JP2010235094A - Camber control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To give a camber angle required for each wheel and to sufficiently enhance stability of a vehicle. <P>SOLUTION: The camber control device includes: a vehicle body of the vehicle; a plurality of wheels; an actuator arranged between the predetermined wheel and the vehicle body and including a drive part; a drive part driving treatment means for giving the camber angle to the predetermined wheel and releasing giving of the camber angle to the predetermined wheel; an abnormal wheel specifying treatment means for specifying the wheel generated with abnormality based on a variation amount indicating behavior of the vehicle body when the abnormality is generated on any one of the wheels; and a camber correction treatment means for driving the actuator regarding the specified wheel. Since the wheel generated with the abnormality is specified and the actuator is driven, the required camber angle is given to each wheel. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a camber control device.

  Conventionally, a vehicle using an actuator has been provided in order to give a camber angle to a wheel.

  In the vehicle, a hydraulic cylinder is disposed in the actuator, and hydraulic pressure from a hydraulic source is supplied to the hydraulic cylinder (see, for example, Patent Document 1).

US Pat. No. 6,347,802

  However, in the conventional vehicle, when a hydraulic cylinder is used as the actuator, not only the structure of the actuator becomes complicated, but also the actuator becomes large.

  Therefore, an actuator that uses a motor as the actuator, drives the motor, and operates the crank mechanism to give a camber angle to a predetermined wheel or cancel the camber angle is considered. In that case, it is conceivable that a position where the motor is stopped, that is, a stop position is set to a rotating body rotated in accordance with the driving of the motor, and the motor is stopped when the stop position is detected by the simple switch. .

  However, for example, when a motor is being driven to give a camber angle to the predetermined wheel, any of the wheels trying to give the camber angle is affected by an obstacle or the like. If the running resistance is temporarily lost, the load applied to the motor becomes small, and the rotational speed of the motor becomes higher than usual. In that case, the motor cannot be stopped at the stop position, and a camber angle cannot be given to the wheel.

  Therefore, a necessary camber angle cannot be given to each wheel, and the stability of the vehicle cannot be sufficiently increased.

  The present invention provides a camber control device that solves the problems of the conventional vehicle, can give a necessary camber angle to each wheel, and can sufficiently increase the stability of the vehicle. Objective.

  Therefore, in the camber control device of the present invention, a vehicle body, a plurality of wheels disposed rotatably with respect to the vehicle body, and a predetermined wheel and the vehicle body among the plurality of wheels. An actuator for providing a camber angle to the predetermined wheel and releasing the camber, and driving the drive unit when a camber angle providing condition is satisfied. A drive unit drive processing means for applying a camber angle to the wheel and releasing the camber angle from being applied to the predetermined wheel by driving the drive unit when a camber angle application release condition is satisfied; When an abnormality occurs in any of the wheels, abnormal wheel identification processing means for identifying the wheel in which an abnormality has occurred based on a variable representing the behavior of the vehicle body, and the identified wheel And a camber correcting means for driving the actuator Te.

  In another camber control device of the present invention, the drive unit is a motor.

  The actuator includes a rotating body that is rotated by driving a motor.

  Further, the drive unit drive processing means imparts a camber angle to the predetermined wheel and cancels the grant as the rotating body is rotated.

  In still another camber control device of the present invention, the abnormal wheel specifying processing means further includes a variable representing a behavior of the vehicle body when a camber angle is given to the predetermined wheel and when the camber angle is released. Based on the above, the wheel where the abnormality has occurred is identified.

  In still another camber control device of the present invention, the abnormal wheel specifying processing means specifies a wheel in which an abnormality has occurred based on a yaw rate.

  According to the present invention, in the camber control device, a vehicle body, a plurality of wheels disposed rotatably with respect to the vehicle body, and a predetermined wheel and the vehicle body among the plurality of wheels are provided. An actuator for providing a camber angle to the predetermined wheel and releasing the camber, and driving the drive unit when a camber angle providing condition is satisfied. A drive unit drive processing means for applying a camber angle to the wheel and releasing the camber angle from being applied to the predetermined wheel by driving the drive unit when a camber angle application release condition is satisfied; When an abnormality occurs in any of the wheels, an abnormal wheel specifying processing means for specifying the wheel in which an abnormality has occurred based on a variable representing the behavior of the vehicle body, and the specified wheel And a camber correcting means for driving the actuator.

  In this case, when an abnormality occurs in any one of the predetermined wheels, the wheel in which the abnormality has occurred is identified based on a variable representing the behavior of the vehicle body, and the actuator is driven for the identified wheel. Therefore, a necessary camber angle can be given to the wheel, and the stability of the vehicle can be sufficiently increased.

  Further, since the wheel in which the abnormality has occurred can be identified based on the variable representing the behavior of the vehicle body, it is not necessary to provide a dedicated sensor for determining whether or not the abnormality has occurred. Therefore, the cost of the camber control device can be reduced.

  In another camber control device of the present invention, the drive unit is a motor.

  The actuator includes a rotating body that is rotated by driving a motor.

  Further, the drive unit drive processing means imparts a camber angle to the predetermined wheel and cancels the grant as the rotating body is rotated.

  In this case, in any one of the predetermined wheels, when the load applied to the drive unit becomes small and the rotation speed of the drive unit becomes higher than usual, it is possible to identify the wheel in which an abnormality has occurred. .

It is a control block diagram of the vehicle in the embodiment of the present invention. It is a conceptual diagram of the vehicle in embodiment of this invention. It is sectional drawing of the wheel in embodiment of this invention. It is a figure which shows the structure of the simple switch in embodiment of this invention. It is a flowchart which shows the operation | movement of the camber angle correction process means in embodiment of this invention. It is a 1st figure which shows the subroutine of the abnormal wheel specific process in embodiment of this invention. It is a 2nd figure which shows the subroutine of the abnormal wheel specific process in embodiment of this invention. It is a figure which shows the two-wheeled vehicle equivalent model of the vehicle in embodiment of this invention. It is a figure which shows the relationship between the camber angle and lateral force in embodiment of this invention. It is a 1st figure which shows the method of specifying the wheel which abnormality generate | occur | produced when giving the camber angle in embodiment of this invention. It is a 2nd figure which shows the method of specifying the wheel which abnormality generate | occur | produced when giving the camber angle in embodiment of this invention. It is a 3rd figure which shows the method of specifying the wheel which abnormality generate | occur | produced when giving the camber angle in embodiment of this invention. It is a 4th figure which shows the method of specifying the wheel which abnormality generate | occur | produced when giving the camber angle in embodiment of this invention. It is a 1st figure which shows the method of specifying the wheel which abnormality generate | occur | produced when canceling | releasing provision of the camber angle in embodiment of this invention. It is a 2nd figure which shows the method of specifying the wheel which abnormality generate | occur | produced when cancelling | releasing provision of the camber angle in embodiment of this invention. It is a 3rd figure which shows the method of specifying the wheel which abnormality generate | occur | produced when canceling | releasing provision of the camber angle in embodiment of this invention. It is a 4th figure which shows the method of specifying the wheel which abnormality generate | occur | produced when cancelling | releasing provision of the camber angle in embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 2 is a conceptual diagram of the vehicle in the embodiment of the present invention.

  In the figure, 11 is a vehicle body representing the vehicle body, 12 is an engine as a drive source, WLF, WRF, WLB, and WRB are arranged on the left front, right front, and left rear that are rotatably arranged with respect to the vehicle body 11. And the right rear wheel. The front wheels are constituted by the wheels WLF and WRF, and the rear wheels are constituted by the wheels WLB and WRB. Each of the wheels WLF, WRF, WLB, and WRB includes a wheel (not shown) formed of an aluminum alloy or the like, and a tire 36 that is fitted to the outer periphery of the wheel. In this case, the vehicle has a front wheel drive structure, and the engine 12 and each wheel WLF, WRF are connected via a drive shaft (not shown), and the rotation generated by driving the engine 12 is generated. Is transmitted to the wheels WLF and WRF, and the wheels WLF and WRF are rotated to function as drive wheels.

  Further, 13 is a steering wheel as an operation part for steering the vehicle and as a steering device, 14 is an accelerator pedal as an operation part for accelerating the vehicle and as an acceleration operation member, 15 is A brake pedal as an operation unit for braking the vehicle and as a braking operation member. When a driver as an operator operates and rotates the steering wheel 13, a steering angle is given to each wheel WLF and WRF in accordance with a steering angle that is an operation amount of the steering wheel 13, and the vehicle can be turned. . When the driver depresses the accelerator pedal 14, the vehicle can be accelerated according to the depression amount (stroke) that is the operation amount of the accelerator pedal 14, and when the driver depresses the brake pedal 15, The vehicle can be braked according to the depression amount that is the operation amount.

  The steering angle is an angle formed by the front-rear direction of the vehicle and the direction of each wheel WLF, WRF when the direction of each wheel WLF, WRF is changed according to the rotation of the steering wheel 13.

  31 and 32 are disposed between the vehicle body 11 and the wheels WLF and WRF, respectively, rotatably support the wheels WLF and WRF, and make the steering angles independent of the wheels WLF and WRF. Actuators (wheel drive units) 33, 34 that are formed and applied independently and canceling the camber angle are disposed between the vehicle body 11 and the wheels WLB, WRB, respectively. It is an actuator that supports the wheels WLB and WRB in a freely rotatable manner, and gives or removes the camber angles independently to the wheels WLB and WRB. The actuators 31 and 32 constitute a camber variable mechanism and a steering angle variable mechanism, and the actuators 33 and 34 constitute a camber variable mechanism.

  By the way, in each of the wheels WLF, WRF, WLB, WRB, the tread 37 of the tire 36 is divided into a plurality of regions in the width direction, and in the present embodiment, is divided into two regions, and the center of the tread 37 in the width direction is divided. When the dividing line Ld1 is the center line that represents the first region where the loss tangent is small, the rolling resistance is small, and the grip performance is low outside the dividing line Ld1 (the side away from the vehicle body 11). The rolling resistance region 38 is formed on the inner side (vehicle body 11 side) of the division line Ld1, and a high grip region 39 is formed as a second region having a large loss tangent, a large rolling resistance, and a high grip performance.

  Therefore, groove patterns (hereinafter referred to as “tread patterns”) are formed on the outer peripheral surfaces of the low rolling resistance region 38 and the high grip region 39 in a different manner. That is, a rib type tread pattern in which grooves continue in the circumferential direction of the tire 36 is formed in the low rolling resistance region 38, and a lug type tread in which grooves continue in the width direction of the tire 36 in the high grip region 39. A pattern is formed. A block-type tread pattern including a plurality of independent blocks can also be formed in the high grip region 39.

  In the present embodiment, the low rolling resistance region 38 and the high grip region 39 are formed by making the tread pattern different, but the low rolling resistance region is made by making the material of the tread 37 different. 38 and a high grip region 39 can also be formed.

  The loss tangent indicates the degree of energy absorption when the tread 37 is deformed, and can be represented by the ratio of the loss shear elastic modulus to the storage shear modulus. The smaller the loss tangent is, the less energy is absorbed. Therefore, the rolling resistance generated in the tire 36 due to friction with the road surface is reduced, and the grip force representing the force for grasping (grabbing) the road surface is also reduced. Further, wear generated on the tire 36 is reduced. On the other hand, the larger the loss tangent, the more energy is absorbed, so the rolling resistance increases and the gripping force also increases. Further, the wear generated on the tire 36 increases.

  In the present embodiment, the dividing line Ld1 is the center line of the tread 37, and the ground contact areas are made equal. However, the dividing line Ld1 is placed at an arbitrary position in the width direction of the tread 37, and the low rolling resistance region 38 is placed. In addition, the ground contact areas of the high grip region 39 may be different from each other.

  In the vehicle having the above-described configuration, when the low rolling resistance region 38 is grounded to the road surface during normal traveling, the rolling resistance is reduced, so that fuel efficiency can be improved. Also, if the high grip area 39 is brought into contact with the road surface during vehicle acceleration, braking, turning, etc., the gripping force will be increased, so the braking distance will be shortened, acceleration performance will be increased, and side slip will occur. And the stability of the vehicle can be increased.

  Next, the camber angle variable mechanism for providing the camber angle in each wheel WLF, WRF, WLB, WRB will be described. In this case, since the structures of the camber angle variable mechanisms of the respective wheels WLF, WRF, WLB, WRB are the same, only the left front wheel WLF will be described.

  FIG. 3 is a sectional view of the wheel in the embodiment of the present invention.

  In the figure, 21 is a wheel, 31 is an actuator, and 36 is a tire attached to the wheel 21.

  The actuator 31 includes a motor 41 as a drive unit for camber control fixed to a knuckle (not shown) as a base member, a movable plate 43 as a movable member arranged to be swingable with respect to the knuckle, the motor When a crank mechanism 45 serving as a motion direction converting portion that converts the rotational motion of 41 into a swing motion of the movable plate 43, a drive shaft 46 serving as a transmission shaft that transmits the rotation of the engine 12 to the wheel 21, and the steering wheel 13 are operated. And a lower arm 48 as a steering member for changing the direction of the wheel WLF.

  The motor 41 is formed by a direct current motor. The wheel 21 is rotatably supported with respect to the movable plate 43 and is connected to the drive shaft 46.

  The crank mechanism 45 is rotatably arranged with respect to the worm gear 51 as the first conversion element attached to the output shaft of the motor 41 and the knuckle, and meshes with the worm gear 51. And a worm wheel 52 as a second conversion element, and an arm 53 as a third conversion element for connecting the worm wheel 52 and the movable plate 43. The arm 53 is connected to the worm wheel 52 via a first connecting portion at a position eccentric from the rotation axis of the worm wheel 52 at one end, and is connected to the upper end of the movable plate 43 and the second connection at the other end. It is connected via a part. In this case, the movable plate 43 constitutes a fourth conversion element.

  The worm gear 51 and the worm wheel 52 convert the direction of the axis of the rotational motion, the worm wheel 52 and the arm 53 convert the rotational motion into a straight motion, and the arm 53 and the movable plate 43 convert the straight motion into a swing motion. Is done.

  Therefore, when the motor 41 is driven, the worm gear 51 and the worm wheel 52 are rotated, the arm 53 is advanced and retracted, and the movable plate 43 is swung. As a result, a camber angle equal to the angle at which the movable plate 43 is tilted is given to the wheel WLF.

  Next, the vehicle control apparatus having the above-described configuration will be described.

  FIG. 1 is a control block diagram of a vehicle in an embodiment of the present invention, and FIG. 4 is a diagram showing a structure of a simple switch in the embodiment of the present invention.

  In FIG. 1, 16 is a control unit that controls the entire vehicle and functions as a computer, 41 is a motor disposed for each of the wheels WLF, WRF, WLB, and WRB, and 61 is a ROM as a first storage unit. , 62 is a RAM as a second storage unit, 63 is a vehicle speed sensor as a vehicle speed detection unit for detecting the vehicle speed, 64 is a steering sensor as a steering detection unit for detecting the steering angle of the steering wheel 13, and 65 is a yaw rate of the vehicle. , A yaw rate sensor as a yaw rate detection unit for detecting the acceleration, 66 is an acceleration sensor as an acceleration detection unit for detecting lateral acceleration (lateral G) and longitudinal acceleration (back and forth G), and 68 is disposed in each of the actuators 31 to 34. As a camber angle detector that detects the camber angle given to the wheels WLF, WRF, WLB, WRB Easily switch, 81 an accelerator stroke sensor as the acceleration operating amount detector for detecting the amount of depression of the accelerator pedal 14, 82 is a brake stroke sensor as a braking operation amount detecting unit that detects the depression amount of the brake pedal 15.

  The camber control device is configured by the vehicle body 11, the control unit 16, the actuators 31 to 34, the wheels WLF, WRF, WLB, WRB, and the like.

  Next, the simple switch 68 will be described.

  In FIG. 4, 101 is a rotating body that is rotated together with the worm wheel 52 as the motor 41 is driven, 102 is a shaft, 103 is an annular conducting body that is disposed on the rotating body 101 and is made of a conductive material, E, S, and B are terminals. The conductive body 103 has first and second convex portions formed by projecting radially inward from the inner peripheral edge at predetermined locations in the circumferential direction, in this embodiment, at two locations. Two current-carrying portions 105 and 106 and first and second insulating portions 107 and 108 each including a concave portion formed by cutting out from the outer peripheral edge inward in the radial direction are provided at the same location in the circumferential direction. The first and second current-carrying portions 105 and 106 and the first and second insulating portions 107 and 108 are both set at a predetermined angle, in this embodiment, an angle of 180 °. It is formed.

  The rotating body 101 is set with first and second positions s1 and s2, the terminal S is always in contact with the conductive body 103, and the terminal E is at the first and second positions s1 and s2. The first and second energization sections 105 and 106 are brought into contact with the conducting body 103, and the terminal B is brought into contact with the conducting body 103 between the first and second positions s1 and s2.

  When the rotating body 101 is placed at the first position s1, the terminals E and S are energized, short-circuit braking is performed and the motor 41 is stopped, but a start switch (not shown) is turned on. Then, driving of the motor 41 is started, and the rotating body 101 is rotated in the direction of arrow A from the first position s1 toward the second position s2. Along with this, the terminals S and B are energized, and the operation of giving camber angles to the wheels WLF, WRF, WLB, and WRB is started. The activation switch is turned off when driving of the motor 41 is started.

  Then, camber angles are given to the wheels WLF, WRF, WLB, and WRB until the rotating body 101 is placed at the second position s2, and when the rotating body 101 is placed at the second position s2, again The terminals E and S are energized, short circuit braking is performed, and the motor 41 is stopped. As a result, the operation of giving camber angles to the wheels WLF, WRF, WLB, WRB is completed.

  In this way, when the camber angle giving operation is finished, the wheels WLF, WRF, WLB, and WRB are placed in the same camber angle given state until the activation switch is turned on again. It is burned.

  After that, when the activation switch is turned on, the driving of the motor 41 is started again, and the rotating body 101 is further rotated in the arrow A direction from the second position s2 toward the first position s1. It is done. Along with this, the terminals S and B are energized again, and the operation of releasing the camber angle applied to the wheels WLF, WRF, WLB and WRB is started. In this case, the activation switch is turned off when the motor 41 starts to be driven.

  Then, until the rotating body 101 is placed at the first position s1, the operation of releasing the camber angle from each wheel WLF, WRF, WLB, WRB is performed, and the rotating body 101 is placed at the first position s1. When this occurs, the terminals E and S are energized again, short-circuit braking is performed, and the motor 41 is stopped. As a result, the operation of canceling the provision of the camber angle to each wheel WLF, WRF, WLB, WRB is terminated.

  Thus, when the operation for canceling the camber angle is completed, the camber angle is canceled for the wheels WLF, WRF, WLB, and WRB until the activation switch is turned on again. Put in state.

  That is, the first and second positions s1 and s2 are stop positions at which the motor 41 is stopped.

  Next, the operation of the control unit 16 will be described.

  In the vehicle having the above-described configuration, the camber control processing unit (not shown) of the control unit 16 performs camber control processing, improves the fuel consumption by grounding the low rolling resistance region 38 to the road surface during normal traveling, and during acceleration of the vehicle, The stability of the vehicle is increased by bringing the high grip area 39 into contact with the road surface during braking or turning.

  Therefore, the camber control processing means is detected by the driver's operation amount of the accelerator pedal 14, the brake pedal 15, the steering wheel 13, etc., that is, the accelerator stroke detected by the accelerator stroke sensor 81 and the brake stroke sensor 82. In addition to the brake stroke, the steering angle detected by the steering sensor 64, etc., parameters such as the lateral acceleration detected by the acceleration sensor 66, the acceleration such as the longitudinal acceleration, the yaw rate detected by the yaw rate sensor 65 are read. If a certain condition is satisfied, it is determined that the vehicle has been suddenly accelerated, suddenly braked, suddenly turned, etc., and a predetermined wheel of each wheel WLF, WRF, WLB, WRB, in this embodiment, all Wheel WLF, W F, WLB, impart a negative (negative) camber angle WRB, to increase the stability of the vehicle by grounding the high grip area 39 on the road surface. In the state where the camber angle is not applied to the wheels WLF, WRF, WLB, and WRB, the low rolling resistance region 38 is grounded to the road surface.

  Then, the camber angle provision condition establishment judgment processing means of the camber control processing means performs camber angle provision condition establishment judgment processing, reads each parameter, sets each parameter, and a first threshold ( By comparing the threshold value with the threshold value, it is determined whether or not a condition for giving a camber angle, that is, a camber angle giving condition is satisfied.

  When at least one of the parameters is larger than the first threshold set for the parameter, the camber angle provision condition establishment determination processing means performs sudden acceleration, sudden braking, sudden turn, etc. of the vehicle. The camber setting processing means of the camber control processing means performs camber setting processing and outputs a camber on command.

  The camber angle provision cancellation condition establishment judgment processing means of the camber control processing means performs a camber angle provision cancellation condition establishment judgment process, and each of the parameters and each parameter is smaller than the first threshold value by a predetermined value. By comparing with the set second threshold value, it is determined whether the condition for canceling the camber angle provision, that is, the camber angle provision cancel condition is satisfied.

  When all the parameters are equal to or less than the second threshold set for each parameter, the camber angle grant release condition establishment determination processing means performs vehicle rapid acceleration, sudden braking, sudden turn, etc. The camber setting processing means outputs a camber-off command.

  A motor drive processing unit (not shown) of the control unit 16 as a drive unit drive processing unit performs a motor drive process as a drive unit drive process. When a camber on command is output, the motor 41 is driven and each wheel is driven. When a camber angle is given to WLF, WRF, WLB, and WRB and a camber-off command is output, the motor 41 is further driven to release the camber angle from each wheel WLF, WRF, WLB, and WRB.

  By the way, as described above, in the simple switch 68, when the rotating body 101 is placed at the second position s2, the motor 41 is stopped and the operation of giving the camber angle is ended, and the rotating body 101 is moved to the first position. When it is placed at the position s1, the motor 41 is stopped and the operation of canceling the camber angle is terminated. That is, the first and second positions s1 and s2 are stop positions at which the motor 41 is stopped. However, for example, when the motor 41 is driven to give a camber angle to each wheel WLF, WRF, WLB, WRB, one of the wheels WLF, WRF, WLB, WRB that is going to give the camber angle If the wheel is separated from the road surface due to the influence of an obstacle or the like and temporarily loses running resistance, the load applied to the motor 41 is reduced, and the rotation speed of the motor 41 becomes higher than usual. In that case, the motor 41 cannot be stopped at the stop position, that is, the second position s2, and a necessary camber angle can be given to any one of the wheels WLF, WRF, WLB, and WRB. It will disappear.

  Similarly, each wheel WLF, WRF, WLB, which is going to release the camber angle when the motor 41 is driven to release the camber angle applied to each wheel WLF, WRF, WLB, WRB, If any wheel of the WRB leaves the road surface due to an obstacle or the like and temporarily loses running resistance, the load applied to the motor 41 becomes small, and the rotation speed of the motor 41 becomes higher than usual. In that case, the motor 41 cannot be stopped at the stop position, that is, the first position s1, and the provision of the camber angle of the wheel cannot be released.

  Therefore, in the present embodiment, it becomes impossible to give a necessary camber angle to any of the wheels WLF, WRF, WLB, WRB, or to give a camber angle of any of the wheels. If the camber angle correction processing unit (not shown) of the control unit 16 performs camber angle correction processing, an abnormal wheel is identified, and the camber is detected. I try to correct the corners.

  FIG. 5 is a flowchart showing the operation of camber angle correction processing means in the embodiment of the present invention, FIG. 6 is a first diagram showing a subroutine of abnormal wheel identification processing in the embodiment of the present invention, and FIG. FIG. 8 is a diagram showing a two-wheeled vehicle equivalent model of the vehicle according to the embodiment of the present invention, and FIG. 9 is a camber angle according to the embodiment of the present invention. FIG. 10 is a first diagram illustrating a method for identifying a wheel in which an abnormality has occurred when applying a camber angle in the embodiment of the present invention, and FIG. 11 is a diagram illustrating the implementation of the present invention. FIG. 12 is a second diagram showing a method for identifying a wheel in which an abnormality has occurred when giving a camber angle in the form of FIG. 12, and FIG. 12 identifies a wheel in which an abnormality has occurred when giving a camber angle in the embodiment of the present invention. Do FIG. 13 is a fourth diagram showing a method for identifying a wheel in which an abnormality has occurred when applying a camber angle in the embodiment of the present invention, and FIG. 14 is an embodiment of the present invention. FIG. 15 is a first diagram showing a method for identifying a wheel in which an abnormality has occurred when canceling the camber angle assignment in FIG. 15, and FIG. 15 shows the wheel in which an abnormality has occurred when canceling the camber angle assignment in the embodiment of the present invention. FIG. 16 is a third diagram showing a method for identifying a wheel in which an abnormality has occurred when releasing the camber angle in the embodiment of the present invention, and FIG. It is a 4th figure which shows the method of specifying the wheel which abnormality generate | occur | produced when canceling | releasing provision of the camber angle in embodiment of invention. In FIG. 9, the horizontal axis represents the camber angle and the vertical axis represents the lateral force.

  First, the variable amount acquisition processing means of the camber angle correction processing means performs variable amount acquisition processing, and when the camber angle is given to each wheel WLF, WRF, WLB, WRB and when the camber angle is released, the vehicle body 11 In the present embodiment, the variable representing the behavior, the yaw rate γ detected by the yaw rate sensor 65 is read.

  Next, the abnormal wheel identification processing means of the camber angle correction processing means performs abnormal wheel identification processing, and identifies the wheel in which an abnormality has occurred based on the yaw rate γ.

  In this case, an equation of motion when a vehicle traveling at a constant vehicle speed is replaced with an equivalent two-wheel vehicle is assumed.

  In FIG. 8, Wf and Wr are front and rear wheels when a vehicle equipped with wheels WLF, WRF, WLB, and WRB is replaced with an equivalent two-wheel vehicle, gc is the center of gravity of the vehicle, a is the center of gravity gc and the front wheels. The distance between Wf (wheels WLF and WRF), b is the distance between the center of gravity gc and the rear wheel Wr (with wheels WLB and WRB), γ is the yaw rate, Ff is the lateral force generated at the front wheels Wf (wheels WLF and WRF), Fr Is a lateral force generated on the rear wheel Wr (wheels WLB, WRB). As shown in FIG. 9, the lateral force Ff is a value corresponding to the camber angle applied to the front wheels Wf (wheels WLF, WRF), and the lateral force Fr is a camber applied to the rear wheels Wr (wheels WLB, WRB). Take the value corresponding to the corner.

In this case, the equation of motion is
I · (dγ / dt) = 2 · a · Ff−2 · b · Fr
Can be expressed as Here, I is the inertia moment that is a specific value of the vehicle, dγ / dt is the rate of change of the yaw rate γ, and the torque I · (dγ / dt) around the center of gravity gc is calculated by the moment of inertia I and the rate of change dγ / dt. Can be calculated.

  By the way, in the present embodiment, by driving the actuators 31 to 34, a negative camber angle is given to each wheel WLF, WRF, WLB, WRB, or the camber angle is released. ing.

  Therefore, when each wheel WLF, WRF, WLB, WRB is normal, canvas last occurs when a camber angle is given to each wheel WLF, WRF, WLB, WRB, but the wheels WLF, WRF and wheels WLB, WRB In either case, since the canvas last is balanced on the left and right, the lateral forces Ff and Fr become zero (0). Further, when the camber angle is released, the canvas last does not occur, and the lateral forces Ff and Fr become zero.

  On the other hand, when an abnormality occurs in any of the wheels WLF, WRF, WLB, and WRB, any of the wheels WLF, WRF, WLB, and WRB is attempted to give a camber angle. The camber angle cannot be given to the wheels of the wheels, and the canvas last does not balance between the wheels WLF and WRF or the wheels WLB and WRB, so one of the lateral forces Ff and Fr is not zero. In addition, when an abnormality occurs in any of the wheels WLF, WRF, WLB, and WRB, when the camber angle is released, the canvas last is changed to the left and right on the wheels WLF, WRF or the wheels WLB, WRB. Therefore, one of the lateral forces Ff and Fr is not zero.

That is, in this case, if an abnormality occurs in the wheels WLB and WRB in the equation of motion, the torque value 2 · a · Ff becomes zero, and the torque I · (dγ / dt) is
I · (dγ / dt) = − 2 · b · Fr
become. In contrast, when an abnormality occurs in the wheels WLF and WRF, the torque 2 · b · Fr becomes zero, and the torque I · (dγ / dt) becomes
I · (dγ / dt) = 2 · a · Ff
become. In this case, since the distances a and b are different from each other, the absolute value of the torque I · (dγ / dt) when the abnormality occurs in the wheels WLB and WRB and the torque I · when the abnormality occurs in the wheels WLF and WRF. It is different from the absolute value of (dγ / dt).

  Therefore, by comparing the absolute value of the torque I · (dγ / dt) with a preset value, it is determined whether an abnormality has occurred in the wheels WLB and WRB or an abnormality has occurred in the wheels WLF and WRF. can do.

  Further, when the vehicle is viewed from above, the yaw rate γ takes a positive value when it occurs counterclockwise around the center of gravity gc, and takes a negative value when it occurs clockwise.

  Therefore, the abnormal wheel specifying processing means determines whether the wheel WLF, WRF, WLB, or the wheel ILF (γ) depends on whether the yaw rate γ takes a positive value and what value the absolute value of the torque I · (dγ / dt) takes. It is determined which wheel of the WRB is abnormal.

  That is, as shown in FIG. 10, when camber angles are given to the wheels WLF, WRF, WLB, WRB (when camber is on), the yaw rate γ is a positive value, and the absolute value of the torque I · (dγ / dt) is A value indicating an abnormality in the wheels WLF and WRF is taken (the driver feels that the front portion of the vehicle body 11, that is, the front portion of the vehicle body is swung to the left), and as shown in FIG. When giving camber angles to WRF, WLB, WRB is canceled (when camber is off), yaw rate γ is a negative value, and absolute value of torque I · (dγ / dt) is a value indicating an abnormality in wheels WLF, WRF. When it is adopted (the driver feels that the front part of the vehicle body swings to the right), the abnormal wheel specifying processing means determines that an abnormality has occurred in the wheel WRF.

  Further, as shown in FIG. 11, when camber angles are given to the wheels WLF, WRF, WLB, WRB (when camber is on), the yaw rate γ is a negative value, and the absolute value of the torque I · (dγ / dt) is A value indicating an abnormality in the wheels WLF and WRF is taken (the driver feels that the front part of the vehicle body swings to the right). As shown in FIG. 15, camber to the wheels WLF, WRF, WLB, and WRB is taken. When the angle is released (when the camber is off), the yaw rate γ takes a positive value, and the absolute value of the torque I · (dγ / dt) takes a value indicating an abnormality in the wheels WLF and WRF The abnormal wheel identification processing means determines that an abnormality has occurred in the wheel WLF.

  As shown in FIG. 12, when camber angles are given to the wheels WLF, WRF, WLB, and WRB (when camber is on), the yaw rate γ is a negative value, and the absolute value of the torque I · (dγ / dt) is A value indicating an abnormality in the wheels WLB and WRB is taken (the driver feels that the rear portion of the vehicle body 11, that is, the rear portion of the vehicle body is swung to the left), and as shown in FIG. 16, the wheels WLF, WRF, When giving camber angles to WLB and WRB is canceled (when camber is off), yaw rate γ takes a positive value, and the absolute value of torque I · (dγ / dt) takes a value indicating an abnormality in wheels WLB and WRB ( If the driver feels that the rear part of the vehicle body swings to the right.), The abnormal wheel identification processing means determines that an abnormality has occurred in the wheel WRB.

  Further, as shown in FIG. 13, when camber angles are given to the wheels WLF, WRF, WLB, and WRB (when camber is on), the yaw rate γ is a positive value, and the absolute value of the torque I · (dγ / dt) is A value indicating an abnormality of the wheels WLB and WRB is taken (the driver feels that the rear part of the vehicle body swings to the right). As shown in FIG. 17, the camber angle to the wheels WLF, WRF, WLB, and WRB Is released (when the camber is off), the yaw rate γ takes a negative value, and the absolute value of the torque I · (dγ / dt) takes a value indicating an abnormality in the wheels WLB, WRB (the driver is In this case, the abnormal wheel identification processing means determines that an abnormality has occurred in the wheel WLB.

  In this way, when the abnormal wheel identification processing means identifies a wheel in which an abnormality has occurred among the wheels WLF, WRF, WLB, WRB, the camber angle correction processing means of the camber angle correction processing means performs camber angle correction. Processing is performed to drive the actuator for the identified wheel.

  Accordingly, the rotating body 101 placed at the first position s1 can be placed at the second position s2, and the rotating body 101 placed at the second position s2 can be placed at the first position s1. Can be canceled.

  As described above, in the present embodiment, when an abnormality occurs in any of the wheels WLF, WRF, WLB, and WRB, an abnormality occurs based on a variable representing the behavior of the vehicle body 11. Since the wheel is specified and the actuator is driven for the specified wheel, the camber angle required for each wheel WLF, WRF, WLB, WRB can be surely given, and the stability of the vehicle is sufficiently increased. Can do.

  Further, since the wheel in which an abnormality has occurred can be identified based on the yaw rate γ representing the behavior of the vehicle body 11, it is not necessary to provide a dedicated sensor for determining whether an abnormality has occurred. Therefore, the cost of the camber control device can be reduced.

Next, the flowchart of FIG. 5 will be described.
Step S1: The yaw rate γ is read.
Step S2 An abnormal wheel specifying process is performed.
Step S3: The camber angle correction process is performed, and the process ends.

Next, the flowcharts of FIGS. 6 and 7 will be described.
Step S2-1: It is determined whether or not the front part of the vehicle body swings to the left when the camber is on and the front part of the vehicle body to the right when the camber is off. When the camber is on, the front part of the vehicle body moves to the left. When the camber is off, the front part of the vehicle body moves to the right, the process proceeds to step S2-5. Otherwise, the process proceeds to step S2-2.
Step S2-2: It is determined whether or not the front part of the vehicle body swings to the right when the camber is on and the front part of the vehicle body to the left when the camber is off. When the camber is on, the front part of the vehicle body moves to the right. When the camber is off, the vehicle body front part moves to the left, and the process proceeds to step S2-6.
Step S2-3: It is determined whether or not the rear part of the vehicle body swings to the left when the camber is on, and the rear part of the vehicle body to the right when the camber is off. When the camber is turned on, the rear part of the vehicle body moves to the left, and when the camber is turned off, the process proceeds to step S2-7 if the vehicle body can swing to the right.
Step S2-4: It is determined whether or not the rear part of the vehicle body swings to the right when the camber is on and the rear part of the vehicle body to the left when the camber is off. When the camber is on, the rear part of the vehicle body moves to the right, and when the camber is off, the vehicle body rear part moves to the left, the process proceeds to step S2-8.
Step S2-5: It is determined that an abnormality has occurred in the right front wheel WRF, and the routine returns.
Step S2-6: It is determined that an abnormality has occurred in the left front wheel WLF, and the routine returns.
Step S2-7: It is determined that an abnormality has occurred in the right rear wheel WRB, and the process returns.
Step S2-8: It is determined that an abnormality has occurred in the left rear wheel WLB, and the process returns.

  In the present embodiment, the tread 37 of the tire 36 is divided into a low rolling resistance region 38 and a high grip region 39, and a camber angle is given to each wheel WLF, WRF, WLB, WRB, thereby providing a low rolling resistance region. 38, or a vehicle with a high grip area 39 grounded to the road surface, but the present invention uses a normal tire having neither a low rolling resistance area nor a high grip area on the tread, and a camber angle. Can be applied to a vehicle in which a canvas last is generated on each wheel to improve the turning performance.

  The abnormal wheel specifying process is preferably performed in a state where the vehicle does not generate a yaw rate during straight running or the like.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

11 Car body 16 Control part 31-34 Actuator 41 Motor WLF, WRF, WLB, WRB Wheel

Claims (4)

  A vehicle body; a plurality of wheels rotatably disposed with respect to the vehicle body; and a drive unit disposed between a predetermined wheel of the plurality of wheels and the vehicle body, An actuator for applying and releasing camber angles to wheels, and when a camber angle providing condition is established, a camber angle is given to the predetermined wheel by driving the drive unit, and camber angle giving is canceled. When the condition is satisfied, an abnormality occurs in one of the predetermined wheel and the driving unit driving processing unit that releases the camber angle from being applied to the predetermined wheel by driving the driving unit. An abnormal wheel specifying processing means for specifying a wheel in which an abnormality has occurred based on a variable representing the behavior of the vehicle body, and a camber correction processing means for driving an actuator for the specified wheel. Camber control apparatus characterized by having a.   The driving unit is a motor, and the actuator includes a rotating body that is rotated by driving the motor, and the driving unit drive processing unit is configured to apply the predetermined wheel to the predetermined wheel as the rotating body is rotated. The camber control apparatus according to claim 1, wherein the camber angle is given to the camber and the grant is released.   The abnormal wheel specifying processing means specifies a wheel in which an abnormality has occurred based on a variable representing a behavior of a vehicle body when a camber angle is given to the predetermined wheel and when the camber angle is released. The camber control device according to 1.   The camber control device according to claim 1, wherein the abnormal wheel specifying processing unit specifies a wheel in which an abnormality has occurred based on a yaw rate.

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