actuators 80FL to 80RR are driven to contract so that the wheels 2 are driven to contract. Although the case where the negative camber is applied has been described, in the second embodiment, the FL to RR actuators 80FL to 80RR are contracted to drive the fuel economy camber to the wheel 2, and the FL to RR actuators 80FL to 80RR are applied. When the 80RR is driven to extend, a negative camber is applied to the wheel 2.

  The vehicle 201 in the second embodiment is different from the vehicle 1 in the first embodiment only in the configuration of the suspension device 204, and the other parts are all configured identically. Moreover, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 6 is a front view of the suspension device 204 according to the second embodiment. 6A shows a state where the FR actuator 80FR is driven to contract, and FIG. 6B shows a state where the FR actuator 80FR is driven to extend. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 204 in the second embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 244.

  The camber plate 244 supports the wheel 2 in a rotatable manner. As shown in FIG. 6, the upper part (upper side in FIG. 6) is connected to the upper part (upper side in FIG. 6) of the steering knuckle 43 by a tension spring 45. The lower part (lower side in FIG. 6) is pivotally supported by the camber shaft 46 below the steering knuckle 43 (lower side in FIG. 6) below the rotational center of the wheel 2 (lower side in FIG. 6).

  As shown in FIG. 6, the camber plate 244 includes an inclined surface 244 a that opposes the opposing surface 43 a of the steering knuckle 43, and the inclined surface 244 a is opposed to the opposing surface 43 a below the vehicle body frame BF (see FIG. 6). 6 lower side) and is inclined so as to gradually decrease.

  In the present embodiment, the dimension W of the head 80a is configured to be larger than the minimum value of the facing distance between the facing surface 43a and the inclined surface 244a within the elevation range of the head 80a.

  According to the suspension device 204 configured as described above, as shown in FIG. 6A, the FR actuator 80FR is driven to contract, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244. Is lowered along the opposing surface 43a and the inclined surface 244a, the opposing distance between the opposing surface 43a and the inclined surface 244a is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 244 is The camber shaft 46 is driven to swing toward the outside of the vehicle body frame BF (left side in FIG. 6A) around the camber shaft 46.

  In the state where the head 80a is lowered to the lowest position (the state shown in FIG. 6A), a fuel saving camber is applied to the wheel 2. In addition, in this Embodiment, as shown to Fig.6 (a), it is comprised so that the wheel 2 may be earth | grounded at right angles with respect to a road surface by giving a fuel-saving camber to the wheel 2. As shown in FIG.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 6B, when the FR actuator 80FR is driven to extend and the head 80a rises along the opposing surface 43a and the inclined surface 244a between the opposing surfaces of the opposing surface 43a and the inclined surface 244a, The facing distance between the facing surface 43a and the inclined surface 244a is reduced by the urging force of the tension spring 45, and the camber plate 244 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 6 (b)). Driven.

  As a result, a negative camber is applied to the wheel 2 to increase the ground contact area of the first tread 21 disposed inside the vehicle body frame BF, and the ground contact area of the second tread 22 disposed outside the vehicle body frame BF. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  Next, camber control processing in the second embodiment will be described with reference to FIG. FIG. 7 is a flowchart showing camber control processing in the second embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the control device 100 is turned on. By controlling the camber angle of the wheel 2, the grip performance is improved. It is intended to achieve both ensuring and fuel saving.

  The CPU 71 relates to the camber control process in the second embodiment. First, as in the camber control process (see FIG. 5) in the first embodiment, whether the camber angle adjusting device 80 has failed, that is, FL to RR. It is determined whether or not the expansion / contraction driving of the actuators 80FL to 80RR is abnormal (S1). As a result, when it is determined that the camber angle adjusting device 80 has not failed (S1: No), it is then determined whether or not the FL to RR actuators 80FL to 80RR are driven to extend (S202).

  As a result, when it is determined that the FL to RR actuators 80FL to 80RR are driven to extend (S202: Yes), it can be determined that a negative camber is applied to the wheel 2. Therefore, in this case (S202: Yes), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or greater than a predetermined operation amount (S3).

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the predetermined operation amount (S3: Yes), it is considered that the acceleration of the vehicle 201 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to extend. Thereby, by maintaining the wheel 2 in the negative camber, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S3 (S3: No), then the operation of the brake pedal 62 is performed. It is determined whether or not the amount is equal to or greater than a predetermined operation amount (S4). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined operation amount (S4: Yes), it is considered that the braking degree of the vehicle 201 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to extend.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S4 (S4: No), then the operation amount of the steering 63 Is greater than or equal to a predetermined operation amount (S5). As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the predetermined operation amount (S5: Yes), it is considered that the turning degree of the vehicle 201 is relatively large and that grip performance needs to be ensured. Therefore, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to extend.

  On the other hand, if it is determined that the operation amount of the steering 63 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S5 (S5: No), the acceleration degree and the braking degree of the vehicle 201 Since both the turning degree and the turning degree are relatively small and it is considered that it is not necessary to secure grip performance, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S6), and the FL to RR actuators 80FL to 80RR are contracted. Then, the brakes of the FL to RR brakes 81FL to 81RR are turned on (S8), and the camber control process is terminated.

  As a result, the facing distance between the facing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244 is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 244 is centered on the camber shaft 46. It is driven to swing toward the outside of the frame BF (see FIG. 6A). As a result, the fuel-saving camber is imparted to the wheel 2, so that the low rolling resistance of the second tread 22 can be exhibited and the fuel consumption can be reduced.

  When it is determined that the FL to RR actuators 80FL to 80RR are not driven to extend (is driven to contract) as a result of the process of S202 (S202: No), a fuel saving camber is applied to the wheel 2. Can be determined. Therefore, in this case (S202: No), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or greater than a predetermined operation amount (S9).

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the predetermined operation amount (S9: Yes), it is considered that the acceleration of the vehicle 201 is relatively large and it is necessary to ensure grip performance. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to extend (S213), and then the brakes of the FL to RR brakes 81FL to 81RR are turned on. (S14), the camber control process is terminated.

  As a result, the facing distance between the facing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244 is reduced by the biasing force of the tension spring 45, and the camber plate 244 is directed toward the inside of the vehicle body frame BF around the camber shaft 46. And is driven to swing (see FIG. 6B). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S9 (S9: No), then the operation of the brake pedal 62 is performed. It is determined whether or not the amount is equal to or greater than a predetermined operation amount (S10). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined operation amount (S10: Yes), it is considered that the braking degree of the vehicle 201 is relatively large and that grip performance needs to be ensured. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to extend (S213), and then the brakes of the FL to RR brakes 81FL to 81RR are turned on. (S14), the camber control process is terminated.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S10 (S10: No), then the operation amount of the steering 63 Is greater than or equal to a predetermined operation amount (S11). As a result, when it is determined that the operation amount of the steering 63 is equal to or greater than the predetermined operation amount (S11: Yes), it is considered that the turning degree of the vehicle 201 is relatively large and that grip performance needs to be ensured. Therefore, the brakes of the FL to RR brakes 81FL to 81RR are turned off (S12), the FL to RR actuators 80FL to 80RR are driven to extend (S213), and then the brakes of the FL to RR brakes 81FL to 81RR are turned on ( S14), the camber control process is terminated.

  On the other hand, if it is determined that the operation amount of the steering 63 is not equal to or greater than the predetermined operation amount (smaller than the predetermined operation amount) as a result of the process of S10 (S10: No), the acceleration degree and the braking degree of the vehicle 201 Since both the turning degree and the turning degree are relatively small and it is considered that it is not necessary to secure the grip performance, the camber control process is terminated while the FL to RR actuators 80FL to 80RR are driven to extend and contract. Thereby, the wheel 2 is maintained in the fuel-saving camber, so that the low rolling resistance of the second tread 22 can be exhibited and the fuel saving can be achieved.

  On the other hand, when it is determined that the camber angle adjusting device 80 is out of order as a result of the processing of S1 (S1: Yes), it is determined that there is an abnormality in the extension / contraction drive of the FL to RR actuators 80FL to 80RR. be able to. Therefore, in this case (S1: Yes), the brakes of the FL to RR brakes 81FL to 81RR are turned off (S15), and the camber control process is terminated.

  Thereby, the restriction of expansion / contraction of the FL to RR actuators 80FL to 80RR is released, and the head 80a pressed between the facing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244 by the urging force of the tension spring 45. However, in order to escape from the pressing, the distance between the opposed surface 43a and the inclined surface 244a rises along the opposed surface 43a and the inclined surface 244a.

  Therefore, as in the case where the FL to RR actuators 80FL to 80RR are driven to extend, the facing distance between the facing surface 43a and the inclined surface 244a is reduced by the biasing force of the tension spring 45, and the camber plate 244 is centered on the camber shaft 46. It is driven to swing toward the inside of the body frame BF (see FIG. 6B). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, a third embodiment will be described with reference to FIG. In the first embodiment, the case where the fuel saving camber is given to the wheel 2 by raising the head 80a and the negative camber is given to the wheel 2 by lowering the head 80a has been described. In the embodiment, the fuel saving camber is imparted to the wheel 2 when the head 80a is lowered, and the negative camber is imparted to the wheel 2 when the head 80a is elevated.

  The vehicle 301 in the third embodiment is different from the vehicle 1 in the first embodiment only in the configuration of the suspension device 304, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 8 is a front view of the suspension device 304 according to the third embodiment. 8A shows a state in which the FR actuator 80FR is driven to extend, and FIG. 8B shows a state in which the FR actuator 80FR is driven to contract. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 304 in the third embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 244.

  In the present embodiment, as shown in FIG. 8, the FR actuator 80FR is fixed to the steering knuckle 43 with the rod portion directed downward (lower side in FIG. 8) of the vehicle 301. However, the FR actuator 80FR is disposed at a position displaced in the front-rear direction of the vehicle 301 (the front and back direction in FIG. 8) with respect to the tension spring 45 so as to avoid interference with the tension spring 45.

  According to the suspension device 304 configured as described above, as shown in FIG. 8A, the FR actuator 80FR is driven to extend, and the head 80a is opposed to the facing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244. Is lowered along the opposing surface 43a and the inclined surface 244a, the opposing distance between the opposing surface 43a and the inclined surface 244a is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 244 is The camber shaft 46 is driven to swing toward the outside of the vehicle body frame BF (left side in FIG. 8A) around the camber shaft 46.

  In the state where the head 80a is lowered to the lowest position (the state shown in FIG. 8A), a fuel saving camber is applied to the wheel 2. In addition, in this Embodiment, as shown to Fig.8 (a), by providing a fuel-saving camber to the wheel 2, the wheel 2 is comprised so that it may contact | connect at right angles with respect to a road surface.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 8B, when the FR actuator 80FR is driven to contract and the head 80a moves up between the opposing surface 43a and the inclined surface 244a along the opposing surface 43a and the inclined surface 244a, The facing distance between the facing surface 43a and the inclined surface 244a is reduced by the biasing force of the tension spring 45, and the camber plate 244 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 8 (b)). Driven.

  As a result, a negative camber is applied to the wheel 2 to increase the ground contact area of the first tread 21 disposed inside the vehicle body frame BF, and the ground contact area of the second tread 22 disposed outside the vehicle body frame BF. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 5) described in the first embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 44 and the inclined surface 244a is reduced by the urging force of the tension spring 45, and the camber plate 244 is driven to swing toward the inside of the vehicle body frame BF about the camber shaft 46 (FIG. 8 ( b)). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, a fourth embodiment will be described with reference to FIG. In the third embodiment, the FL to RR actuators 80FL to 80RR are extended and driven to give a fuel-saving camber to the wheel 2, and the FL to RR actuators 80FL to 80RR are driven to contract so that the wheel 2 is driven. Although the case where the negative camber is applied has been described, in the fourth embodiment, the FL to RR actuators 80FL to 80RR are contracted to drive the fuel economy camber to the wheel 2, and the FL to RR actuators 80FL to When the 80RR is driven to extend, a negative camber is applied to the wheel 2.

  The vehicle 401 in the fourth embodiment is different from the vehicle 1 in the first embodiment only in the configuration of the suspension device 404, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 9 is a front view of the suspension device 404 according to the fourth embodiment. FIG. 9A shows a state where the FR actuator 80FR is driven to contract, and FIG. 9B shows a state where the FR actuator 80FR is driven to extend. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 404 according to the fourth embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 44.

  In the present embodiment, as shown in FIG. 9, the FR actuator 80FR is fixed to the steering knuckle 43 with the rod portion directed downward (lower side in FIG. 9) of the vehicle 401. However, the FR actuator 80FR is disposed at a position shifted in the front-rear direction of the vehicle 401 (the front and back direction in FIG. 9) with respect to the tension spring 45 in order to avoid interference with the tension spring 45.

  According to the suspension device 404 configured as described above, as shown in FIG. 9A, the FR actuator 80FR is driven to contract, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44. Is raised along the opposing surface 43a and the inclined surface 44a, the opposing distance between the opposing surface 43a and the inclined surface 44a is expanded against the biasing force of the tension spring 45 by the head 80a, and the camber plate 44 is The camber shaft 46 is pivotally driven toward the outside of the vehicle body frame BF (left side in FIG. 9A) around the camber shaft 46.

  Then, in a state where the head 80a is at its highest position (the state shown in FIG. 9A), a fuel saving camber is applied to the wheel 2. In addition, in this Embodiment, as shown to Fig.9 (a), by providing a fuel-saving camber to the wheel 2, the wheel 2 is comprised so that it may contact | connect at right angles with respect to a road surface.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 9B, when the FR actuator 80FR is driven to extend and the head 80a descends along the opposing surface 43a and the inclined surface 44a between the opposing surfaces of the opposing surface 43a and the inclined surface 44a, The facing distance between the facing surface 43a and the inclined surface 44a is reduced by the biasing force of the tension spring 45, and the camber plate 44 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 9B). Driven.

  As a result, a negative camber is applied to the wheel 2 to increase the ground contact area of the first tread 21 disposed inside the vehicle body frame BF, and the ground contact area of the second tread 22 disposed outside the vehicle body frame BF. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 7) described in the second embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 44 and the inclined surface 44a is reduced by the biasing force of the tension spring 45, and the camber plate 44 is driven to swing toward the inside of the vehicle body frame BF around the camber shaft 46 (FIG. 9B). reference). As a result, by giving a negative camber to the wheel 2, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, a fifth embodiment will be described with reference to FIGS. 10 and 11. In the first embodiment, the case where the first tread 21 is disposed inside the vehicle body frame BF and the second tread 22 is disposed outside the vehicle body frame BF in the wheel 2 has been described, but in the fifth embodiment, In the wheel 502, the first tread 21 is disposed outside the vehicle body frame BF, and the second tread 22 is disposed inside the vehicle body frame BF.

  The vehicle 501 in the fifth embodiment is different from the vehicle 1 in the first embodiment only in the configuration of the wheels 502 and the suspension device 504, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 10 is a schematic diagram schematically showing a vehicle 501 in the fifth embodiment. Note that arrows UD, LR, and FB in FIG. 10 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 501, respectively.

  As shown in FIG. 10, the wheels 502 include left and right front wheels 502FL and 502FR positioned on the front side (arrow F direction side) of the vehicle 501 and left and right rear wheels positioned on the rear side (arrow B direction side) of the vehicle 501. Wheels 502RL and 502RR are provided.

  Further, as shown in FIG. 10, the wheel 502 includes two types of treads, a first tread 21 and a second tread 22. In each wheel 502, the first tread 21 is disposed outside the vehicle body frame BF, Two treads 22 are arranged inside the body frame BF.

  FIG. 11 is a front view of the suspension device 504 according to the fifth embodiment. 11A shows a state where the FR actuator 80FR is driven to extend, and FIG. 11B shows a state where the FR actuator 80FR is driven to contract. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 504 according to the fifth embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 44.

  In the present embodiment, the steering knuckle 43 is turned upside down with respect to the first embodiment as shown in FIG. Further, as shown in FIG. 11, the camber plate 44 has an upper portion (upper side in FIG. 11) above the rotation center of the wheel 502 (upper side in FIG. 11) and is placed on the upper portion (upper side in FIG. 11) of the steering knuckle 43 by the camber shaft 46. The lower part (lower side in FIG. 11) is pivotally supported and is connected to the lower part (lower side in FIG. 11) of the steering knuckle 43 by a tension spring 45.

  According to the suspension device 504 configured as described above, as shown in FIG. 11A, the FR actuator 80FR is driven to extend, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44. Is raised along the opposing surface 43a and the inclined surface 44a, the opposing distance between the opposing surface 43a and the inclined surface 44a is expanded against the biasing force of the tension spring 45 by the head 80a, and the camber plate 44 is The camber shaft 46 is driven to swing toward the outside of the vehicle body frame BF (left side in FIG. 11 (a)).

  Then, in the state where the head 80a is raised to the maximum (the state shown in FIG. 11A), a fuel saving camber is applied to the wheel 502. In the present embodiment, as shown in FIG. 11A, the wheels 502 are grounded at right angles to the road surface by providing the wheels 502 with a fuel saving camber.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 11B, when the FR actuator 80FR is driven to contract and the head 80a moves down between the opposing surface 43a and the inclined surface 44a along the opposing surface 43a and the inclined surface 44a, The facing distance between the facing surface 43a and the inclined surface 44a is reduced by the urging force of the tension spring 45, and the camber plate 44 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 11 (b)). Driven.

  As a result, a positive camber is applied to the wheel 502, the ground contact area of the first tread 21 disposed outside the body frame BF is increased, and the ground contact area of the second tread 22 disposed inside the body frame BF is increased. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 5) described in the first embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 44 and the inclined surface 44a is reduced by the biasing force of the tension spring 45, and the camber plate 44 is driven to swing toward the inside of the vehicle body frame BF about the camber shaft 46 (FIG. 11B). reference). As a result, by giving a positive camber to the wheel 502, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, a sixth embodiment will be described with reference to FIG. In the fifth embodiment, the FL to RR actuators 80FL to 80RR are extended and driven to give a fuel-saving camber to the wheels 502, and the FL to RR actuators 80FL to 80RR are driven to contract to the wheels 502. Although the case where the positive camber is applied has been described, in the sixth embodiment, the FL to RR actuators 80FL to 80RR are contracted to drive the fuel 502 to the wheels 502, and the FL to RR actuators 80FL to 80FL are applied. When the 80RR is driven to extend, a positive camber is applied to the wheel 502.

  The vehicle 601 in the sixth embodiment is different from the vehicle 501 in the fifth embodiment only in the configuration of the suspension device 604, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 12 is a front view of the suspension device 604 according to the sixth embodiment. FIG. 12A shows a state where the FR actuator 80FR is driven to contract, and FIG. 12B shows a state where the FR actuator 80FR is driven to extend. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 604 according to the sixth embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 244.

  In the present embodiment, as shown in FIG. 12, the camber plate 244 has an upper part (upper side in FIG. 12) above the rotation center of the wheel 502 (upper side in FIG. 12) and the upper part of the steering knuckle 43 by the camber shaft 46. The lower part (lower side in FIG. 12) is pivotally supported by the upper part (upper side in FIG. 12), and the lower part (lower side in FIG. 12) is connected to the lower part (lower side in FIG. 12) of the steering knuckle 43.

  According to the suspension device 604 configured as described above, as shown in FIG. 12A, the FR actuator 80FR is driven to contract, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244. Is lowered along the opposing surface 43a and the inclined surface 244a, the opposing distance between the opposing surface 43a and the inclined surface 244a is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 244 is The camber shaft 46 is pivotally driven toward the outside of the vehicle body frame BF (left side in FIG. 12A) around the camber shaft 46.

  In the state where the head 80a is lowered to the lowest position (the state shown in FIG. 12A), a fuel saving camber is applied to the wheel 502. In addition, in this Embodiment, as shown to Fig.12 (a), the wheel 502 is comprised at right angles with respect to a road surface by giving a fuel-saving camber to the wheel 2. As shown in FIG.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 12B, when the FR actuator 80FR is driven to extend and the head 80a rises along the opposing surface 43a and the inclined surface 244a between the opposing surfaces of the opposing surface 43a and the inclined surface 244a, The facing distance between the facing surface 43a and the inclined surface 44a is reduced by the urging force of the tension spring 45, and the camber plate 244 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 12 (b)). Driven.

  As a result, a positive camber is applied to the wheel 502, the ground contact area of the first tread 21 disposed outside the body frame BF is increased, and the ground contact area of the second tread 22 disposed inside the body frame BF is increased. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 7) described in the second embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 244 and the inclined surface 244a is reduced by the biasing force of the tension spring 45, and the camber plate 244 is driven to swing toward the inside of the vehicle body frame BF around the camber shaft 46 (FIG. 12B). reference). As a result, by giving a positive camber to the wheel 502, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, a seventh embodiment will be described with reference to FIG. In the fifth embodiment, the case where the fuel saving camber is given to the wheel 502 by raising the head 80a and the case where the positive camber is given to the wheel 502 by lowering the head 80a has been described. In the embodiment, a fuel saving camber is applied to the wheel 502 by lowering the head 80a, and a positive camber is applied to the wheel 502 by moving the head 80a upward.

  The vehicle 701 in the seventh embodiment is different from the vehicle 501 in the fifth embodiment only in the configuration of the suspension device 704, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 13 is a front view of the suspension device 704 according to the seventh embodiment. 13A shows a state in which the FR actuator 80FR is driven to extend, and FIG. 13B shows a state in which the FR actuator 80FR is driven to contract. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 704 according to the seventh embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 244.

  In the present embodiment, the FR actuator 80FR is fixed to the steering knuckle 43 in a state where the rod portion is directed downward (lower side in FIG. 13) of the vehicle 701, as shown in FIG. However, the FR actuator 80FR is disposed at a position shifted in the front-rear direction of the vehicle 701 (the front and back direction in FIG. 13) with respect to the tension spring 45 so as to avoid interference with the tension spring 45.

  According to the suspension device 704 configured as described above, as shown in FIG. 13A, the FR actuator 80FR is driven to extend, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 244a of the camber plate 244. Is lowered along the opposing surface 43a and the inclined surface 244a, the opposing distance between the opposing surface 43a and the inclined surface 244a is expanded against the urging force of the tension spring 45 by the head 80a, and the camber plate 244 is The camber shaft 46 is pivotally driven toward the outside of the vehicle body frame BF (left side in FIG. 13A) around the camber shaft 46.

  In the state where the head 80a is lowered to the lowest position (the state shown in FIG. 13A), a fuel saving camber is applied to the wheel 502. In the present embodiment, as shown in FIG. 13A, a fuel-saving camber is applied to the wheel 502 so that the wheel 502 is grounded at a right angle to the road surface.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 13B, when the FR actuator 80FR is driven to contract and the head 80a moves up between the opposing surface 43a and the inclined surface 244a along the opposing surface 43a and the inclined surface 244a, The facing distance between the facing surface 43a and the inclined surface 244a is reduced by the biasing force of the tension spring 45, and the camber plate 244 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 13 (b)). Driven.

  As a result, a positive camber is imparted to the wheel 2 to increase the ground contact area of the first tread 21 disposed outside the vehicle body frame BF, and the ground contact area of the second tread 22 disposed inside the vehicle body frame BF. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 5) described in the first embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 244 and the inclined surface 244a is reduced by the urging force of the tension spring 45, and the camber plate 244 is driven to swing toward the inside of the vehicle body frame BF around the camber shaft 46 (FIG. 13B). reference). As a result, by giving a positive camber to the wheel 502, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  Next, an eighth embodiment will be described with reference to FIG. In the seventh embodiment, the FL to RR actuators 80FL to 80RR are extended and driven to give a fuel-saving camber to the wheels 502, and the FL to RR actuators 80FL to 80RR are driven to contract so that the wheels 502 are driven to contract. Although the case where the positive camber is applied has been described, in the eighth embodiment, the FL to RR actuators 80FL to 80RR are driven to contract so that the fuel saving camber is applied to the wheels 502, and the FL to RR actuators 80FL to 80RR are applied. When the 80RR is driven to extend, a positive camber is applied to the wheel 502.

  Note that the vehicle 801 in the eighth embodiment is different from the vehicle 501 in the fifth embodiment only in the configuration of the suspension device 804, and the other parts are all configured identically. The same parts as those in the above embodiments are given the same reference numerals, and the description thereof is omitted.

  FIG. 14 is a front view of the suspension device 804 according to the eighth embodiment. 14A shows a state where the FR actuator 80FR is driven to contract, and FIG. 14B shows a state where the FR actuator 80FR is driven to extend. However, illustration of the shock absorber 41 and the lower arm 42 is omitted in FIG.

  The suspension device 804 according to the eighth embodiment mainly includes a shock absorber 41 (see FIG. 2), a lower arm 42 (see FIG. 2), a steering knuckle 43, and a camber plate 44.

  In the present embodiment, as shown in FIG. 14, FR actuator 80FR is fixed to steering knuckle 43 with the rod portion directed downward of vehicle 801 (lower side in FIG. 14). However, the FR actuator 80FR is disposed at a position shifted in the front-rear direction of the vehicle 801 (the front and back direction in FIG. 14) with respect to the tension spring 45 in order to avoid interference with the tension spring 45.

  According to the suspension device 804 configured as described above, as shown in FIG. 14A, the FR actuator 80FR is driven to contract, and the head 80a is opposed to the opposing surface 43a of the steering knuckle 43 and the inclined surface 44a of the camber plate 44. Is raised along the opposing surface 43a and the inclined surface 44a, the opposing distance between the opposing surface 43a and the inclined surface 244a is expanded against the biasing force of the tension spring 45 by the head 80a, and the camber plate 44 is The camber shaft 46 is pivotally driven toward the outside of the vehicle body frame BF (left side in FIG. 14A) around the camber shaft 46.

  Then, in a state where the head 80a is raised most (the state shown in FIG. 14A), a fuel saving camber is applied to the wheel 502. In addition, in this Embodiment, as shown to Fig.14 (a), the wheel 502 is comprised at right angles with respect to a road surface by giving a fuel-saving camber to the wheel 502. As shown in FIG.

  In this case, as described in the first embodiment, the ground contact area of the second tread 22 is larger than the ground contact area of the first tread 21. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, as shown in FIG. 14B, when the FR actuator 80FR is driven to extend and the head 80a descends along the opposing surface 43a and the inclined surface 44a between the opposing surfaces of the opposing surface 43a and the inclined surface 44a, The facing distance between the facing surface 43a and the inclined surface 244a is reduced by the biasing force of the tension spring 45, and the camber plate 44 swings around the camber shaft 46 toward the inside of the vehicle body frame BF (right side in FIG. 14 (b)). Driven.

  As a result, a positive camber is applied to the wheel 502, the ground contact area of the first tread 21 disposed outside the body frame BF is increased, and the ground contact area of the second tread 22 disposed inside the body frame BF is increased. Decrease. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  In the present embodiment, the camber control process executed by the control device 100 is the same as the camber control process (see FIG. 7) described in the second embodiment.

  As described above, according to the present embodiment, even when the camber angle adjusting device 80 breaks down and an abnormality occurs in the expansion / contraction drive of the FL to RR actuators 80FL to 80RR, the opposing surface 43a of the steering knuckle 43 and the camber The spacing between the plate 44 and the inclined surface 44a is reduced by the biasing force of the tension spring 45, and the camber plate 44 is driven to swing toward the inside of the vehicle body frame BF around the camber shaft 46 (FIG. 14B). reference). As a result, by giving a positive camber to the wheel 502, the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the camber angle adjusting device 80 can be ensured.

  In the camber control process shown in FIGS. 5 and 7, the abnormality determination means according to claim 4 corresponds to the process of S1, and the restriction release means corresponds to the process of S15.

  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 each of the above embodiments, the case where the suspension devices 4, 204, 304, 404, 504, 604, 704, and 804 are configured as strut-type suspensions has been described. The suspension devices 4, 204, 304, 404, 504, 604, 704, and 804 may be configured as a double wishbone suspension by providing an upper arm that connects the vehicle body frame BF and the steering knuckle 43. Thereby, the change of the camber angle of the wheel 2,502 accompanying the damper function of the shock absorber 41 can be suppressed, and the camber angle can be adjusted with higher accuracy.

  In each of the above-described embodiments, the case where the tension spring 45 is configured by a coil spring has been described. However, the present invention is not necessarily limited thereto, and other elastic members can naturally be employed. Examples of other elastic members include springs such as leaf springs, disc springs, and torsion bars, rubbers such as silicon rubber, and synthetic resins such as plastics.

  In each of the above-described embodiments, the inclined surfaces 44a and 244a of the camber plates 44 and 244 are inclined so that the opposing distance between the inclined surfaces 44a and 244a and the opposing surface 43a of the steering knuckle 43 is above or below the vehicle body frame BF. Although the case where it is configured to gradually decrease toward the head is described, it is not necessarily limited to this, and by tilting the steering knuckle 43 facing surface 43a, the facing surface 43a and the camber plates 44, 244 are inclined. You may comprise so that the opposing space | interval with the surface 44a may reduce gradually as it goes above or below the vehicle body frame BF.

  In each of the above-described embodiments, the case where the steering knuckle 43 is configured in a front-view shape has been described. However, the present invention is not necessarily limited to this. It may be configured. That is, in the steering knuckle 43, the head 80a can be disposed between the opposed surface 43a and the inclined surfaces 44a and 244a of the camber plates 44 and 244, and the opposed surface 43a and the inclined surfaces 44 and 244a are arranged by the head 80a. Any shape can be used as long as it can expand or reduce the facing distance.

  In each of the above embodiments, the case where the brake device 81 (FL to RR brake 81FL to 81RR) is configured has been described. However, the present invention is not necessarily limited thereto, and the brake device 81 (FL to RR brake 81FL to 81RR) may be omitted. In this case, the expansion / contraction amount sensor device 82 detects the expansion / contraction amount of the FL to RR actuators 80FL to 80RR, and drives and controls the actuators 80FL to 80RR so as to maintain the target value (expansion / contraction amount). Thereby, the safety at the time of failure of the camber angle adjusting device 80 can be ensured without being affected by the failure of the brake device 81.

  In each of the above-described embodiments, the FL to RR brakes 81FL to 81RR turn on the brake when not energized, thereby restricting the expansion and contraction of the FL to RR actuators 80FL to 80RR, and turn off the brake when energized. Although the case where the restriction of expansion / contraction of the RR actuators 80FL to 80RR is configured to be released has been described, the invention is not necessarily limited thereto, and conversely, the FL to the RR actuators 80FL While restricting the expansion and contraction of 80RR, it may be configured such that the restriction of the expansion and contraction of the FL to RR actuators 80FL to 80RR can be released by turning off the brake when not energized.

  Thereby, even when the drive control circuit of the FL to RR brakes 81FL to 81RR is disconnected or shorted and the brake device 81 breaks down, the expansion / contraction restriction of the FL to RR actuators 80FL to 80RR is released, thereby adjusting the camber angle. Similarly to the case where the device 80 fails, the facing distance between the facing surface 43a of the steering knuckle 43 and the inclined surfaces 44a and 244a of the camber plates 44 and 244 is contracted by the biasing force of the tension spring 45, and the camber plates 44 and 244 are The camber shaft 46 is driven to swing toward the inside of the vehicle body frame BF around the camber shaft 46. As a result, a negative camber is applied to the wheel 2 or a positive camber is applied to the wheel 502, whereby the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured. Therefore, the safety at the time of failure of the brake device 81 can be ensured.

  In each of the above-described embodiments, the case where the wheels 2 and 502 are configured to include two types of treads of the first tread 21 and the second tread 22 has been described. However, the present invention is not necessarily limited thereto. In addition to the first tread 21 and the second tread 22, a third tread configured to have characteristics (high grip performance) having a grip force higher than that of the second tread 22 is provided on the wheel, and the first tread 21 or the third tread 21 is provided. The tread may be arranged inside or outside the body frame BF, and the second tread 22 may be arranged between the first tread 21 and the third tread. Alternatively, the first tread 21 may be disposed inside and outside the vehicle body frame BF, and the second tread 22 may be disposed between the first tread 21 without providing the third tread.

  Thereby, even when either a negative camber or a positive camber is applied to the wheel, grip performance can be ensured. Therefore, it is not necessary to change the wheel 2,502 in accordance with the configuration of the suspension devices 4, 204, 304, 404, 504, 604, 704, 804, and the suspension devices 4, 204, 304, 404, 504, 604, 704 are not necessary. , 804 can be supported.

  In each of the above-described embodiments, a case has been described in which a fuel-saving camber is applied to the wheels 2,502 to exhibit the low rolling resistance of the second tread 22, thereby achieving fuel saving. For example, a positive camber is applied to the wheel 2 or a negative camber is applied to the wheel 502 so that the low rolling resistance of the second tread 22 is exerted to reduce fuel consumption. May be.

  In each of the above embodiments, in the camber control process (see FIGS. 5 and 7), by determining whether or not the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 are greater than or equal to a predetermined operation amount, Although the case where the FL to RR actuators 80FL to 80RR are extended and retracted has been described, the present invention is not necessarily limited to this, and other states of the vehicles 1, 201, 301, 401, 501, 601, 701, and 801 are determined. Thus, the FL to RR actuators 80FL to 80RR may be configured to extend and contract. As other states of the vehicles 1, 201, 301, 401, 501, 601, 701, 801, for example, whether or not the vehicle speed is equal to or higher than a predetermined speed, or whether or not the wheels 2,502 may slip. For example, whether or not the wheel 2,502 is slipping is exemplified.

It is the schematic diagram which showed typically the vehicle in 1st Embodiment of this invention. It is a front view of a suspension apparatus. 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 a camber control process. It is a front view of the suspension apparatus in 2nd Embodiment. It is a flowchart which shows the camber control process in 2nd Embodiment. It is a front view of the suspension apparatus in 3rd Embodiment. It is a front view of the suspension apparatus in 4th Embodiment. It is the schematic diagram which showed typically the vehicle in 5th Embodiment. It is a front view of the suspension apparatus in 5th Embodiment. It is a front view of the suspension apparatus in 6th Embodiment. It is a front view of the suspension apparatus in 7th Embodiment. It is a front view of the suspension apparatus in 8th Embodiment.

Explanation of symbols

1,201,301,401,501,601,701,801 Vehicle 2,502 Wheel 2FL, 502FL Left front wheel (part of the wheel)
2FR, 502FR Right front wheel (part of the wheel)
2RL, 502RL Left rear wheel (part of wheel)
2RR, 502RR Right rear wheel (part of the wheel)
4 Suspension device (Camber angle adjusting device)
21 First tread 22 Second tread 43 Steering knuckle (vehicle body connecting member)
43a Opposing surface 44 Camber plate (wheel connecting member)
44a Inclined surface 45 Tension spring (biasing member)
46 Camber shaft (oscillating shaft)
80FL FL actuator (actuator)
80FR FR actuator (actuator)
80RL RL actuator (actuator)
80RR RR actuator (actuator)
80a Head (elevating member)
81FL FL brake (brake)
81FR FR brake (brake)
81RL RL brake (brake)
81RR RR brake (brake)
100 Control device BF Body frame (body)

Claims (4)

A vehicle including a vehicle body, a wheel that supports the vehicle body, and a camber angle adjusting device that adjusts a camber angle of the wheel,
The wheel is
The first tread,
A second tread disposed inside or outside the vehicle body with respect to the first tread,
The first tread is configured to have a higher gripping property than the second tread, and the second tread is configured to have a lower rolling resistance than the first tread.
The camber angle adjusting device includes:
A vehicle body coupling member having an opposing surface and coupled to the vehicle body;
The vehicle body connecting member has an inclined surface configured to be inclined so as to face the opposed surface and gradually decrease as the distance between the opposed surface and the opposed surface gradually increases upward or downward of the vehicle body. A wheel connecting member,
A rocking shaft for pivotally supporting the wheel connecting member on the vehicle body connecting member;
A biasing member that biases the wheel coupling member toward the vehicle body coupling member;
An actuator having an elevating member disposed between the opposing surface and the inclined surface, the actuator being extended and contracted to elevate the elevating member between the opposing surfaces along the opposing surface and the inclined surface; With
The dimension of the elevating member in the facing direction of the facing surface and the inclined surface is configured to be larger than the minimum value of the facing distance between the facing surface and the inclined surface in the lifting range of the lifting member,
A vehicle characterized in that the camber angle of the wheel is adjusted and the ground contact area of the first tread is increased by driving the actuator to extend and contract. The inclined surface is configured to be inclined so that a distance between the facing surface and the facing surface gradually decreases toward the upper side of the vehicle body,
The camber angle adjusting device is configured such that the actuator is extended and contracted, and the elevating member descends between the opposing surfaces along the opposing surface and the inclined surface, whereby the opposing interval is reduced by the urging force of the urging member. The wheel connecting member is driven to swing toward the inner side or the outer side of the vehicle body around the swing shaft, thereby adjusting the camber angle of the wheel and increasing the ground contact area of the first tread. The vehicle according to claim 1, wherein the vehicle is configured as described above.   The vehicle according to claim 1, wherein the swing shaft is disposed below a rotation center of the wheel. A brake configured to restrict expansion and contraction of the actuator and to be able to release the restriction;
A control device for driving and controlling the brake and the actuator,
The control device is
An abnormality determining means for determining whether there is an abnormality in the expansion and contraction drive of the actuator;
2. A restriction release means for driving the brake to release the restriction when the abnormality determination means determines that there is an abnormality in the expansion / contraction drive of the actuator. 4. The vehicle according to any one of 3.

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