JP2010221990A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of efficiently making compatible both the security of traveling performance and the reduction of fuel cost. <P>SOLUTION: In a state that a device 84 for supporting fuel cost-reduction drive is operated, the low rolling resistance of a second tread 22 is exhibited earlier than that in a state that the device 84 for supporting the fuel cost-reduction drive is not operated, so that the reduction of the fuel cost is preferentially achieved. Timing for exhibiting the low rolling resistance of the second tread 22 is delayed in a state that the device 84 for supporting the fuel cost-reduction drive is not operated as compared with a state that the device 84 for supporting fuel cost-reduction drive is operated, so that a gripping force is preferentially secured. Since timing for controlling a camber angle is changed depending on whether or not the device 84 for supporting the fuel cost-reduction drive is operated, not only both the security of the gripping force and the reduction of fuel cost can be made compatible, but also, both the security of the gripping force and the reduction of fuel cost are efficiently can be made compatible. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device used in a vehicle including a camber angle adjusting device that adjusts a camber angle of a wheel, and in particular, for a vehicle capable of efficiently achieving both ensuring of running performance and fuel saving. The present invention relates to a control device.

  2. Description of the Related Art Conventionally, a technique for detecting excessive depression of an accelerator pedal and generating a reaction force on the accelerator pedal or issuing a warning to a driver is known. In addition, there is known a technique for determining a hill road or a traffic jam and guiding a travel route that reduces the acceleration / deceleration of the vehicle. According to these techniques, it is possible to save the vehicle fuel consumption by making the driver aware of driving with good fuel efficiency or guiding a driving route with good fuel efficiency.

  By the way, the two performances of ensuring driving performance and fuel efficiency required for vehicles are contradictory to each other, and the above-described technology is sufficient in terms of reducing fuel consumption, but ensures driving performance. It was insufficient in terms of doing.

  Therefore, the applicant of the present application provided two types of tread surfaces on the wheel, which are in conflict with the characteristics with high grip force and the characteristics with low rolling resistance, and adjusted the camber angle of the wheel with the camber angle adjusting device. By using two types of tread surfaces separately, we have developed a technology that achieves both securing of driving performance using characteristics with high grip force and fuel saving using characteristics with low rolling resistance (Patent Document 1).

JP 2008-030730 A

  However, with the technique disclosed in Patent Document 1, it is possible to achieve both driving performance and fuel saving, but simply using two types of tread surfaces separately ensures driving performance and fuel saving. There is a problem that it is insufficient to efficiently achieve both.

  Similarly, even if the wheel has only one type of tread surface, it is possible to improve the running performance by providing the camber angle, but the provision of the camber angle is disadvantageous in terms of fuel saving performance. . That is, there is a problem that merely changing the camber angle applied to the wheels is not sufficient to efficiently achieve both of ensuring traveling performance and fuel saving.

  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 control device that can efficiently achieve both ensuring of running performance and fuel saving.

  In order to achieve this object, the vehicle control device according to claim 1 is used in a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel, and the camber angle adjusting device. The camber angle control means for controlling the camber angle of the wheel, the selection state judgment means for judging whether the fuel saving mode is selected, and the fuel saving mode is selected by the selection state judgment means. When the selection state determination means determines that the fuel saving mode is not selected, the camber angle control means controls the camber angle of the wheel at a different timing. Control means.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the camber angle control means operates the camber angle adjusting device to give a negative camber to the wheel.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 2, wherein the camber angle control means operates the camber angle adjusting device to cause the wheel to have a first camber angle; A camber angle having a larger absolute value than the first camber angle and a second camber angle serving as a negative camber is provided.

  The vehicle control device according to claim 4 is the vehicle control device according to claim 3, wherein the fuel saving control means determines that the fuel saving mode is selected by the selection state determination means. The camber angle control means sets the camber angle of the wheel so that the first camber angle is reached at a timing earlier than when the selection state determination means determines that the fuel saving mode is not selected. Control.

  The vehicle control device according to claim 5 is the vehicle control device according to claim 1, wherein the wheels are arranged on the inner side or the outer side of the vehicle with respect to the first tread and the first tread. A tread, and the first tread is configured to have a higher gripping force than the second tread, and the second tread is configured to have a lower rolling resistance than the first tread. Then, the camber angle control means controls the camber angle of the wheel by operating the camber angle adjusting device so that the contact area of the first tread or the contact area of the second tread increases.

  The vehicle control device according to claim 6 is the vehicle control device according to claim 5, wherein the fuel saving control means determines that the fuel saving mode is selected by the selection state determination means. The camber angle control means increases the camber of the wheel so that the contact area of the second tread increases at a timing earlier than the case where the selection state determination means determines that the fuel saving mode is not selected. Control the corners.

  The vehicle control device according to claim 7 is the vehicle control device according to any one of claims 1 to 6, further comprising a peripheral state determination unit that determines a peripheral state around the vehicle, and the fuel saving control unit. Is determined when the fuel saving mode is selected by the selection state determining means, and when the surrounding situation around the vehicle satisfies a predetermined condition by the surrounding situation judging means The camber angle control unit controls the camber angle of the wheel at a timing different from the case where the selection state determination unit determines that the fuel saving mode is not selected.

  The vehicle control device according to claim 8 is the vehicle control device according to any one of claims 1 to 7, further comprising an operation state determination unit that determines an operation state of an operation member operated by a driver. The fuel consumption control means determines that the fuel saving mode is selected by the selection state determination means, and determines that the operation state of the operation member satisfies a predetermined condition by the operation state determination means. In this case, the camber angle control unit controls the camber angle of the wheel at a timing different from the case where the selection state determination unit determines that the fuel saving mode is not selected.

  The vehicle control device according to claim 9 is the vehicle control device according to any one of claims 1 to 8, wherein the vehicle acquires position acquisition means for acquiring a current position of the vehicle and map data. An object for reducing acceleration / deceleration of the vehicle based on the current position of the vehicle acquired by the position acquisition unit and the map data acquired by the map data acquisition unit. A fuel-saving driving support device configured to be able to guide a travel route to the ground as a fuel-saving route, and a position determination unit that determines whether the current position of the vehicle is located on the fuel-saving route, The fuel saving control means determines that the fuel saving mode is selected by the selection state determining means, and the position determining means determines that the current position of the vehicle is on the fuel saving route. When it is determined that the vehicle is positioned, the camber angle control unit performs a timing different from that when the selection state determination unit determines that the driving support by the fuel-saving driving support device is not selected. The camber angle of the wheel is controlled.

  According to the vehicle control device of the first aspect, since the camber angle adjusting device can be operated by the camber angle control means to control the camber angle of the wheel, the camber angle of the wheel is set to the first state, for example, The steering stability can be improved by generating a lateral force on the wheel or increasing the contact area of the high-grip tread, while the camber angle of the wheel is set to the second state. By reducing the camber angle of the wheel, or by increasing the contact area of the tread having a low rolling resistance, the rolling resistance can be relatively reduced to save fuel.

  Thus, according to the vehicle control device of the present invention, the camber angle adjusting device is operated by the camber angle control means to control the camber angle of the wheel, thereby obtaining the camber angle in the first state. Performance (development of lateral force) and performance obtained by setting the camber angle to the second state (low rolling resistance) can be demonstrated. It is possible to achieve both ensuring and fuel saving by low rolling resistance.

  Further, according to the vehicle control device of the present invention, the fuel saving control means determines that the fuel saving mode is not selected when the selection state determining means determines that the fuel saving mode is selected. Since the camber angle of the wheel is controlled by the camber angle control means at a timing different from the case where the camber angle is controlled, the timing for controlling the camber angle can be changed depending on whether the fuel saving mode is selected.

  Here, in the state where the fuel saving mode is selected, the driver is usually aware of driving with good fuel consumption, and the vehicle is unlikely to suddenly accelerate, brake, or turn sharply. By changing the timing for controlling the camber angle when the mode is not selected, the performance (low rolling resistance) obtained by setting the camber angle to the second state can be demonstrated at an early stage. Therefore, priority can be given to fuel saving.

  On the other hand, when the fuel saving mode is not selected, the driver may not be aware of driving with good fuel efficiency, and it is considered that the vehicle may suddenly accelerate, brake, or turn suddenly. By changing the timing for controlling the camber angle with respect to the state in which the fuel consumption mode is selected, the performance (lateral force) obtained by setting the camber angle to the first state can be exhibited at an early stage. Therefore, priority can be given to ensuring handling stability.

  Thus, according to the vehicle control device of the present invention, by changing the timing for controlling the camber angle depending on whether or not the fuel saving mode is selected, simply ensuring steering stability and reducing fuel consumption. In addition to achieving both, there is an effect that it is possible to efficiently achieve both the securing of traveling performance and the reduction of fuel consumption.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device according to the first aspect, the camber angle control means operates the camber angle adjustment device to give a negative camber to the wheel. Therefore, there is an effect that the handling stability can be improved.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the second aspect, the camber angle control means operates the camber angle adjustment device so that the first camber is applied to the wheel. Since a camber angle having a larger absolute value than that of the first camber angle and a second camber angle serving as a negative camber can be given, the second camber angle can be given to the wheel. By generating a lateral force on the wheel and improving the steering stability, the first camber angle having a smaller camber angle than the second camber angle is given to the wheel. Thus, it is possible to reduce the rolling resistance and save fuel.

  Thus, according to the vehicle control device of the present invention, the camber angle adjusting device is operated by the camber angle control means to control the camber angle of the wheel, thereby increasing the camber angle of the wheel in the negative direction (that is, Obtained by giving a second camber angle to the wheel) (obtaining lateral force) and by making the camber angle smaller (that is, giving the first camber angle to the wheel). Performance (low rolling resistance) can be exhibited, and it is possible to achieve both steering stability and fuel saving.

  According to the vehicle control device of the fourth aspect, in addition to the effect achieved by the vehicle control device according to the third aspect, the fuel saving control means determines that the fuel saving mode is selected by the selection state determination means. The camber angle control means controls the camber angle of the wheel so that the camber angle of the wheel becomes the first camber angle at a timing earlier than when it is determined that the fuel saving mode is not selected. Therefore, in the state where the fuel saving mode is selected, the performance obtained by reducing the camber angle (that is, giving the first camber angle to the wheel) as compared to the state where the fuel saving mode is not selected ( Low rolling resistance) can be exhibited early, and fuel saving can be prioritized.

  On the other hand, in the state where the fuel saving mode is not selected, the performance obtained by reducing the camber angle (that is, giving the first camber angle to the wheel) as compared with the state where the fuel saving mode is selected ( It is possible to give priority to ensuring steering stability by delaying the timing at which low rolling resistance is exhibited.

  As a result, there is an effect that it is possible to efficiently achieve both ensuring of running performance and fuel saving.

  According to the vehicle control device of the fifth aspect, in addition to the effect produced by the vehicle control device according to the third aspect, the camber angle adjusting device is operated by the camber angle control means to increase the ground contact area of the first tread. Thus, by controlling the camber angle of the wheel, the high grip performance of the first tread can be exhibited, and the stability due to the improvement of the grip performance can be ensured. On the other hand, by controlling the camber angle of the wheel so that the ground contact area of the second tread is increased, the low rolling resistance of the second tread can be exhibited and fuel consumption can be reduced.

  Thus, according to the vehicle control device of the present invention, the camber angle adjusting device is operated by the camber angle control means to control the camber angle of the wheel, thereby obtaining the performance (high grip) obtained by the characteristics of the first tread. 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 driving performance and fuel saving.

  According to the vehicle control device of the sixth aspect, in addition to the effect achieved by the vehicle control device according to the fifth aspect, the fuel saving control means determines that the fuel saving mode is selected by the selection state determination means. The camber angle of the wheel is controlled by the camber angle control means so that the contact area of the second tread is increased at a timing earlier than when it is determined that the fuel saving mode is not selected. In the state in which the fuel consumption mode is selected, the low rolling resistance of the second tread can be exerted at an early stage with respect to the state in which the fuel saving mode is not selected, and fuel saving can be prioritized.

  On the other hand, in the state where the fuel saving mode is not selected, the timing for exerting the low rolling resistance of the second tread is delayed with respect to the state where the fuel saving mode is selected, and priority is given to securing grip performance. be able to.

  As a result, there is an effect that it is possible to efficiently achieve both ensuring of running performance and fuel saving.

  According to the vehicle control device of the seventh aspect, in addition to the effect achieved by the vehicle control device according to any one of the first to sixth aspects, the fuel saving control means selects the fuel saving mode by the selection state determination means. A case where it is determined that the fuel saving mode is not selected when it is determined by the surrounding situation determination means that the surrounding situation around the vehicle satisfies a predetermined condition. Since the camber angle of the wheel is controlled by the camber angle control means at different timings, the timing for controlling the camber angle can be changed according to the surrounding situation in the vicinity of the vehicle in addition to whether the fuel saving mode is selected. .

  That is, even if the fuel saving mode is selected, if it is considered that the vehicle may slip due to the surrounding situation around the vehicle, the camber angle is controlled according to the surrounding situation. By changing the timing, it becomes possible to exert a lateral force due to the provision of the camber angle at an early stage, and it is possible to prioritize ensuring steering stability.

  On the other hand, when it is considered that there is no risk of being affected by the surrounding situation and the vehicle is unlikely to slip, the rolling resistance can be reduced by adjusting the camber angle by changing the timing to control the camber angle according to the surrounding situation. Can be achieved at an early stage, and fuel saving can be prioritized.

  As a result, there is an effect that it is possible to more efficiently achieve both of ensuring steering stability and fuel saving.

  According to the vehicle control device of the eighth aspect, in addition to the effect achieved by the vehicle control device according to any one of the first to seventh aspects, the fuel saving control means selects the fuel saving mode by the selection state judging means. Different from the case where it is determined that the fuel saving mode is not selected when it is determined that the operation state of the operation member satisfies the predetermined condition by the operation state determination means. Since the camber angle of the wheel is controlled by the camber angle control means at the timing, the timing for controlling the camber angle is changed according to the operation state of the operation member operated by the driver in addition to whether the fuel saving mode is selected. be able to.

  In other words, even when the fuel saving mode is selected, if the driver is driving dangerously and the vehicle may be suddenly accelerated, suddenly braked, or suddenly turned, the operation member By changing the timing to control the camber angle according to the operation state of the camber, it is possible to exert the lateral force due to the camber angle at an early stage and to prioritize ensuring driving stability. Can do.

  On the other hand, when it is considered that the driver is driving safely and there is a low possibility that the vehicle suddenly accelerates, suddenly brakes, or turns suddenly, the timing for controlling the camber angle is changed according to the operating state of the operating member. As a result, low rolling resistance by adjusting the camber angle can be exhibited at an early stage, and fuel saving can be prioritized.

  As a result, there is an effect that it is possible to more efficiently achieve both of ensuring steering stability and fuel saving.

  According to the vehicle control device of the ninth aspect, in addition to the effect achieved by the vehicle control device according to any one of the first to eighth aspects, the fuel saving control means selects the fuel saving mode by the selection state determining means. Different from the case where it is determined that the fuel saving mode is not selected when the position determination means determines that the current position of the vehicle is located on the fuel saving route. Since the camber angle control means controls the camber angle of the wheel at the timing, the fuel saving mode is selected, that is, the travel route to the destination where the acceleration / deceleration of the vehicle is reduced is guided as the fuel saving route. In addition, the timing for controlling the camber angle can be changed according to whether the current position of the vehicle is on the fuel saving route.

  That is, even when the fuel saving mode is selected (the state in which the fuel saving route is guided), the current position of the vehicle is not located on the fuel saving route, and the vehicle deviates from the fuel saving route. If this is the case, it is considered that the vehicle may suddenly accelerate, brake suddenly, or turn sharply. Therefore, the timing for controlling the camber angle is changed when the current position of the vehicle is on the fuel-saving route. By doing so, it becomes possible to exert the lateral force due to the provision of the camber angle at an early stage, and it is possible to give priority to securing the steering stability.

  On the other hand, if the current position of the vehicle is on the fuel-saving route and the vehicle is traveling on the fuel-saving route, the vehicle is unlikely to suddenly accelerate, brake, or turn sharply. By changing the timing to control the camber angle when the current position of the vehicle is not on the fuel-saving route, it becomes possible to demonstrate low rolling resistance by adjusting the camber angle at an early stage, thereby reducing fuel consumption. Can be prioritized.

  As a result, there is an effect that it is possible to more efficiently achieve both of ensuring steering stability and fuel saving.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed the content of the threshold value map typically. It is a flowchart which shows a count process. It is a flowchart which shows a camber control process. It is a flowchart which shows a normal mode process. It is a flowchart which shows a fuel-saving mode process. It is the graph which showed the relationship between the operation amount of an accelerator pedal, a brake pedal, and a steering, and the timing which controls the camber angle of a wheel. It is the block diagram which showed the electrical structure of the vehicle control apparatus in 2nd Embodiment. It is a flowchart which shows the normal mode process in 2nd Embodiment. It is a flowchart which shows a timer process. It is the block diagram which showed the electric constitution of the control apparatus for vehicles in 3rd Embodiment. It is a flowchart which shows the normal mode process in 3rd Embodiment. It is a flowchart which shows the camber control process in 4th Embodiment. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 5th Embodiment is mounted. It is the block diagram which showed the electric constitution of the control apparatus for vehicles in 5th Embodiment. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 6th Embodiment is mounted. It is a front view of the suspension apparatus in 6th Embodiment. It is the block diagram which showed the electric constitution of the control apparatus for vehicles in 6th Embodiment. It is a front view of the rear wheel supported by the suspension device. It is a front view of the rear wheel supported by the suspension device. It is the schematic diagram which illustrated typically the front view of the wheel supported by the suspension apparatus.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a vehicle control device 100 according to the first embodiment of the present invention is mounted. 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 the camber angle of the wheel 2 is controlled so that 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 of a first tread 21 and a second tread 22, and in each wheel 2, the first tread 21 is disposed inside the vehicle 1, A tread 22 is disposed outside the vehicle 1. In the present embodiment, the widths of both treads 21 and 22 (dimensions in the left-right direction in FIG. 1) 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 and 2FR, and is configured by an electric motor 3a as described later (see FIG. 3). 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 mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2, and is provided corresponding to each wheel 2 as shown in FIG. It has been. Further, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting mechanism for adjusting the camber angle of the wheel 2.

  Here, with reference to FIG. 2, the detailed structure of the suspension apparatus 4 is demonstrated. FIG. 2 is a front view of the suspension device 4. Since the configuration of each suspension device 4 is common to each wheel 2, the suspension device 4 corresponding to the right front wheel 2FR is shown in FIG. 2 as a representative example. However, in FIG. 2, illustration of the drive shaft 31 and the like is omitted for easy understanding.

  As shown in FIG. 2, the suspension device 4 mainly includes a shock absorber 41, a lower arm 42, an axle carrier 43, and an FR actuator 44FR, and is configured as a strut suspension.

  The shock absorber 41 attenuates vibration transmitted to the vehicle body frame BF by expanding and contracting, and is configured by a so-called damper. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the vehicle body frame BF. The lower end (lower side in FIG. 2) is connected to the vehicle body frame BF via the lower arm 42.

  Further, the shock absorber 41 includes a connecting arm 41a as shown in FIG. The connecting arm 41a connects the axle carrier 43 to the shock absorber 41. One end (right side in FIG. 2) is fixed to the lower end side of the shock absorber 41, and the other end (left side in FIG. 2) connects the camber shaft 45. Via the axle carrier 43.

  As described above, the lower arm 42 connects the lower end of the shock absorber 41 to the vehicle body frame BF. As shown in FIG. 2, one end (right side in FIG. 2) is connected to the vehicle body frame BF, and the other end (left side in FIG. 2). ) Are pivotally supported on the shock absorber 41 via rubber bushes (not shown).

  The axle carrier 43 rotatably supports the wheel 2 and is connected to the shock absorber 41 via a connecting arm 41a and an FR actuator 44FR as shown in FIG.

  The FR actuator 44FR is a device for connecting the axle carrier 43 to the shock absorber 41 and adjusting the distance between the axle carrier 43 and the shock absorber 41, and is constituted by a hydraulic cylinder. As shown in FIG. 2, the FR actuator 44FR has a main body portion (right side in FIG. 2) pivotally supported by the shock absorber 41 and a rod portion (left side in FIG. 2) connected to the axle carrier 43 via a ball joint. ing.

  According to the suspension device 4 configured as described above, when the FR actuator 44FR is driven to extend and contract, the wheel 2 is driven to swing around the camber shaft 45, and a predetermined camber angle is imparted to the wheel 2. .

  Thus, for example, when the camber angle is controlled and a negative camber is applied to the wheel 2 by the FR actuator 44FR being driven to contract, the ground contact area of the first tread 21 disposed inside the vehicle 1 increases. The ground contact area of the second tread 22 arranged outside the vehicle 1 is reduced. Thereby, the high grip property of the 1st tread 21 can be exhibited and grip performance can be ensured.

  On the other hand, when the camber angle is controlled and a positive camber is applied to the wheel 2 by driving the FR actuator 44FR to extend, the ground contact area of the first tread 21 disposed inside the vehicle 1 decreases, and the vehicle The ground contact area of the second tread 22 arranged outside the 1 increases. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  In the present embodiment, the control of the camber angle is canceled and the camber angle of the wheel 2 is returned to 0 degrees, so that the ground contact area of the first tread 21 disposed inside the vehicle 1 is reduced. The contact area of the second tread 22 arranged outside the vehicle 1 increases. This is because the second tread 22 having a low rolling resistance is made of a material having higher hardness than the first tread 21 having a high grip property, so that the ground contact area between the first tread 21 and the second tread 22 is equal. This is because the grounding of the second tread 22 prevents the grounding 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.

  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 gear.

  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 53 a of the steering box 53 is changed while the angle is changed by the universal joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b moves by the linear motion of the rack 53b. As a result, the tie rod 54 pushes and pulls the knuckle 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 wiper switch 64 is an operation member operated by the driver. When the wiper switch 64 is turned on, a wiper (a device for wiping raindrops attached to the surface of a windshield or the like) (not shown) is activated and controlled. . The fuel saving mode switch 65 is an operation member operated by the driver, and when the fuel saving mode switch 65 is turned on, the fuel saving driving support device 84 (see FIG. 3) is controlled.

  The vehicle 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 44 (see FIG. 3) is operated, the camber angle of each wheel 2 is controlled.

  Next, a detailed configuration of the vehicle control device 100 will be described with reference to FIG. FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. 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 is a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIGS. 5 to 8), fixed value data, or the like. Is a non-rewritable non-volatile memory. Further, the ROM 72 is provided with a threshold map 72a as shown in FIG.

  Here, the threshold map 72a will be described with reference to FIG. FIG. 4 is a schematic diagram schematically showing the contents of the threshold map 72a. The threshold map 72 a is a map that defines a threshold for controlling the camber angle of the wheel 2 with respect to the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63. The CPU 71 determines an upper limit threshold value for controlling the camber angle and a lower limit threshold value for releasing the control of the camber angle based on the contents of the threshold map 72a.

  In addition, the threshold map 72a defines two types of threshold values for each manipulated variable: a threshold value in the normal mode (upper limit threshold and lower limit threshold value) and a threshold value in the fuel saving mode (upper limit threshold value and lower limit threshold value). The CPU 71 reads out the threshold value in the normal mode in the normal mode process (see FIG. 7) described later, and reads out the threshold value in the fuel saving mode in the fuel saving mode process (see FIG. 8). Threshold values (upper limit threshold and lower limit threshold) are determined.

  According to the threshold map 72b, as shown in FIG. 4, the threshold for the operation amount (depression amount) of the accelerator pedal 61 is reduced to 50% for the upper limit threshold A1 and 30% for the lower limit threshold A2 in the normal mode. The upper limit threshold value A3 and the lower limit threshold value A4 in the fuel consumption mode are respectively defined as 50%. The thresholds for the operation amount (depression amount) of the brake pedal 62 are 50% for the upper limit threshold B1 in the normal mode, 30% for the lower limit threshold B2, and 50 for the upper limit threshold B3 and the lower limit threshold B4 in the fuel saving mode. %, Respectively. Further, the threshold for the operation amount (rotation angle) of the steering wheel 63 is 90 degrees for the upper limit threshold S1 in the normal mode, 30 degrees for the lower limit threshold S2, and 90 degrees for the upper limit threshold S3 and the lower limit threshold S4 in the fuel saving mode. Respectively.

  In this way, the upper threshold for each operation amount is defined so that the fuel saving mode and the normal mode are equal, whereas the lower threshold for each operation amount is the same for the fuel saving mode. It is specified to be larger than the normal mode. In other words, the fuel economy mode process is defined such that the camber angle control is released at an earlier timing than the normal mode process.

  Returning to FIG. The RAM 73 is a memory for storing various data in a rewritable manner when executing the control program. Further, as shown in FIG. 3, the RAM 73 is provided with a camber flag 73a, a time counter 73b, and a count counter 73c.

  The camber flag 73a is a flag indicating whether or not the camber angle of the wheel 2 is being controlled. The CPU 71 is controlling the camber angle of the wheel 2 when the camber flag 73a is on. Judge. The camber flag 73a is turned off when the power of the vehicle control device 100 is turned on.

  The time counter 73b is a counter for measuring time, and is counted up by one each time a count process (see FIG. 5) described later is executed (see S15 in FIG. 5). Here, since the counting process is a process repeatedly executed (in this embodiment, at intervals of 1 second) as described later, the CPU 71 can measure the time based on the value of the time counter 73b. it can. The value of the time counter 73b is cleared to zero when the power of the vehicle control device 100 is turned on and when it is determined that the value of the time counter 73b has reached a predetermined value in the counting process (FIG. 5). (See S17).

  The count counter 73c is a counter for measuring the number of times. When it is determined that the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is equal to or greater than the upper limit threshold value in the fuel saving mode in the count process, the count counter 73c is incremented by one. Counts up (see S14 in FIG. 5). The value of the count counter 73c is cleared to zero when the power of the vehicle control device 100 is turned on and when it is determined that the value of the time counter 73b has reached a predetermined value in the counting process (FIG. 5). (See S17).

  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 44 is a device for adjusting the camber angle of each wheel 2, and, as described above, a total of four FL to RR actuators 44FL to 44RR that respectively give camber angles to each wheel 2, The actuator 44FL to 44RR is mainly provided with a drive control circuit (not shown) that controls the drive based on an instruction from the CPU 71.

  As described above, the FL to RR actuators 44FL to 44RR are constituted by hydraulic cylinders, and a hydraulic pump (not shown) that supplies oil (hydraulic pressure) to each hydraulic cylinder, and from the hydraulic pump to each hydraulic cylinder. An electromagnetic valve (not shown) for switching the supply direction of supplied oil is mainly provided.

  When the drive control circuit of the camber angle adjusting device 44 drives and controls the hydraulic pump based on an instruction from the CPU 71, each hydraulic cylinder (FL to RR actuators 44FL to 44RR) is expanded and contracted by the oil supplied from the hydraulic pump. The When the solenoid valve is turned on / off, the driving direction (extension or contraction) of each hydraulic cylinder (FL to RR actuators 44FL to 44RR) is switched.

  The CPU 71 detects a camber angle of each wheel 2 by a camber angle sensor device 80 described later, and sends an instruction to the drive control circuit of the camber angle adjusting device 44 until the camber angle of each wheel 2 reaches a target value.

  In the present embodiment, in the normal mode process (see FIG. 7) and the fuel saving mode process (see FIG. 8), which will be described later, the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is greater than or equal to the upper threshold value. When the determination is made, the camber angle is controlled to give a negative camber to each wheel 2 (see S35 in FIG. 7 and S55 in FIG. 8). In addition, when it is determined that the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is equal to or lower than the lower limit threshold value, the camber angle control is canceled and the camber angle of each wheel 2 is a steady angle (in this embodiment). (See S40 in FIG. 7 and S60 in FIG. 8).

  The camber angle sensor device 80 is a device for detecting the camber angle of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR cambers for detecting the camber angle of each wheel 2 respectively. It mainly includes angle sensors 80FL to 80RR and an output circuit (not shown) that processes the detection results of the camber angle sensors 80FL to 80RR and outputs them to the CPU 71.

  In the present embodiment, each camber angle sensor 80FL to 80RR is configured as a millimeter wave radar that detects the angle of an object using millimeter waves. These camber angle sensors 80FL to 80RR are attached to the vehicle body frame BF (see FIG. 1) and oscillate a millimeter wave toward each wheel 2 to measure the angle of the axle carrier 43. Each corner is detected. However, each of the camber angle sensors 80FL to 80RR is not limited to the millimeter wave radar, and other types of radars can naturally be employed. Examples of other types of radar include an infrared radar and an ultrasonic radar.

  The acceleration sensor device 81 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor device 81a includes a longitudinal acceleration sensor 81a, a lateral acceleration sensor 81b, and the acceleration sensors 81a and 81b. It mainly includes an output circuit (not shown) that processes the detection result and outputs it to the CPU 71.

  The longitudinal acceleration sensor 81a is a sensor that detects acceleration in the longitudinal direction of the vehicle 1 (body frame BF) (the arrow FB direction in FIG. 1), and the lateral acceleration sensor 81b is the vehicle 1 (body frame BF). This is a sensor that detects acceleration in the left-right direction (arrow LR direction in FIG. 1). In the present embodiment, each of these acceleration sensors 81a and 81b is configured as a piezoelectric sensor using a piezoelectric element.

  Further, the CPU 71 time-integrates the detection results (acceleration values) of the acceleration sensors 81a and 81b input from the acceleration sensor device 81 to calculate speeds in two directions (front-rear direction and left-right direction), respectively. The ground speed (absolute value and traveling direction) of the vehicle 1 is calculated by combining the two-direction components.

  The ground load sensor device 82 is a device for detecting the load received by each wheel 2 from the road surface and outputting the detection result to the CPU 71. The load sensor device 82 detects a load received by each wheel 2 from the road surface in total of four pieces. It mainly includes FL to RR load sensors 82FL to 82RR and an output circuit (not shown) that processes detection results of the load sensors 82FL to 82RR and outputs them to the CPU 71.

  In the present embodiment, each of the load sensors 82FL to 82RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 82FL to 82RR is mounted on the suspension shaft of each wheel 2 and receives the load that the wheel 2 receives from the road surface in the front-rear direction (arrow F-D direction in FIG. 1) and the left-right direction (arrow L in FIG. 1). -R direction) and vertical direction (arrow UD direction in FIG. 1).

  Further, the CPU 71 estimates the friction coefficient μ of the road surface on the ground contact surface of each wheel 2 based on the detection results (ground load) of the load sensors 82FL to 82RR input from the ground load sensor device 82 as follows. .

  For example, focusing on the left front wheel 2FL, if the loads in the front-rear direction, the left-right direction, and the vertical direction of the vehicle 1 detected by the FL load sensor 82FL are Fx, Fy, and Fz, respectively, the ground contact surface of the left front wheel 2FL The friction coefficient μ in the longitudinal direction of the vehicle 1 is Fx / Fz (μx = Fx / Fz) when the left front wheel 2FL is slipping with respect to the road surface, and the left front wheel 2FL slips with respect to the road surface. In the non-slip state, it is estimated that the value is larger than Fx / Fz (μx> Fx / Fz).

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

  The wheel rotation speed sensor device 83 is a device for detecting the rotation speed of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR for detecting the rotation speed of each wheel 2 respectively. Rotational speed sensors 83FL to 83RR and an output circuit (not shown) that mainly processes the detection results of the rotational speed sensors 83FL to 83RR and outputs them to the CPU 71 are mainly provided.

  In the present embodiment, each rotational speed sensor 83FL to 83RR is attached to each wheel 2 and detects the angular speed of each wheel 2 as the rotational speed. That is, each of the rotational speed sensors 83FL to 83RR is an electromagnetic wave provided with a rotating body that rotates in conjunction with each wheel 2 and a pickup that electromagnetically detects the presence or absence of a large number of teeth formed in the circumferential direction of the rotating body. It is configured as a pickup type sensor.

  Further, the CPU 71 sets each wheel based on the detection result (rotation speed) of each of the rotation speed sensors 83FL to 83RR inputted from the wheel rotation speed sensor device 83 and the outer diameter of each wheel 2 stored in the ROM 72 in advance. 2 is calculated, and by comparing the peripheral speed with the ground speed of the vehicle 1, it is determined whether or not each wheel 2 is slipping.

  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. .

  The wiper switch sensor device 64a is a device for detecting the operation state of the wiper switch 64 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operation state (operation position) of the wiper switch 64. And an output circuit (not shown) that processes the detection result of the positioning sensor and outputs the result to the CPU 71.

  The fuel-saving mode switch sensor device 65a is a device for detecting the operation state of the fuel-saving mode switch 65 and outputting the detection result to the CPU 71, and detecting the operation state (operation position) of the fuel-saving mode switch 65. A positioning sensor (not shown) that mainly performs the detection, and an output circuit (not shown) that processes the detection result of the positioning sensor and outputs the result to the CPU 71 are mainly provided.

  The fuel-saving driving support device 84 is a device that supports driving for suppressing fuel consumption, and includes a reaction force device (not shown) that generates a reaction force on the accelerator pedal 61 and a warning device that issues a warning to the driver ( (Not shown). The CPU 71 responds to the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a when the operation state (operation position) of the fuel economy mode switch 65 input from the fuel economy mode switch sensor 65a is on. The reaction force device generates a reaction force on the accelerator pedal 61 and the warning device issues a warning to the driver.

  The navigation device 85 is a device for acquiring the current position of the vehicle 1 using the GPS and guiding a travel route from the current position of the vehicle 1 to the destination. A position acquisition unit 85a for acquiring a current position of 1, a map data acquisition unit 85b for acquiring map data, a map data acquired by the map data acquisition unit 85b, and a current position of the vehicle 1 acquired by the position acquisition unit 85a A travel route deriving unit (not shown) for deriving a travel route to the destination based on it, and a guide unit (not shown) for guiding the travel route to the destination derived by the travel route deriving unit by video or voice ) And mainly.

  The navigation device 85 also has a function as a fuel-saving driving support device that supports driving for suppressing fuel consumption, and includes map data acquired by the map data acquisition unit 85b and a VICS (registered trademark) device described later. The travel route deriving unit is configured to be able to derive a travel route to a destination where acceleration / deceleration of the vehicle 1 is reduced based on the traffic jam information acquired by the above.

  The weather information radio device 86 obtains weather information by using so-called FM text multiplex broadcasting (broadcast providing text information by digital signals on FM radio waves) and outputs the obtained weather information to the CPU 71. A receiving unit (not shown) that receives a digital signal, an acquisition unit (not shown) that processes the digital signal received by the receiving unit to acquire weather information, and acquired by the acquiring unit And an output circuit (not shown) for processing the weather information and outputting it to the CPU 71. The CPU 71 acquires weather information in the vicinity of the current position of the vehicle 1 based on the weather information input from the weather information radio device 86 and the current position of the vehicle 1 acquired by the navigation device 85.

  The outside air temperature sensor device 87 is a device for detecting the temperature outside the vehicle 1 (outside air temperature) and outputting the detection result to the CPU 71, and a temperature sensor (not shown) for detecting the outside air temperature; It mainly includes an output circuit (not shown) that processes the detection result of the temperature sensor and outputs it to the CPU 71.

  As another input / output device 90 shown in FIG. 3, in this embodiment, a VICS device is provided. The VICS device is a device for acquiring traffic information using a VICS system (a system that transmits various types of information edited and processed in the VICS center in real time from FM character multiplex broadcasting or a transmitter on the road) A receiving unit (not shown) for receiving a signal, an acquisition unit (not shown) for processing the signal received by the receiving unit to acquire traffic information, and a traffic information acquired by the acquiring unit An output circuit (not shown) for outputting to the CPU 71 is mainly provided. Based on the traffic information input from the VICS device and the current position of the vehicle 1 acquired by the navigation device 85, the CPU 71 obtains traffic jam information and road information (for example, whether it is winter regulations) near the current position of the vehicle 1. get.

  Other examples of the input / output device 90 shown in FIG. 3 include, for example, a rainfall sensor for detecting the rainfall and an optical sensor for detecting the state of the road surface in a non-contact manner.

  Next, the counting process will be described with reference to FIG. FIG. 5 is a flowchart showing the counting process. This process is a process that is repeatedly executed by the CPU 71 (one second interval in the present embodiment) while the power of the vehicle control device 100 is turned on. The accelerator pedal 61, the brake pedal 62, or the steering 63 This is a count of how many times an emergency operation is performed within a predetermined time (within 10 seconds in the present embodiment).

  Regarding the counting process, the CPU 71 first determines whether or not the operation amount of the accelerator pedal 61 is equal to or greater than an upper limit threshold A3 (see FIG. 4) in the fuel saving mode (S11). As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the upper limit threshold A3 in the fuel saving mode (S11: Yes), it is assumed that the accelerator pedal 61 is suddenly operated, and the count counter 73c Is incremented by one (S14), and the process proceeds to S15.

  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 upper limit threshold A3 in the fuel saving mode (is smaller than the upper limit threshold A3) as a result of the process of S11 (S11: No), then the brake pedal It is determined whether or not the operation amount 62 is equal to or greater than an upper limit threshold B3 (see FIG. 4) in the fuel saving mode (S12). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the upper limit threshold B3 in the fuel saving mode (S12: Yes), it is assumed that the brake pedal 62 is suddenly operated, and the count counter 73c Is incremented by one (S14), and the process proceeds to S15.

  On the other hand, if it is determined as a result of the processing in S12 that the operation amount of the brake pedal 62 is not equal to or greater than the upper threshold B3 in the fuel saving mode (smaller than the upper threshold B3) (S12: No), then the steering 63 It is determined whether or not the operation amount is equal to or greater than the upper limit threshold S3 (see FIG. 4) in the fuel saving mode (S13). As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or greater than the upper limit threshold value S3 in the fuel saving mode (S13: Yes), it is assumed that the steering wheel 63 is suddenly operated and the value of the count counter 73c Is incremented by one (S14), and the process proceeds to S15.

  On the other hand, if it is determined as a result of the processing of S13 that the operation amount of the steering wheel 63 is not equal to or greater than the upper limit threshold value S3 in the fuel saving mode (smaller than the upper limit threshold value S3) (S13: No), then the time counter 73b Is incremented by one (S15), and it is determined whether or not the value of the time counter 73b has reached a predetermined value (S16). As a result, when it is determined that the value of the time counter 73b has reached a predetermined value (S16: Yes), the values of the time counter 73b and the count counter 73c are cleared to zero (S17), and this count process is terminated. .

  On the other hand, when it is determined that the value of the time counter 73b has not reached the predetermined value (S16: No), the process of S17 is skipped and the count process is terminated. In the present embodiment, the value (predetermined value) of the time counter 73b, which is a criterion for determination in the processing of S16, is 10. That is, since the count process is a process that is repeatedly executed at intervals of 1 second as described above, it is determined whether or not 10 seconds have elapsed in the process of S16.

  Next, camber control processing will be described with reference to FIG. FIG. 6 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on. By controlling the camber angle of the wheel 2, the grip It is intended to ensure both performance and fuel efficiency.

  Regarding the camber control process, the CPU 71 first determines whether or not the fuel saving mode switch 65 is on, that is, whether or not the fuel saving driving support device 84 is operating (S21). As a result, when it is determined that the fuel saving mode switch 65 is not ON (OFF) (S21: No), the fuel saving driving support device 84 is not operating, and the driver performs driving with good fuel consumption. You may not be conscious. Therefore, in this case (S21: No), it is considered that the accelerator pedal 61, the brake pedal 62, or the steering 63 is suddenly operated, and the vehicle 1 may be suddenly accelerated, suddenly braked, or suddenly turned. The mode process (S30) is executed, and the camber control process is terminated.

  In the normal mode process (S30), the camber angle of the wheel 2 is controlled based on a threshold value in the normal mode (see FIG. 4) with respect to the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63, which will be described later. The camber angle control is canceled at a timing later than the fuel saving mode process (S50), so that priority is given to securing the grip performance.

  On the other hand, if it is determined as a result of the processing of S21 that the fuel saving mode switch 65 is on (S21: Yes), the fuel saving driving support device 84 is operating, and the driver performs driving with good fuel consumption. Considered conscious. Therefore, in this case (S21: Yes), it is unlikely that the pedals 61, 62 or the steering 63 are suddenly operated, and the possibility that the vehicle 1 suddenly accelerates, suddenly brakes or turns suddenly is low. Next, it is determined whether or not the wiper switch 64 is on, that is, whether or not the wiper is operating (S22). As a result, when it is determined that the wiper switch 64 is on (S22: Yes), the current weather may be accompanied by rainfall or snowfall, and the road surface may be wet or snow may be piled up. Therefore, in this case (S22: Yes), it is considered that the road surface friction coefficient is low and the vehicle 1 may slip, so the normal mode process (S30) is executed and the camber control process is terminated. .

  On the other hand, if it is determined that the wiper switch 64 is not turned on (is turned off) as a result of the processing of S22 (S22: No), the current weather is not accompanied by rainfall or snowfall, and the vehicle 1 slips. Since it is considered that the fear is low, it is then determined whether or not the outside air temperature is equal to or lower than a predetermined value (S23). As a result, when it is determined that the outside air temperature is equal to or lower than the predetermined value (S23: Yes), there is a possibility that the road surface is frozen and the friction coefficient of the road surface is low. Even if the road surface is not frozen, there is a possibility that the tread of the wheel 2 loses flexibility and the gripping power is reduced. Therefore, in this case (S23: Yes), it is considered that the vehicle 1 may slip, so the normal mode process (S30) is executed and the camber control process is terminated. In the present embodiment, the temperature (predetermined value) that serves as a determination reference in the processing of S23 is set to zero degrees Celsius.

  On the other hand, as a result of the processing of S23, when it is determined that the outside air temperature is not lower than the predetermined value (higher than the predetermined value) (S23: No), the road surface is not frozen, and the tread of the wheel 2 is also Since flexibility is maintained and the possibility of the vehicle 1 slipping is considered low, it is then determined whether the weather information is rain or snow (S24). As a result, if it is determined that the weather information is rain or snow (S24: Yes), even if the wiper switch 64 is not turned on, the current weather is accompanied by rainfall or snowfall, and the road surface is wet. There is a possibility that it is snowing. Even if the current weather is not accompanied by rain or snow, the weather may change after that, or the rain or snow may have already stopped, but the road surface may be wet or snow may be piled up. Therefore, in this case (S24: Yes), it is considered that the vehicle 1 may slip, so the normal mode process (S30) is executed and the camber control process is terminated.

  On the other hand, if it is determined that the weather information is not rain or snow as a result of the process of S24 (S24: No), there is no concern of being affected by rain or snow, and the possibility that the vehicle 1 will slip is low. Therefore, it is then determined whether or not the road information is winter regulations, that is, whether or not traffic regulations due to heavy rain, snow accumulation, etc. are performed (S25). As a result, when the road information is determined to be winter regulations (S25: Yes), traffic regulations due to heavy rain, snow accumulation, etc. are performed. There is a possibility that snow is piled up on the road surface, or earth and sand are flowing out on the road surface. Therefore, in this case (S25: Yes), it is considered that the road surface friction coefficient is low and the vehicle 1 may slip, so the normal mode process (S30) is executed and the camber control process is terminated. .

  On the other hand, if it is determined that the road information is not winter regulation (S25: No) as a result of the processing of S25, traffic regulation due to heavy rain, snow accumulation, etc. is not performed, and the vehicle 1 may slip. Since it is considered to be low, it is next determined whether or not the friction coefficient of the road surface is a predetermined value or less (S26). As a result, when it is determined that the friction coefficient of the road surface is equal to or less than a predetermined value (S26: Yes), it is considered that the vehicle 1 may slip, so the normal mode process (S30) is executed, This camber control process is terminated.

  On the other hand, as a result of the processing of S26, when it is determined that the friction coefficient of the road surface is not less than or equal to a predetermined value (larger than the predetermined value) (S26: No), it is considered that the possibility of the vehicle 1 slipping is low. It is determined whether or not the value of the count counter 73c is equal to or greater than a predetermined value (S27). As a result, when it is determined that the value of the count counter 73c is equal to or greater than the predetermined value (S27: Yes), the rapid operation of the accelerator pedal 61, the brake pedal 62, or the steering 63 is performed within a predetermined time (this embodiment). In 10 seconds), it is considered that the driver is driving dangerously. Therefore, in this case (S27: Yes), it is considered that the vehicle 1 may be suddenly accelerated, suddenly braked, or suddenly turned. Therefore, the normal mode process (S30) is executed and the camber control process is terminated. . In the present embodiment, the value (predetermined value) of the count counter 73c, which is a criterion for determination in the processing of S27, is 5.

  On the other hand, when it is determined that the value of the count counter 73c is not equal to or greater than the predetermined value (smaller than the predetermined value) as a result of the process of S27 (S27: No), the driver is driving safely and the vehicle 1 Therefore, the fuel economy mode process (S50) is executed, and this camber control process is terminated.

  In the fuel saving mode process (S50), the camber angle of the wheel 2 is controlled based on the threshold value (see FIG. 4) in the fuel saving mode with respect to the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63. By canceling the camber angle control at a timing earlier than the normal mode process (S30), priority is given to fuel saving.

  As described above, in the present embodiment, in the processing of S26, it is determined whether the vehicle 1 may slip based on the actual coefficient of friction of the road surface, and each determination is performed in the processing of S22 to S25. To estimate whether the vehicle 1 may slip. Accordingly, for example, even if the ground load sensor device 82 fails and the actual road surface friction coefficient cannot be acquired, it is possible to estimate whether the vehicle 1 may slip, so the fail-safe function is ensured. be able to.

  Next, the normal mode process (S30) will be described with reference to FIG. FIG. 7 is a flowchart showing the normal mode process (S30). As described above, this process gives priority to securing grip performance by canceling the camber angle control at a timing later than the fuel saving mode process (S50).

  Regarding the normal mode process (S30), the CPU 71 first determines whether the camber flag 73a is on, that is, whether the camber angle of the wheel 2 is being controlled (S31). As a result, when it is determined that the camber flag 73a is on (S31: Yes), the process proceeds to S37.

  On the other hand, if it is determined that the camber flag 73a is not ON (OFF) as a result of the processing of S31 (S31: No), the camber angle is not being controlled and the camber angle of the wheel 2 becomes a steady angle. ing. Therefore, in this case (S31: No), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or greater than the upper limit threshold A1 (see FIG. 4) in the normal mode (S32). As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the upper limit threshold A1 in the normal mode (S32: Yes), the acceleration of the vehicle 1 is relatively large, and it is necessary to ensure grip performance. Therefore, the camber angle is controlled to give a negative camber to the wheel 2 (S35), the camber flag 73a is turned on (S36), and the normal mode process (S30) is terminated. As a result, when the negative camber is applied to the wheel 2, the ground contact area of the first tread 21 is increased. 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 angle of the negative camber applied to the wheel 2 in the process of S35 is 5 degrees.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not equal to or higher than the upper limit threshold A1 in the normal mode (smaller than the upper limit threshold A1) as a result of the process of S32 (S32: No), the acceleration degree of the vehicle 1 Therefore, it is considered that it is not necessary to secure grip performance. Therefore, the operation amount of the brake pedal 62 is not less than the upper limit threshold value B1 in the normal mode (see FIG. 4) without controlling the camber angle. It is determined whether or not (S33). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the upper limit threshold value B1 in the normal mode (S33: Yes), the braking degree of the vehicle 1 is relatively large, and it is necessary to ensure grip performance. Therefore, the camber angle is controlled to give a negative camber to the wheel 2 (S35), the camber flag 73a is turned on (S36), and the normal mode process (S30) is terminated.

  On the other hand, if it is determined as a result of the processing in S33 that the operation amount of the brake pedal 62 is not equal to or greater than the upper limit threshold B1 in the normal mode (smaller than the upper limit threshold B1) (S33: No), the braking degree of the vehicle 1 Therefore, it is considered that it is not necessary to secure grip performance. Therefore, whether the operation amount of the steering 63 is equal to or higher than the upper limit threshold S1 (see FIG. 4) in the normal mode without controlling the camber angle. It is determined whether or not (S34). As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or greater than the upper limit threshold value S1 in the normal mode (S34: Yes), the turning degree of the vehicle 1 is relatively large and it is necessary to ensure grip performance. Therefore, the camber angle is controlled to give a negative camber to the wheel 2 (S35), the camber flag 73a is turned on (S36), and the normal mode process (S30) is terminated.

  On the other hand, as a result of the process of S34, when it is determined that the operation amount of the steering 63 is not equal to or greater than the upper limit threshold S1 in the normal mode (smaller than the upper limit threshold S1) (S34: No), the turning degree of the vehicle 1 is The normal mode process (S30) is terminated without controlling the camber angle because it is considered to be relatively small and it is not necessary to secure the grip performance. As a result, the camber angle of the wheel 2 is maintained at a steady angle, so that the low rolling resistance of the second tread 22 can be exhibited and fuel consumption can be reduced.

  On the other hand, when it is determined that the camber flag 73a is on (S31: Yes) as a result of the process of S31, the camber angle is being controlled and a negative camber is assigned to the wheel 2. Therefore, in this case (S31: Yes), it is determined whether or not the operation amount of the accelerator pedal 61 is equal to or lower than the lower limit threshold A2 (see FIG. 4) in the normal mode (S37). As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or less than the lower limit threshold A2 in the normal mode (S37: Yes), the acceleration of the vehicle 1 is relatively small, and it is not necessary to ensure grip performance. Therefore, the camber angle control is canceled to return the camber angle of the wheel 2 to the steady angle (S40), the camber flag 73a is turned off (S41), and the normal mode process (S30) is terminated. To do. As a result, the ground contact area of the second tread 22 increases by returning the camber angle of the wheel 2 to the steady angle. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not less than or equal to the lower limit threshold A2 in the normal mode (larger than the lower limit threshold A2) as a result of the process of S37 (S37: No), the acceleration degree of the vehicle 1 Therefore, it is considered that the grip performance needs to be secured, so that the operation amount of the brake pedal 62 is less than the lower limit threshold B2 in the normal mode (see FIG. 4) without canceling the camber angle control. It is determined whether or not (S38). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or less than the lower limit threshold B2 in the normal mode (S38: Yes), the degree of braking of the vehicle 1 is relatively small, and it is not necessary to ensure grip performance. Therefore, the camber angle control is canceled to return the camber angle of the wheel 2 to the steady angle (S40), the camber flag 73a is turned off (S41), and the normal mode process (S30) is terminated. To do.

  On the other hand, as a result of the process of S38, when it is determined that the operation amount of the brake pedal 62 is not less than or equal to the lower limit threshold B2 in the normal mode (greater than the lower limit threshold B2) (S38: No), the braking degree of the vehicle 1 Therefore, it is considered that it is necessary to ensure grip performance. Therefore, without canceling the control of the camber angle, the operation amount of the steering 63 is then lower than the lower limit threshold S2 (see FIG. 4) in the normal mode. It is determined whether or not there is (S39). As a result, when it is determined that the operation amount of the steering 63 is equal to or lower than the lower limit threshold S2 in the normal mode (S39: Yes), the turning degree of the vehicle 1 is relatively small, and it is not necessary to ensure grip performance. Therefore, the camber angle control is canceled and the camber angle of the wheel 2 is returned to the steady angle (S40), the camber flag 73a is turned off (S41), and this normal mode process (S30) is terminated. .

  On the other hand, as a result of the process of S39, when it is determined that the operation amount of the steering wheel 63 is not less than or equal to the lower limit threshold S2 in the normal mode (greater than the lower limit threshold S2) (S39: No), the turning degree of the vehicle 1 is Since it is considered to be relatively large and it is necessary to ensure grip performance, this normal mode process (S30) is terminated without canceling the camber angle control. As a result, the wheel 2 is maintained in the negative camber, so that the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  Next, the fuel saving mode process (S50) will be described with reference to FIG. FIG. 8 is a flowchart showing the fuel saving mode process (S50). As described above, this process prioritizes fuel saving by releasing the control of the camber angle at a timing earlier than the normal mode process (S30).

  In the fuel saving mode process (S50), the threshold value for controlling the camber angle of the wheel 2 is different from that in the normal mode process (S30). Specifically, in the normal mode process (S30), the camber angle of the wheel 2 is controlled based on the threshold value in the normal mode (see FIG. 4). In the fuel saving mode process (S50), the camber angle in the fuel saving mode is controlled. The camber angle of the wheel 2 is controlled based on the threshold value (see FIG. 4).

  Regarding the fuel saving mode processing (S50), the CPU 71 first determines whether the camber flag 73a is on, that is, whether the camber angle of the wheel 2 is being controlled, as in the normal mode processing (S30). (S51). As a result, when it is determined that the camber flag 73a is on (S51: Yes), the process proceeds to S57.

  On the other hand, when it is determined that the camber flag 73a is not ON (OFF) as a result of the processing of S51 (S51: No), the operation amount of the accelerator pedal 61 is the upper limit threshold A3 in the fuel saving mode (FIG. 4). Reference) It is determined whether or not the above is true (S52). As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or greater than the upper limit threshold A3 in the fuel saving mode (S52: Yes), the camber angle is controlled to give a negative camber to the wheel 2 ( In S55, the camber flag 73a is turned on (S56), and the fuel saving mode process (S50) is terminated.

  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 upper limit threshold A3 in the fuel saving mode (is smaller than the upper limit threshold A3) as a result of the process of S52 (S52: No), the camber angle is controlled. Then, it is determined whether or not the operation amount of the brake pedal 62 is equal to or greater than the upper limit threshold B3 (see FIG. 4) in the fuel saving mode (S53). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the upper limit threshold B3 in the fuel saving mode (S53: Yes), the camber angle is controlled to give a negative camber to the wheel 2 ( In S55, the camber flag 73a is turned on (S56), and the fuel saving mode process (S50) is terminated.

  On the other hand, if it is determined as a result of the processing in S53 that the operation amount of the brake pedal 62 is not equal to or greater than the upper threshold B3 in the fuel saving mode (smaller than the upper threshold B3) (S53: No), the camber angle is controlled. Then, it is determined whether or not the operation amount of the steering 63 is equal to or greater than the upper limit threshold value S3 (see FIG. 4) in the fuel saving mode (S54). As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or greater than the upper limit threshold value S3 in the fuel saving mode (S54: Yes), the camber angle is controlled to give a negative camber to the wheel 2 (S55). ), The camber flag 73a is turned on (S56), and the fuel saving mode process (S50) is terminated.

  On the other hand, as a result of the process of S54, when it is determined that the operation amount of the steering 63 is not equal to or greater than the upper limit threshold S3 in the fuel saving mode (smaller than the upper limit threshold S3) (S54: No), the camber angle is controlled. The fuel saving mode process (S50) is terminated without any processing.

  On the other hand, when it is determined that the camber flag 73a is on as a result of the processing of S51 (S51: Yes), the operation amount of the accelerator pedal 61 is the lower limit threshold A4 in the fuel saving mode (see FIG. 4). It is determined whether or not the following is true (S57). As a result, when it is determined that the operation amount of the accelerator pedal 61 is equal to or lower than the lower limit threshold A4 in the fuel saving mode (S57: Yes), the camber angle control is canceled and the camber angle of the wheel 2 is changed to the steady angle. (S60), the camber flag 73a is turned off (S61), and the fuel saving mode process (S50) is terminated.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is not less than or equal to the lower limit threshold A4 in the fuel saving mode (greater than the lower limit threshold A4) as a result of the process of S57 (S57: No), the camber angle control is performed. Next, it is determined whether or not the operation amount of the brake pedal 62 is equal to or lower than the lower limit threshold B4 (see FIG. 4) in the fuel saving mode (S58). As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or less than the lower limit threshold B4 in the fuel saving mode (S58: Yes), the camber angle control is canceled and the camber angle of the wheel 2 is changed to the steady angle. (S60), the camber flag 73a is turned off (S61), and the fuel saving mode process (S50) is terminated.

  On the other hand, as a result of the process of S58, when it is determined that the operation amount of the brake pedal 62 is not less than or equal to the lower limit threshold B4 in the fuel saving mode (greater than the lower limit threshold B4) (S58: No), the camber angle is controlled. Next, it is determined whether or not the operation amount of the steering 63 is equal to or less than the lower limit threshold value S4 (see FIG. 4) in the fuel saving mode (S59). As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or lower than the lower limit threshold value S4 in the fuel saving mode (S59: Yes), the camber angle control is canceled and the camber angle of the wheel 2 is set to the steady angle. In addition to returning (S60), the camber flag 73a is turned off (S61), and the fuel saving mode process (S50) is terminated.

  On the other hand, if it is determined as a result of the processing in S59 that the operation amount of the steering wheel 63 is not less than or equal to the lower limit threshold S4 (greater than the lower limit threshold S4) in the fuel saving mode (S59: No), the camber angle is controlled. This fuel-saving mode process (S50) is complete | finished, without canceling | releasing.

  Here, with reference to FIG. 9, the difference between the timing at which the camber angle of the wheel 2 is controlled by the normal mode process (S30) and the timing at which the camber angle of the wheel 2 is controlled by the fuel saving mode process (S50) will be described. To do.

  FIG. 9 is a graph showing the relationship between the operation amount of the accelerator pedal 61, the brake pedal 62 and the steering 63 and the timing for controlling the camber angle of the wheel 2. In FIG. 9, the solid line N corresponds to the normal mode process (S30), and the solid line E corresponds to the fuel saving mode process (S50).

  As shown in FIG. 9, the camber angle is controlled to give a negative camber to the wheel 2 while the normal mode process (S30) and the fuel saving mode process (S50) are the same timing, whereas the camber angle The timing at which the control is canceled and the camber angle of the wheel 2 is returned to the steady angle is the timing at which the normal mode process (S30) and the fuel saving mode process (S50) are different, and the fuel saving mode (S50) is The timing is earlier than the normal mode process (S30).

  As described above, according to the present embodiment, when the fuel-saving driving support device 84 is operating, the second tread 22 is low-rolled with respect to the state where the fuel-saving driving support device 84 is not operating. Resistance can be exerted early, and fuel saving can be prioritized.

  On the other hand, when the fuel-saving driving support device 84 is not operating, the grip performance is delayed by delaying the timing at which the low rolling resistance of the second tread 22 is exhibited with respect to the state where the fuel-saving driving support device 84 is operating. Can be prioritized.

  As described above, according to the present embodiment, by simply changing the timing for controlling the camber angle depending on whether the fuel-saving driving support device 84 is operating, it is possible to simply ensure grip performance and reduce fuel consumption. In addition to achieving this, it is possible to efficiently achieve both the securing of grip performance and fuel saving.

  Further, in addition to whether the fuel-saving driving support device 84 is operating, the timing for controlling the camber angle is changed according to the surrounding conditions (weather, outside air temperature, road information and road surface friction coefficient) around the vehicle 1. As a result, it is possible to more efficiently achieve both the grip performance and the fuel saving.

  Further, in addition to whether the fuel-saving driving support device 84 is operating, the camber angle is controlled in accordance with the operating state (operating frequency) of the operating members (accelerator pedal 61, brake pedal 62, and steering 63) operated by the driver. By changing the timing, it is possible to more efficiently achieve both grip performance and fuel saving.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the camber angle is determined when it is determined in the normal mode process (S30) shown in FIG. 7 that the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is equal to or less than the lower limit threshold in the normal mode. However, in the second embodiment, the camber angle is controlled after a predetermined time has elapsed in a state where the operation amount of the brake pedal 62 or the steering 63 is determined to be equal to or lower than the lower limit threshold in the normal mode. Is configured to release.

  In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted. In the second embodiment, a case where the vehicle 1 in the first embodiment is controlled by the vehicle control device 200 will be described as an example.

  FIG. 10 is a block diagram showing an electrical configuration of the vehicle control apparatus 200 according to the second embodiment. As shown in FIG. 10, the vehicle control device 200 includes a CPU 71, a ROM 72, and a RAM 273, 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 a timer 288.

  The RAM 273 is a memory for storing various data in a rewritable manner when the control program is executed, and is provided with a camber flag 73a, a time counter 73b, a count counter 73c, and a time counter 273d as shown in FIG. .

  The timekeeping flag 273d is a flag indicating whether or not a time is being measured by a timer 288, which will be described later, and the CPU 71 determines that the time is being measured when the timekeeping flag 273d is on. The timekeeping flag 273d is turned off when the power source of the vehicle control device 200 is turned on.

  The timer 288 is a time measuring device for measuring time, a time measuring unit (not shown) for measuring time, and an output circuit (not shown) for processing the time measured by the time measuring unit and outputting it to the CPU 71. And mainly.

  Next, the normal mode process (S230) in the second embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing normal mode processing (S230) in the second embodiment. This process is a process executed in place of the normal mode process (S30) in the first embodiment in the camber control process (see FIG. 6).

  When the CPU 71 determines that the operation amount of the accelerator pedal 61 is equal to or lower than the lower limit threshold A2 (see FIG. 4) in the normal mode with respect to the normal mode process (S230) in the second embodiment (S37: Yes), When it is determined that the operation amount of the brake pedal 62 is equal to or less than the lower limit threshold value B2 (see FIG. 4) in the normal mode (S38: Yes), or the operation amount of the steering 63 is the lower limit threshold value S2 in the normal mode (see FIG. 4). ) When it is determined that the time is below (S39: Yes), it is determined whether the timekeeping flag 273d is on, that is, whether the timer 288 is counting time (S240). As a result, when it is determined that the timekeeping flag 273d is not on (is off) (S240: No), the timer 288 starts timekeeping (S241), and the timekeeping flag 273d is turned on (S242). This normal mode process (S230) is terminated.

  On the other hand, if it is determined as a result of the process of S240 that the timekeeping flag 273d is on (S240: Yes), the time is being measured, so the processes of S241 and S242 are skipped and this normal mode process (S230) is performed. ) Ends.

  Next, timer processing will be described with reference to FIG. FIG. 12 is a flowchart showing the timer process. 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 vehicle control device 100 is turned on, and for a predetermined time (5 seconds in the present embodiment). After the time elapses, the camber angle control is canceled.

  Regarding the timer process, the CPU 71 first determines whether or not the timekeeping flag 273d is on, that is, whether or not the timer 288 is counting time (S271). As a result, if it is determined that the timekeeping flag 273d is on (S271: Yes), it is timed, so it is then determined whether a predetermined time has elapsed (S272).

  On the other hand, if it is determined that the timekeeping flag 273d is not on (off) as a result of the processing of S271 (S271: No), the processing after S272 is skipped, and this timer processing is ended. In the present embodiment, the time (predetermined time) serving as a reference for determination in the processing of S272 is 5 seconds. Also, when it is determined that the predetermined time has not elapsed as a result of the processing of S272 (S272: No), this timer processing is ended.

  If it is determined that the predetermined time has passed as a result of the processing of S272 (S272: Yes), whether or not the operation amount of the accelerator pedal 61 is equal to or greater than the upper limit threshold A1 (see FIG. 4) in the normal mode. Whether the operation amount of the brake pedal 62 is equal to or higher than the upper limit threshold value B1 (see FIG. 4) in the normal mode, and whether the operation amount of the steering 63 is equal to or higher than the upper limit threshold value S1 (see FIG. 4) in the normal mode. Are respectively determined (S273, S274, S275). As a result, when it is determined that the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 are not equal to or higher than the upper limit threshold in the normal mode (smaller than the upper limit threshold) (S273: No, S274: No and S275: No), the camber angle control is canceled, the camber angle of the wheel 2 is returned to the steady angle (S276), and the camber flag 73a is turned off (S277). Then, the time measurement by the timer 288 is finished (S278), the timekeeping flag 273d is turned off (S279), and this timer process is finished. As a result, the ground contact area of the second tread 22 increases by returning the camber angle of the wheel 2 to the steady angle. Thereby, the low rolling resistance of the 2nd tread 22 can be exhibited and a fuel-saving can be achieved.

  On the other hand, when it is determined as a result of the processing of S273, S274, or S275 that any one of the operation amounts of the accelerator pedal 61, the brake pedal 62, or the steering 63 is greater than or equal to the upper limit threshold in the normal mode (S273: Yes, S274: Yes or S275: Yes), the acceleration, braking degree or turning degree of the vehicle 1 becomes relatively large from the start of timing until the predetermined time elapses, and it is necessary to ensure grip performance. Therefore, the time measurement by the timer 288 is finished without releasing the control of the camber angle (S278), the timekeeping flag 277d is turned off (S279), and this timer process is finished. As a result, the wheel 2 is maintained in the negative camber, so that the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  Next, a third embodiment will be described with reference to FIGS. 13 and 14. In the first embodiment, the camber angle is determined when it is determined in the normal mode process (S30) shown in FIG. 7 that the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is equal to or less than the lower limit threshold in the normal mode. However, in the third embodiment, when it is determined that the operation amount of the accelerator pedal 61, the brake pedal 62, or the steering 63 is equal to or lower than the lower limit threshold value in the normal mode, the accelerator pedal 61, the brake The camber angle control is canceled after the average operation amount (hereinafter referred to as “average operation amount”) of the operation amount of the pedal 62 or the steering 63 becomes equal to or less than the predetermined operation amount. Yes.

  In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted. Further, in the third embodiment, a case where the vehicle 1 in the first embodiment is controlled by the vehicle control device 300 will be described as an example.

  FIG. 13 is a block diagram showing an electrical configuration of the vehicle control device 300 according to the third embodiment. As shown in FIG. 13, the vehicle control device 300 includes a CPU 71, a ROM 72, and a RAM 373, which are connected to the input / output port 75 via the bus line 74.

  The RAM 373 is a memory for storing various data in a rewritable manner when the control program is executed. As shown in FIG. 13, a camber flag 73a, a time counter 73b, a count counter 73c, and an average manipulated variable memory 373d are provided. ing.

  The average operation amount memory 373d is a memory for storing average operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 within a predetermined time. The CPU 71 stores the accelerator pedal sensor device 61a and the brake pedal sensor device 62a. And the average of each operation amount of the accelerator pedal 61, the brake pedal 62, and the steering 63 inputted from the steering sensor device 63a within a predetermined time (in this embodiment, 5 seconds) is calculated and stored in the average operation amount memory 373d. Remember. The CPU 71 calculates each average operation amount every second and updates the content of the average operation amount memory 373d every second.

  Next, the normal mode process (S330) in the third embodiment will be described with reference to FIG. FIG. 14 is a flowchart showing normal mode processing (S330) in the third embodiment. This process is a process executed in place of the normal mode process (S30) in the first embodiment in the camber control process (see FIG. 6).

  When it is determined that the operation amount of the accelerator pedal 61 is equal to or less than the lower limit threshold A2 (see FIG. 4) in the normal mode (S37: Yes), the CPU 71 relates to the normal mode process (S330) in the third embodiment. When it is determined that the operation amount of the brake pedal 62 is equal to or lower than the lower limit threshold B2 (see FIG. 4) in the normal mode (S38: Yes), or the operation amount of the steering 63 is the lower limit threshold S2 in the normal mode (see FIG. 4). When it is determined that the operation amount is equal to or less (S39: Yes), it is determined whether or not the average operation amount stored in the average operation amount memory 373e is equal to or less than the predetermined operation amount (S340).

  Specifically, when it is determined that the operation amount of the accelerator pedal 61 is equal to or less than the lower limit threshold A2 in the normal mode (S37: Yes), the average of the accelerator pedal 61 stored in the average operation amount memory 373d. It is determined whether the operation amount is equal to or less than a predetermined operation amount (S340). In the present embodiment, the average operation amount (predetermined operation amount) of the accelerator pedal 61 serving as a criterion for determination is set to 20%.

  If it is determined that the operation amount of the brake pedal 62 is equal to or less than the lower limit threshold B2 in the normal mode (S38: Yes), the average operation amount of the brake pedal 62 stored in the average operation amount memory 373d is It is determined whether or not the operation amount is equal to or less than a predetermined operation amount (S340). In the present embodiment, the average operation amount (predetermined operation amount) of the brake pedal 62, which is a criterion for determination, is 20%.

  If it is determined that the operation amount of the steering 63 is equal to or lower than the lower limit threshold value S2 in the normal mode (S39: Yes), the average operation amount of the steering 63 stored in the average operation amount memory 373d is a predetermined value. It is determined whether the operation amount is less than or equal to the operation amount (S340). In the present embodiment, the average operation amount (predetermined operation amount) of the steering wheel 63 as a criterion for determination is set to 20 degrees.

  As a result of the process of S340, when it is determined that the average operation amount stored in the average operation amount memory 373d is equal to or less than the predetermined operation amount (S340: Yes), the acceleration degree, the braking degree, and the turning of the vehicle 1 Since the degree is relatively small and it is considered unnecessary to secure grip performance, the camber angle control is canceled and the camber angle of the wheel 2 is returned to the steady angle (S341), and the camber flag 73a is turned off. (S342), the normal mode processing (S330) is terminated. As a result, the ground contact area of the second tread 22 increases by returning the camber angle of the wheel 2 to the steady angle. 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 a result of the process of S340, when it is determined that the average operation amount stored in the average operation amount memory 373d is not less than or equal to the predetermined operation amount (larger than the predetermined operation amount) (S340: No), Since the acceleration degree, braking degree or turning degree of the vehicle 1 is still relatively large and it is considered necessary to ensure grip performance, this normal mode process (S330) is terminated without canceling the camber angle control. . As a result, the wheel 2 is maintained in the negative camber, so that the high grip performance of the first tread 21 can be exhibited and the grip performance can be ensured.

  Next, a fourth embodiment will be described with reference to FIG. In the first embodiment, the fuel-saving driving support device 84 generates a reaction force on the accelerator pedal 61 and also issues a warning to the driver to assist the driving for suppressing the fuel consumption. The fourth embodiment The navigation device 85 guides a travel route (hereinafter referred to as a “fuel-saving route”) to a destination where acceleration / deceleration of the vehicle 1 is reduced so that driving for suppressing fuel consumption is supported. It is configured.

  FIG. 15 is a flowchart showing camber control processing in the fourth embodiment. This process is a process executed instead of the camber control process (see FIG. 6) in the first embodiment.

  Regarding the camber control processing in the fourth embodiment, the CPU 71 first guides the fuel saving route, that is, the navigation device 85 guides the travel route to the destination where the acceleration / deceleration of the vehicle 1 is reduced. It is determined whether or not it is in a state (whether or not the navigation device 85 is operating) (S421). As a result, when it is determined that the fuel-saving route is not being guided (S421: No), the driver may not be aware of driving with good fuel efficiency. Therefore, in this case (S411: No), it is considered that the accelerator pedal 61, the brake pedal 62, or the steering 63 is suddenly operated, and the vehicle 1 may be suddenly accelerated, suddenly braked, or suddenly turned. The mode process (S30) is executed, and the camber control process is terminated.

  On the other hand, if it is determined as a result of the processing of S421 that the fuel-saving route is being guided (S421: Yes), it is considered that the driver is aware of driving with good fuel efficiency. Therefore, in this case (S421: Yes), it is considered that the sudden operation of each pedal 61, 62 or the steering 63 is not performed, and the possibility that the vehicle 1 suddenly accelerates, suddenly brakes, or turns suddenly is low. Next, it is determined whether or not the current position of the vehicle 1 is located on the fuel saving route (S422). As a result, when it is determined that the current position of the vehicle 1 is not located on the fuel saving route (S422: No), the vehicle 1 is traveling out of the fuel saving route and the pedals 61, 62 or the steering 63 are running. There is a possibility that sudden operation will be performed. Therefore, in this case (S422: No), it is considered that the vehicle 1 may be suddenly accelerated, suddenly braked, or suddenly turned. Therefore, the normal mode process (S30) is executed and the camber control process is terminated. .

  On the other hand, when it is determined that the current position of the vehicle 1 is located on the fuel saving route as a result of the processing of S422 (S422: Yes), the vehicle is traveling on the fuel saving route, and each pedal 61, It is considered that the sudden operation of 62 or the steering 63 is rarely performed. Therefore, in this case (S422: Yes), the possibility that the vehicle 1 suddenly accelerates, suddenly brakes, or suddenly turns is considered to be low. Next, similarly to the camber control process in the first embodiment, the steps after S22 are performed. Execute the process.

  Thus, according to the present embodiment, in addition to whether the navigation device 85 as the fuel-saving driving support device is operating, that is, guiding the fuel-saving route, the current position of the vehicle 1 is determined as the fuel-saving route. By changing the timing for controlling the camber angle depending on whether it is positioned above, it is possible to more efficiently achieve both ensuring of grip performance and fuel saving.

  Next, a fifth embodiment will be described with reference to FIGS. 16 and 17. In the first embodiment, the vehicle 1 to be controlled is configured so that the camber angles of all the wheels 2 including the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR can be adjusted by the camber angle adjusting device 44. In the vehicle 501 in the second embodiment, the camber angles of only the left and right rear wheels 502RL and 502RR can be adjusted by the camber angle adjusting device 544, and the camber angles of the left and right front wheels 502FL and 502FR are adjusted. It is set as the structure which does not adjust.

  In the first embodiment, the case where the vehicle 1 to be controlled is configured to have the same configuration for all the wheels 2 including the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR has been described. A vehicle 501 in the fifth embodiment is configured such that left and right front wheels 502FL and 502FR and left and right rear wheels 502RL and 502RR are different.

  Further, in the first embodiment, the case where two types of tread surfaces are provided on the wheel 2 has been described, but in the fifth embodiment, only one type of tread surface is provided on the wheel 502. In addition, the same code | symbol is attached | subjected about the part same as said each embodiment, and the description is abbreviate | omitted.

  FIG. 16 is a schematic diagram schematically showing a vehicle 501 on which the vehicle control device 500 according to the fifth embodiment is mounted. First, a schematic configuration of the vehicle 501 will be described.

  As illustrated in FIG. 16, the vehicle 501 includes a plurality of wheels 502, and the wheels 502 include left and right front wheels 502 FL and 502 FR positioned on the front side (arrow F direction side) of the vehicle 501, and the rear side of the vehicle 501. It consists of left and right rear wheels 502RL and 502RR located on the (arrow B direction side).

  In the wheel 502, the left and right front wheels 502FL and 502FR are configured to have the same shape and characteristics, and the left and right rear wheels 502RL and 502RR are configured to have the same shape and characteristics. Further, the left and right front wheels 502FL and 502FR are set so that the tread width (dimension in the horizontal direction in FIG. 16) is wider than the tread width of the left and right rear wheels 502RL and 502RR. The treads of the left and right front wheels 502FL and 502FR and the treads of the left and right rear wheels 502RL and 502RR are configured to have the same characteristics.

  In the wheel 502, left and right front wheels 502 FL and 502 FR are connected to the vehicle body frame BF by a suspension device 504, while left and right rear wheels 502 RL and 502 RR are connected to the vehicle body frame BF by the suspension device 4. Note that the suspension device 504 is omitted from the function of adjusting the camber angles of the left and right front wheels 502FL and 502FR (that is, in the suspension device 4 shown in FIG. 2, the expansion / contraction function by the FR actuator 44FR is omitted). Except for (), the other configuration is the same as that of the suspension device 4, and the description thereof will be omitted.

  Thus, in the vehicle 501 in the fifth embodiment, the width of the treads of the left and right rear wheels 502RL and 502RR is narrower than the width of the treads of the left and right front wheels 502FL and 502FR. The coefficient of friction with respect to the road surface can be made larger than the coefficient of friction with respect to the road surface of the rear wheels 502RL and 502RR. As a result, the braking force can be improved. In the present embodiment in which the left and right front wheels 502FL and 502FR are drive wheels, the acceleration performance can be improved.

  On the other hand, since the rolling resistance of the left and right rear wheels 502RL and 502RR can be made smaller than the rolling resistance of the left and right front wheels 502FL and 502FR, fuel consumption can be reduced correspondingly. In addition, since camber angles can be given to the left and right rear wheels 502RL, 502RR, it is possible to generate lateral force and improve turning performance. As a result, driving performance can be improved. That is, the improvement of the running performance is not limited to the improvement of the performance obtained by the high grip characteristics of the first tread 21 in the first to fourth embodiments, but the lateral force as in the present embodiment. The purpose is to include the improvement of performance by exhibiting the above.

  The vehicle control device 500 is a device for controlling each part of the vehicle 501 configured as described above. For example, the camber angle adjusting device 544 (see FIG. 16) is operated, the camber angles of the left and right rear wheels 502RL and 502RR are controlled.

  Next, a detailed configuration of the vehicle control device 500 will be described with reference to FIG. FIG. 17 is a block diagram showing an electrical configuration of a vehicle control device 500 according to the fifth embodiment.

  The vehicle control device 500 is configured by adding a timekeeping flag 273d in the second embodiment and an average operation amount memory 373d in the third embodiment to the vehicle control device 100 in the first example. Yes. In addition, the input / output port 75 replaces the camber angle adjusting device 44 and the camber angle sensor device 80 in the various input / output devices (for example, the wheel drive device 3 and the like) in the first embodiment. A device 544 and a camber angle sensor device 580 are provided, and the timer 288 in the second embodiment is further connected.

  The camber angle adjusting device 544 is a device for adjusting the camber angles of the left and right rear wheels 502RL and 502RR, and a total of two RL and RR actuators 44RL, which give camber angles to the left and right rear wheels 502RL and 502RR. 44RR and a drive control circuit (not shown) for driving and controlling the actuators 44RL and 44RR based on instructions from the CPU 71 are mainly provided.

  The camber angle sensor device 580 is a device for detecting the camber angles of the left and right rear wheels 502RL and 502RR and outputting the detection result to the CPU 71, and detects the camber angles of the left and right rear wheels 502RL and 502RR, respectively. A total of two RL and RR camber angle sensors 80RL and 80RR, and an output circuit (not shown) for processing the detection results of these camber angle sensors 80RL and 80RR and outputting them to the CPU 71 are mainly provided.

  That is, the camber angle adjusting device 54 and the camber angle sensor device 580 in the fifth embodiment are a part of the camber angle adjusting device 4 and the camber angle sensor device 80 in the first embodiment (corresponding to the left and right front wheels 502FL and 502FR). Are omitted).

  According to the vehicle control device 500 in the fifth embodiment configured as described above, the vehicle 501 can be controlled in the same manner as in the first to fourth embodiments described above. .

  For example, when the vehicle control apparatus 500 in the fifth embodiment controls the vehicle 501 in the same manner as in the first embodiment, the processes in S35 and S45 in the normal mode process (S30, see FIG. 7), In addition, only the processes of S55 and S60 in the fuel saving mode process (S50, see FIG. 8) are changed, and the other processes are the same as in the first embodiment.

  That is, in the process of S35 of the normal mode process (S30, see FIG. 7), in the first embodiment, the camber angle is controlled and the negative camber is given to all the wheels 2, but in the fifth embodiment, The camber angle is controlled to give a negative camber to the left and right rear wheels 502RL and 502RR. Thereby, by giving a negative camber to the left and right rear wheels 502RL, 502RR, it is possible to exert lateral force and improve steering stability.

  In the process of S40 of the normal mode process (S30, see FIG. 7), in the fifth embodiment, the camber angles of the left and right rear wheels 502RL and 502RR to which the negative camber is applied are canceled, and the left and right rear The camber angles of the wheels 502RL and 502RR are returned to the steady angle. As a result, the rolling resistance of the left and right rear wheels 502RL, 502RR can be reduced to save fuel.

  Similarly, in the process of S55 of the fuel saving mode process (S50, see FIG. 8), in the first embodiment, the camber angle is controlled and the negative camber is assigned to all the wheels 2, but the fifth embodiment Then, the camber angle is controlled to give a negative camber to the left and right rear wheels 502RL and 502RR. Thereby, by giving a negative camber to the left and right rear wheels 502RL, 502RR, it is possible to exert lateral force and improve steering stability.

  In the process of S60 of the fuel saving mode process (S50, see FIG. 8), in the fifth embodiment, the camber angles of the left and right rear wheels 502RL and 502RR to which the negative camber is applied are canceled, The camber angles of the rear wheels 502RL and 502RR are returned to the steady angle. As a result, the rolling resistance of the left and right rear wheels 502RL, 502RR can be reduced to save fuel.

  In the fifth embodiment, the camber angle of the negative camber applied to the left and right wheels 502RL and 502RR is set to 5 degrees in the normal mode process S35 and the fuel saving mode process S55.

  As described above, the vehicle control device 500 according to the fifth embodiment controls the vehicle 501 in the same manner as in the first embodiment, so that the fuel-saving driving support device 84 is in operation. The rolling resistance of the left and right rear wheels 502RL and 502RR can be reduced early with respect to the state where the driving support device 84 is not operating, and fuel saving can be prioritized.

  On the other hand, when the fuel-saving driving support device 84 is not operating, the timing for reducing the rolling resistance of the left and right rear wheels 502RL and 502RR is delayed with respect to the state where the fuel-saving driving support device 84 is operating, Securing traveling performance (that is, giving a negative camber) can be prioritized.

  In addition, for example, when the vehicle 501 is controlled by the vehicle control device 500 in the fifth embodiment in the same manner as in the second embodiment, a process executed instead of the process in the first embodiment, That is, the process of S35 in the normal mode process (S230, see FIG. 11) and the process of S276 in the timer process (see FIG. 12) are changed, and the other processes are the same as those in the first and second embodiments. Same as the case.

  That is, in the process of S35 of the normal mode process (S230, see FIG. 11), in the fifth embodiment, the camber angle is controlled to give a negative camber to the left and right rear wheels 502RL and 502RR. Thereby, by giving a negative camber to the left and right rear wheels 502RL, 502RR, it is possible to exert lateral force and improve steering stability.

  In the process of S276 of the timer process (see FIG. 12), in the fifth embodiment, the camber angles of the left and right rear wheels 502RL, 502RR to which the negative camber is applied are canceled, and the left and right rear wheels 502RL, The camber angle of 502RR is returned to the steady angle. As a result, the rolling resistance of the left and right rear wheels 502RL, 502RR can be reduced to save fuel.

  Further, for example, when the vehicle 501 is controlled by the vehicle control device 500 in the fifth embodiment in the same manner as in the third embodiment, the process executed instead of the process in the first embodiment, That is, the processes in S35 and S341 in the normal mode process (S330, see FIG. 14) are changed, and the other processes are the same as those in the first and third embodiments.

  That is, in the process of S35 of the normal mode process (S330, see FIG. 14), in the fifth embodiment, the camber angle is controlled to give negative cambers to the left and right rear wheels 502RL and 502RR. Thereby, by giving a negative camber to the left and right rear wheels 502RL, 502RR, it is possible to exert lateral force and improve steering stability.

  Further, in the process of S341 of the normal mode process (S330, see FIG. 14), in the fifth embodiment, the camber angles of the left and right rear wheels 502RL and 502RR to which the negative camber is applied are canceled and the left and right rear The camber angles of the wheels 502RL and 502RR are returned to the steady angle. As a result, the rolling resistance of the left and right rear wheels 502RL, 502RR can be reduced to save fuel.

  For example, when the vehicle 501 is controlled by the vehicle control device 500 in the fifth embodiment in the same manner as in the fourth embodiment, it is the same as in the case of controlling in the same manner as in the first embodiment.

  Next, a sixth embodiment will be described with reference to FIGS. In 1st Embodiment, although the vehicle 1 which is a control object demonstrated the case where two types of tread of the 1st tread 21 and the 2nd tread 22 was provided, the vehicle 601 in 6th Embodiment is 1st tread. 621, a second tread 622, and a third tread 623 are provided. In addition, the same code | symbol is attached | subjected about the part same as said each embodiment, and the description is abbreviate | omitted.

  FIG. 18 is a schematic diagram schematically showing a vehicle 601 on which the vehicle control device 600 according to the sixth embodiment is mounted, and FIG. 19 is a front view of the suspension device 4 according to the sixth embodiment. . First, a schematic configuration of the vehicle 601 will be described.

  As shown in FIGS. 18 and 19, the vehicle 601 includes a plurality of wheels 602, and the wheels 602 include left and right front wheels 602 FL and 602 FR positioned on the front side (arrow F direction side) of the vehicle 601, and the vehicle 601. Left and right rear wheels 602RL, 602RR located on the rear side (arrow B direction side).

  The wheel 602 includes three types of treads, a first tread 621, a second tread 622, and a third tread 623. In each wheel 602, the first tread 621 is disposed inside the vehicle 601 and the third tread 623. Is disposed outside the vehicle 601, and the second tread 622 is disposed between the first tread 621 and the third tread 623.

  In the present embodiment, the first tread 621, the second tread 622, and the third tread 623 have the same width (dimension in the left-right direction in FIG. 18). However, the outer diameter of the first tread 621 and the outer diameter of the third tread 623 are configured to be gradually reduced as the distance from the second tread 622 increases. Therefore, when the camber angle is 0 degree (steady angle), at least a part of the first tread 621 and the third tread 623 on the shoulder side has a gap with the road surface.

  The first tread 621, the second tread 622, and the third tread 623 are configured such that the second tread 622 is made of a material that is harder than the first tread 621 and the third tread 623, and the first tread 621 is the second tread 622. In contrast, the second tread 622 is configured to have a smaller rolling resistance (lower rolling resistance) than the first tread 621, while having a higher grip force (high grip performance). In addition, the third tread 623 is configured to have a higher gripping property than at least the second tread 622, and the second tread 622 has a lower rolling resistance than the third tread 623 (low resistance). Rolling resistance).

  The vehicle control device 600 is a device for controlling each part of the vehicle 601 configured as described above. For example, the camber angle adjusting device 44 is operated according to the operation state of each pedal 61, 62 or the steering 63. Thus, the camber angles of the wheels 602 (left and right front wheels 602FL and 602RR and left and right rear wheels 502RL and 502RR) are controlled.

  For example, as shown in FIG. 19, the suspension device 4 corresponding to the right front wheel 602FR will be described as a representative example. When the FR actuator 44FR is driven to extend and contract, the wheel 602 is driven to swing around the camber shaft 45, and a predetermined camber angle is imparted to the wheel 602.

  Therefore, for example, when the camber angle is controlled by the FR actuator 44FR being driven to contract and a negative camber is applied to the wheel 602, the ground contact area of the first tread 621 disposed inside the vehicle 601 increases. At the same time, the ground contact area of the second tread 622 decreases. Thereby, the high grip performance of the first tread 621 can be exhibited and the grip performance can be ensured.

  Similarly, when the FR actuator 44FR is extended and driven, the camber angle is controlled and a positive camber is applied to the wheel 602, the ground contact area of the third tread 623 disposed outside the vehicle 601 increases. The ground contact area of the second tread 622 is reduced. Thereby, the high grip property of the 3rd tread 623 can be exhibited, and grip performance can be ensured.

  On the other hand, when the FR actuator 44FR is driven to extend or contract from the above-described state, the camber angle is controlled, and the camber angle of the wheel 602 is set to 0 degree (that is, the camber angle control is canceled, When the camber angle of 602 is returned to the steady angle), the ground contact area of the first tread 621 or the third tread 623 disposed inside or outside the vehicle 601 decreases and the second disposed at the center thereof. The contact area of the tread 622 is increased. Thereby, the low rolling resistance of the 2nd tread 622 can be exhibited and a fuel-saving can be achieved.

  FIG. 20 is a block diagram showing an electrical configuration of the vehicle control device 600 according to the sixth embodiment. The vehicle control device 600 is configured by adding a timekeeping flag 273d in the second embodiment and an average operation amount memory 373d in the third embodiment to the vehicle control device 100 in the first example. Yes. Further, the input / output port 75 is configured such that the timer 288 in the second embodiment is further connected to various input / output devices (for example, the wheel drive device 3 and the like) in the first embodiment.

  According to the vehicle control device 600 in the sixth embodiment configured as described above, the vehicle 601 can be controlled in the same manner as in the first to fourth embodiments described above. . That is, in the first to fourth embodiments, the process for providing the negative camber to the wheel 2 may be executed instead of the process for providing the negative camber to the wheel 602. In the first embodiment to the fourth embodiment, the process of returning the camber angle of the wheel 2 to the steady angle may be executed instead of the process of returning the camber angle of the wheel 602 to the steady angle.

  Note that, as described above, in the sixth embodiment, with respect to the process of providing a negative camber to the wheel 602, a process of providing a positive camber to the wheel 602 may be executed instead. In this case, camber angles in different directions may be given to the turning inner wheel and the turning outer wheel. For example, a mode in which a positive camber is applied to the inner turning wheel and a negative camber is applied to the outer turning wheel is exemplified.

  Here, in the flowchart shown in FIG. 6 (camber control process), the process of S21 is performed as the selection state determination unit according to claim 1, the process of S50 is performed as the fuel saving control unit, and the surrounding state determination according to claim 7. The means corresponds to the processing from S22 to S26, and the operation state determination means according to claim 8 corresponds to the processing of S27. Further, in the flowchart shown in FIG. 7 (normal mode processing), the processing of S35 and S40 as the camber angle control means described in claim 1 is described in claim 1 in the flowchart (fuel saving mode processing) shown in FIG. As the camber angle control means, the processing of S55 and S60 is the flowchart shown in FIG. 11 (normal mode processing). As the camber angle control means according to claim 1, the processing of S35 is the flowchart shown in FIG. 12 (timer processing). The camber angle control means according to claim 1 corresponds to the process of S276, and in the flowchart shown in FIG. 14 (normal mode process), the camber angle control process according to claim 1 corresponds to the processes of S35 and S341, respectively. To do. In addition, in the flowchart (camber control process) shown in FIG. 15, the process of S421 is performed as the selection state determination unit according to claim 1, the process of S50 is performed as the fuel saving control unit, and the surrounding state determination unit according to claim 7. The process from S22 to S26 corresponds to the operation state determination means according to claim 8, the process from S27 corresponds to the operation state determination means according to claim 9, and the process from S422 corresponds to the position determination means according to claim 9.

  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 the first to fourth embodiments and the sixth embodiment, by canceling the control of the camber angle and returning the camber angle of the wheels 2 602 to the steady angle (0 degrees in the present embodiment), The case where the ground contact area of the second treads 22 and 622 is increased to exhibit the low rolling resistance of the second treads 22 and 622 has been described. However, the present invention is not necessarily limited to this. For example, the camber angle is controlled. By providing a positive camber to the wheels 2, 602, the ground contact area of the second treads 22, 622 may be increased and the low rolling resistance of the second treads 22, 622 may be exhibited. That is, the steady angle may be a positive camber (for example, a positive camber having a camber angle of 1 degree). In this case, the lower limit threshold in the threshold map 72a is used as a threshold for giving a positive camber to the wheels 2 and 622.

  Further, by controlling the camber angle and applying a negative camber to the wheels 2 and 622, the ground contact area of the second treads 22 and 622 is increased, and the low rolling resistance of the second treads 22 and 622 is exhibited. It may be configured. That is, the steady angle may be a negative camber (for example, a negative camber having a camber angle of 1 degree). For example, after giving a negative camber having a camber angle of 5 degrees to the wheels 2 622, a camber angle of a negative camber (for example, 1 degree) having a smaller angle than the negative camber may be applied.

  The first camber angle described in claim 3 corresponds to the steady angle in each of the above embodiments. Therefore, the first camber angle described in claim 3 is intended to include not only the positive camber and the negative camber but also the case where the camber angle is 0 degree.

  In each of the above embodiments, the threshold value map 72a is defined such that the upper limit threshold value in the normal mode and the upper limit threshold value in the fuel saving mode are equal to the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63. However, the present invention is not necessarily limited to this. For example, it is specified that the upper limit threshold in the normal mode is smaller than the upper limit threshold in the fuel saving mode, and the fuel saving mode processing is performed in the normal mode processing. The camber angle of the wheel 2 may be controlled at an earlier timing.

  As a result, in the first to fourth embodiments and the sixth embodiment, when the fuel-saving driving support device 84 is not in operation, the fuel-saving driving support device 84 is in a state that is The high grip performance of the 1 tread 21, 621 can be exhibited at an early stage, and securing of grip performance can be prioritized. On the other hand, in the state where the fuel-saving driving support device 84 is operating, the timing at which the high grip performance of the first treads 21 and 621 is exhibited is delayed with respect to the state where the fuel-saving driving support device 84 is not operating, Priority can be given to fuel saving.

  Similarly, in the fifth embodiment, in a state where the fuel-saving driving support device 84 is not operating, a negative camber is applied to the wheel 502 with respect to a state where the fuel-saving driving support device 84 is operating. Thus, the performance (lateral force) obtained by the above can be exhibited at an early stage, and the securing of turning performance can be prioritized. On the other hand, in the state where the fuel-saving driving support device 84 is operating, the performance (lateral force) obtained by applying the negative camber of the wheel 502 to the state where the fuel-saving driving support device 84 is not operating is obtained. It is possible to give priority to fuel saving by delaying the timing to be exhibited.

  In each of the above-described embodiments, the case where driving for suppressing fuel consumption is supported by the fuel-saving driving support device 84 or the navigation device 85 has been described. However, the present invention is not necessarily limited to this, and other fuel-saving driving support is provided. It is of course possible to employ the device. As another fuel-saving driving support device, for example, the driver is notified when the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a is within a predetermined operation amount range in which fuel consumption is good. Examples thereof include a device that suppresses the rotational driving force of the wheel 2 by the device or the wheel driving device 3 at a predetermined ratio in accordance with a driver's instruction.

  Although description is omitted in each of the above embodiments, in the camber control process, when the vehicle 1 acquires information related to the route planned to travel by the navigation device 85 and the information satisfies a predetermined condition, the normal mode process (S30 , S230, S330) may be executed. As the predetermined condition, for example, when the route planned to travel is a curve with a predetermined radius or less, when the curve in the route planned to travel is a curve with a radius greater than or equal to a predetermined radius but is a slope, A case where a certain curve is a curve having a predetermined radius or more but the friction coefficient is not more than a predetermined value is exemplified. Thereby, since it can transfer to normal mode processing (S30, S230, S330) in advance before entering the curve, grip performance can be ensured without causing a response delay.

  In each of the above embodiments, in the camber control process, when it is considered that the vehicle 1 is unlikely to slip in the determination of any one of the processes from S22 to S25, the fuel saving mode process (S50) is executed. Although described above, the present invention is not necessarily limited to this, and the fuel saving mode process (S50) is executed when it is considered that the vehicle 1 is unlikely to slip in at least two or more determinations in the processes of S22 to S25. You may comprise as follows. This makes it possible to accurately determine whether or not the vehicle 1 may slip, so that it is possible to more efficiently achieve both ensuring of grip performance and fuel saving.

  In each of the above embodiments, the case where the camber angle of the negative camber that is applied to the wheel 2 by controlling the camber angle is set to a fixed value (5 degrees in this embodiment) has been described. Instead, for example, the camber angle of the negative camber applied to the wheel 2 may be determined according to the traveling state of the vehicle 1 or the road surface state.

  The travel state of the vehicle 1 is exemplified by, for example, the amount of operation of the accelerator pedal 61, the brake pedal 62 or the steering 63, and the road surface state is exemplified by a road surface friction coefficient. As a result, it is possible to more efficiently achieve both the securing of grip performance and the reduction of fuel consumption.

  In each of the above embodiments, in the camber control process, the processes from S21 to S27, and the processes from S421 and S422 are given as conditions for executing the fuel saving mode process (S50). However, the present invention is not necessarily limited to this. Of course, it is possible to execute other processes. Examples of other processes include a process for determining whether the wheel 2 is slipping, a process for determining whether the ground speed of the vehicle 1 is equal to or higher than a predetermined value, and the like.

  In each of the above-described embodiments, the processing of S21 and S421 is given as an example of the selection state determination means described in claim 1, but the processing is not necessarily limited to this, and it is naturally possible to execute other processing. is there.

  In the fifth embodiment, as a technique for making the left and right rear wheels 502RL and 502RR have a lower rolling resistance than the left and right front wheels 502FL and 502FR, the width of the tread of the left and right rear wheels 502RL and 502RR is Although the method of making it smaller than the width of the tread of the front wheels 502FL and 502FR has been described as an example, the method is not necessarily limited to this, and other methods may be adopted.

  For example, as another method, the treads of the left and right rear wheels 502RL and 502RR are made of a material having higher hardness than the treads of the left and right front wheels 502FL and 502FR, and the treads of the left and right front wheels 502FL and 502FR are made to the left and right rear wheels. While the grip force is higher than that of the 502RL and 502RR treads (high grip performance), the left and right rear wheels 502RL and 502RR have a lower rolling resistance than the treads of the left and right front wheels 502FL and 502FR (low rolling resistance). ), The tread pattern of the left and right rear wheels 502RL, 502RR is set to a lower rolling resistance pattern than the tread pattern of the left and right front wheels 502FL, 502FR (for example, the left and right rear wheels 502RL, 502RR). Tread pattern of rug type or block tie The second tread pattern of the left and right rear wheels 502RL and 502RR is a rib type), a third method in which the air pressure of the left and right rear wheels 502RL and 502RR is higher than the air pressure of the left and right front wheels 502FL and 502FR. Method, a fourth method in which the thickness dimensions of the treads of the left and right rear wheels 502RL and 502RR are smaller (thin) than the thickness dimension of the treads of the left and right front wheels 502FL and 502FR, or the first to fourth A fifth technique that combines a part or all of the technique and the technique in the fifth embodiment (a technique for varying the width of the tread) is illustrated.

  In the fifth embodiment, the case where the widths of the treads of the left and right rear wheels 502RL and 502RR are made smaller than the widths of the treads of the left and right front wheels 502FL and 502FR has been described. The width of the tread of the left and right rear wheels 502RL and 502RR may be the same as the width of the tread of the left and right front wheels 502FL and 502FR. Even in this case, the left and right rear wheels 502RL and 502RR can be made to have a lower rolling resistance than the left and right front wheels 502FL and 502FR by combining some or all of the first to fifth methods described above with this configuration. it can. Therefore, it is possible to achieve both steering stability and fuel saving.

  In each of the above embodiments, the description is omitted. However, some or all of the wheels 2, 502, 602 of the vehicles 1, 501, 601 in each embodiment are replaced with the wheels 2, 502, 602 in the other embodiments. A part or all of 602 may be replaced. For example, in the vehicle 501 in the fifth embodiment, the left and right rear wheels 502RL and 502RR may be replaced with the left and right rear wheels 2RL and 2RR in the first embodiment. In this case, the width of the tread of the left and right rear wheels 2RL, 2RR attached to the vehicle 501 (the combined width of the first tread 21 and the second tread 22) is smaller (narrower) than the width of the tread of the left and right front wheels 502FL, 502FR. Is preferred. This is because it is possible to achieve both grip performance and fuel saving.

  In the fifth embodiment, the case where the tread widths of the left and right rear wheels 502RL and 502RR are made smaller (narrower) than the tread widths of the left and right front wheels 502FL and 502FR has been described. The tread widths of the left and right rear wheels 502RL and 502RR are preferably configured as follows. That is, the value (L / R) obtained by dividing the tire width L ([mm]) by the tire outer diameter R ([mm]) is preferably larger than 0.1 and smaller than 0.4 (0. 1 <L / R <0.4), more preferably larger than 0.1 and smaller than 0.3 (0.1 <L / R <0.3). This is because the rolling resistance can be reduced while improving the fuel efficiency while ensuring the steering stability. The tread width is larger than the rim width and smaller than the tire width.

  In the fifth embodiment, the case where the tread widths of the left and right rear wheels 502RL and 502RR are configured to be narrower than the tread widths of the left and right front wheels 502FL and 502FR has been described. A method for setting the tread width of the left and right rear wheels 502RL and 502RR in this case will be described. 21 is a front view of the rear wheels 1502RL and 1502RR supported by the suspension device 4, and FIG. 22 is a front view of the rear wheels 502RL and 502RR supported by the suspension device 4. 21 and 22 are front views corresponding to FIG. 2, and only the right wheel side is illustrated, and the illustration of the suspension device 4 is simplified. 21 and 22, a vertical line passing through the outline of the vehicle body B (arrow UD direction line, see FIG. 2) is used as an outline S (that is, a line indicating the full width of the vehicle 501). Are shown.

  The rear wheels 1502RL and 1502RR are wheels having the same dimensions as the front wheels 502FL and 502FR described in the fifth embodiment. Here, the vehicle 501 adds a telescopic function by the RL and RR motors 44RL and 44RR only to the suspension device 504 on the rear wheel side with respect to the existing vehicle that supports all the front and rear wheels 502 by the suspension device 504. 4 is a vehicle configured. Therefore, as shown in FIG. 21A, the vehicle 501 does not project the rear wheels 1502RL and 1502RR outward from the outline S at least when the camber angle is a steady angle (= 0 °) (that is, the safety standard is set). It can be installed to satisfy.

  However, when the control for adjusting the camber angles of the rear wheels 1502RL and 1502RR is performed, the rear wheels 1502RL and 1502RR protrude outward beyond the outline S as shown in FIG. There was a problem that it was not possible. Therefore, the range in which the camber angles of the rear wheels 1502RL and 1502RR can be adjusted is limited, and a camber angle having a sufficient angle cannot be provided. Therefore, there is a problem in that a canvas last cannot be obtained sufficiently.

  In this case, it may be possible to secure a camber angle adjustable range by moving the suspension device 4 itself to the inside of the vehicle 501 (on the right side in FIG. 21A). Since it is necessary to change the structure, the cost increases and is not practical. On the other hand, by moving the wheel offsets of the rear wheels 1502RL and 1502RR from the wheel center line C to the outside of the vehicle 501 (the left side in FIG. 21A), a relatively large angle can be obtained without changing the structure of the vehicle 501. This camber angle can be given to the rear wheels 1502RL and 1502RR. However, in this case, since the rear wheels 1502RL and 1502RR themselves move toward the inside of the vehicle 501 by the amount of the wheel offset, interference with the vehicle body B is inevitable.

  Therefore, as shown in FIG. 22, the applicant of the present application makes it unnecessary to significantly change the structure of the existing vehicle (vehicle 501) by reducing the tire width Wl of the rear wheels 502RL and 502RR, and Thus, the present inventors have come up with a configuration that allows the canvas last to be fully exerted by satisfying the safety standards while ensuring a sufficiently adjustable camber angle range.

  A method for setting the tire width Wl of the rear wheels 502RL and 502RR will be described with reference to FIGS. FIG. 23 is a schematic view schematically showing a front view of a wheel supported by the suspension device 4, and shows a state where a negative camber having a camber angle θ is given.

  As shown in FIG. 23, the width of the wheel is defined as the tire width W, the diameter is defined as the tire diameter R, and the distance from the tire center line (wheel center line) C to the wheel seat surface T is defined as the wheel offset A. . In this case, the distance L in the horizontal direction from the tire outer end M, which is the position where the wheel protrudes most outward, to the origin O, which is the intersection of the wheel rotation axis and the wheel seating surface T, is as follows. Calculated.

  That is, as shown in FIG. 23, the distance between the position P, which is the intersection of the wheel rotation axis and the outer surface of the wheel, and the origin O is a value obtained by dividing the wheel offset A by half the tire width W ( W / 2−A), the distance J, which is the distance in the horizontal direction from the position P to the origin O, is J = (W / 2−A) · cos θ from the relationship of the trigonometric ratio.

  On the other hand, since the distance connecting the position P and the tire outer end M is a half value (R / 2) of the tire diameter R, the distance K, which is the horizontal distance from the tire outer end K to the position P, is From the relationship of the trigonometric ratio, K = (R / 2) · sin θ.

  Therefore, since the distance L is the sum of the distance J and the distance K, these are added to be L = (W / 2−A) · cos θ + (R / 2) · sin θ. When this relational expression is summarized by the tire width W, W = 2A−R · tan θ + 2L / cos θ.

  The distance L is the distance in the horizontal direction from the origin O to the outline S so that the tire outer end M of the wheel does not protrude outward beyond the outline S of the vehicle 501 and satisfies the safety standard. (See FIGS. 21 (b) and 22 (b)). Therefore, by applying the maximum value of the distance L (that is, the distance Z) and the maximum value of the camber angle θ to be applied to the wheel (for example, 3 °) to the above formula that determines the tire width W, The maximum value of the tire width W can be determined.

  That is, for the rear wheels 1502RL and 1502RR shown in FIG. 21, assuming that the maximum camber angle for preventing the tire outer end M from projecting outward beyond the outline S is θw, the tire width Ww is W = 2A−. R · tan θw + 2Z / cos θw. With respect to the rear wheels 502RL and 502RR shown in FIG. 22, assuming that the maximum camber angle for preventing the tire outer end M from projecting outward beyond the outline S is θl, the tire width Wl is , W = 2A−R · tan θl + 2Z / cos θl.

  In addition, the width of the tread of each wheel is set in a range not exceeding the tire width W. Note that the minimum value of the tire width W is twice the wheel offset A because the tire outer end M cannot be disposed inside the wheel seat surface T.

  As described above, according to the above formula for determining the tire width W, the maximum value of the camber angle θ imparted to the wheel can be increased by reducing the tire width W of the wheel (that is, the width of the tread). it can. In other words, as described in the above embodiments, the width of the tread (tire width W) of the rear wheels 502RL and 502RR is made narrower than the width of the tread of the front wheels 502FL and 502FR, so that an existing vehicle (vehicle 501) can be obtained. ), It is not necessary to make a significant structural change, and the camber angle adjustable range in the rear wheels 502RL and 502RR can be secured and the canvas last can be fully exhibited while satisfying the safety standards.

  In this case, since the width of the tread of the front wheels 502FL and 502FR can be increased, the braking force can be improved. In particular, in the present embodiment in which the front wheels 2FL and 2FR are drive wheels, acceleration performance can be improved. On the other hand, by making the tread widths of the rear wheels 502RL and 502RR narrower than the tread widths of the left and right front wheels 2FL and 2FR, the rolling resistance of the rear wheels 502RL and 502RR is made smaller than the rolling resistance of the front wheels 2FL and 2FR. The fuel consumption can be reduced, and fuel consumption can be reduced accordingly.

100, 200, 300, 500, 600 Vehicle control device 1, 501, 601 Vehicle 2, 502, 602 Wheel 2FL, 502FL, 602FL Left front wheel (part of the wheel)
2FR, 502FR, 602FR Right front wheel (part of the wheel)
2RL, 502RL, 602RL Left rear wheel (part of the wheel)
2RR, 502RL, 602RR Right rear wheel (part of the wheel)
21,621 First tread 22,622 Second tread 44,544 Camber angle adjusting device 44FL FL actuator (part of camber angle adjusting device)
44FR FR actuator (part of camber angle adjusting device)
44RL RL actuator (part of camber angle adjustment device)
44RR RR actuator (part of camber angle adjustment device)
84 Fuel-saving driving support device 85 Navigation device (fuel-saving driving support device)
85a Position acquisition unit (position acquisition means)
85b Map data acquisition unit (map data acquisition means)

Claims (9)

A vehicle control device used in a vehicle including a wheel and a camber angle adjusting device for adjusting a camber angle of the wheel,
A camber angle control means for operating the camber angle adjusting device to control the camber angle of the wheel;
A selection state determination means for determining whether the fuel saving mode is selected,
When the selection state determination unit determines that the fuel saving mode is selected, the camber is different in timing from the timing when the selection state determination unit determines that the fuel saving mode is not selected. And a fuel-saving control means for controlling the camber angle of the wheel by an angle control means.   The camber angle control means operates the camber angle adjusting device to give a negative camber to the wheel.   The camber angle control means operates the camber angle adjusting device to cause the wheel to have a first camber angle and a camber angle whose absolute value is larger than the first camber angle and becomes a negative camber. The vehicle control device according to claim 2, wherein a camber angle of 2 is given.   The fuel saving control means is more effective when the selection state determining means determines that the fuel saving mode is not selected when the selection state determining means determines that the fuel saving mode is selected. 4. The vehicle control device according to claim 3, wherein the camber angle of the wheel is controlled by the camber angle control means so that the first camber angle is reached at an earlier timing. The wheel includes a first tread and a second tread disposed inside or outside the vehicle with respect to the first tread, and the first tread has a gripping force as compared with the second tread. The second tread is configured to have a low rolling resistance as compared with the first tread, and is configured to have high characteristics.
The camber angle control means controls the camber angle of the wheel by operating the camber angle adjusting device so that the contact area of the first tread or the contact area of the second tread increases. The vehicle control device according to claim 1.   The fuel saving control means is more effective when the selection state determining means determines that the fuel saving mode is not selected when the selection state determining means determines that the fuel saving mode is selected. 6. The vehicle control device according to claim 5, wherein the camber angle of the wheel is controlled by the camber angle control means so that the contact area of the second tread increases at an earlier timing. A surrounding situation judging means for judging the surrounding situation around the vehicle;
The fuel-saving control means is determined that the fuel-saving mode is selected by the selection state determining means, and the surrounding situation around the vehicle satisfies a predetermined condition by the surrounding situation judging means When the determination is made, the camber angle control unit controls the camber angle of the wheel at a timing different from the case where the selection state determination unit determines that the fuel saving mode is not selected. The vehicle control device according to any one of claims 1 to 6. An operation state determination means for determining an operation state of an operation member operated by the driver;
The fuel saving control means determines that the fuel saving mode is selected by the selection state determination means, and determines that the operation state of the operation member satisfies a predetermined condition by the operation state determination means. In this case, the camber angle of the wheel is controlled by the camber angle control means at a timing different from that when the fuel saving mode is not selected by the selection state determination means. The vehicle control device according to claim 1. The vehicle has position acquisition means for acquiring a current position of the vehicle and map data acquisition means for acquiring map data, and acquires the current position of the vehicle and the map data acquired by the position acquisition means. A fuel-saving driving support device configured to be able to guide a travel route to a destination such that acceleration / deceleration of the vehicle is reduced based on the map data acquired by means as a fuel-saving route,
Position determining means for determining whether the current position of the vehicle is located on the fuel saving route,
The fuel saving control means is determined that the fuel saving mode is selected by the selection state determining means, and the current position of the vehicle is located on the fuel saving route by the position determining means. When determined, the camber angle control means causes the camber angle of the wheel at a timing different from the case where the selection state determination means determines that the driving support by the fuel-saving driving support device is not selected. The vehicle control device according to claim 1, wherein the vehicle control device is controlled.

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