JP2011000931A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle, which has a simple structure and does not require complicate control content, and can improve a braking force or driving force while applicable tires are not limited to keep the versatilely.SOLUTION: A control device 1 for the vehicle includes a classification detecting means 2a for detecting the classification of a tire which constitute a wheel, a camber angle setting means 2b for setting a predetermined angle range of a wheel camber angle where the road-contacting shape of a tread included in the tire is maintained in a trapezoid shape, so as to be associated with the classification, and an instruction detecting means 2c for detecting a driving instruction or a braking instruction of the vehicle. The control device further includes a camber angle controlling means 2d for controlling the camber angle within the predetermined angle range when the instruction detecting means 2c detects the driving instruction or the braking instruction.

Description

  The present invention relates to a vehicle control device capable of improving a braking force during braking or a driving force during driving by controlling a camber angle of a wheel.

  2. Description of the Related Art Conventionally, as a vehicle control device that performs control related to improvement of braking force or driving force as described above, for example, there is one described in Patent Document 1. In the vehicle control device described in Patent Document 1, a braking force in the vehicle is used as a trigger, both the left and right wheels are set as negative camber and toe-in, and a component force directed to the front of the vehicle is generated on the canvas last to control the vehicle. It is described to improve power.

  In addition, there is a vehicle control apparatus that performs control related to improvement of braking force as described in Patent Document 2. In the vehicle control device described in Patent Document 2, the grip force of the first tread is second between the first tread and the second tread that are positioned in parallel in the width direction of the tire tread that constitutes the wheel. As a characteristic higher than the tread, when an abnormality of at least one wheel is detected, the camber angle is changed so that the first tread moves downward relative to the second tread, and the ground contact area of the first tread is increased. It is described that the camber angle is controlled as much as possible.

JP 2006-327571 A JP 2008-213559 A

  However, in the vehicle control device described in Patent Document 1 described above, since the toe angle is controlled in addition to the camber angle, the posture of the wheel is three-dimensionally changed with respect to a plane perpendicular to the vehicle width direction. Therefore, it is necessary to provide three actuators for each wheel, which causes a problem that the structure and control contents are complicated.

  Moreover, in the vehicle control device described in Patent Document 2 described above, it is essential that the tires constituting the wheels include the first tread and the second tread having different gripping forces, which can be applied to a symmetrical tire. In addition, there is a problem that the application target is limited even in a left-right asymmetric tire, and versatility cannot be increased.

  In view of the above problems, the present invention can improve the braking force or driving force without increasing the complexity of the structure and control contents and without increasing the versatility of the application target tire. An object of the present invention is to provide a vehicle control device.

In order to solve the above problems, a vehicle control device according to the present invention provides:
Type detection means for detecting the type of tire constituting the wheel;
The camber angle setting means for setting the predetermined angle range of the camber angle of the wheel corresponding to the type, in which the contact surface shape of the tread included in the tire is maintained in a trapezoidal shape
Command detecting means for detecting a driving command or a braking command of the vehicle;
Camber angle control means for controlling the camber angle within the predetermined angle range when the command detection means detects the drive command or the braking command;
It is characterized by including.

  The predetermined angle range refers to the contact of the tread included in the tire constituting the wheel when the camber angle is increased from the initial angle in the positive direction or decreased in the negative direction to be within the predetermined angle range. This is an angle range in which the ground shape changes from a rectangle to a trapezoid, and the trapezoidal contact surface shape is maintained, and is an angle range determined for each type of tire constituting the wheel.

  The type indicates, for example, a code that can identify different specifications depending on the use of the tire. The specifications of the tire are the required performance required for each tire based on the application, such as straight running stability, cornering stability, heat resistance, durability, drainage, grip performance, and ice / snow road surface grip performance. The tread thickness is determined by the required performance, the profile shape in the cross-section passing through the tire center, the arrangement of the rib in the width direction, the arrangement of the circumferential groove, the groove width, the groove depth, the arrangement of the width direction groove, the groove Refers to structural features such as width and groove depth.

  According to the vehicle control device, it is possible to improve the braking force and the driving force by maintaining the shape of the contact surface in a trapezoidal shape only by controlling the camber angle. It is possible to prevent complication. The mechanism for improving the braking force and driving force by changing the shape of the ground contact surface from a rectangle to a trapezoid is as follows.

Generally, a tread of a tire is formed with a circumferential groove, and a plurality of ribs are formed in the width direction, and further, a block in which the ribs are divided in the circumferential direction by the width direction groove and a plurality of blocks are juxtaposed in the circumferential direction is formed. Is done. When the rib number is i, the shear rigidity of the rubber constituting the tread is G, the width of each rib is Wi, and the contact length in the circumferential direction of each rib is Li, the tread shear rigidity in the front-rear direction is ΣG × Wi × Li ²
It becomes.

Here, for simplicity, assuming that two ribs are formed in the width direction and each rib width Wi is W in common, the tread shear rigidity is G × W × (L1 ² + L2 ² ).
It becomes. Before giving camber angle,
L1 = L2 = L
When the camber angle within the predetermined angle range in the direction in which the rib 1 moves downward with respect to the rib 2 is given to the wheel and the contact surface shape is trapezoidal, the side that moves downward due to the camber angle is Since the contact pressure increases, the contact length L1 in the circumferential direction increases by ΔL, and the contact length L2 in the circumferential direction on the side moving upward decreases by ΔL, so that L1 = L + ΔL,
L2 = L−ΔL
It becomes.

Substituting the formulas L1 and L2 before and after the camber angle provision into the above-described tread shear rigidity formula, the rectangular tread shear rigidity before the camber angle provision is G × W × 2L ^2.
The trapezoidal tread shear stiffness after camber angle is given is G × W × (2L ² + 2ΔL ² )
Since 2ΔL ² is a positive value, the trapezoidal tread shear rigidity is always larger than the rectangular tread shear rigidity.

  That is, it is not necessary to increase the shear rigidity of one side with respect to the other side of the tread across the tire equator line, and a camber angle within a predetermined angle range corresponding to the type of tire is given to the wheel to contact the wheel. Only by making the ground shape into a trapezoid, for example, as shown in FIG. 2, the braking force and the driving force can be improved. The present invention utilizes this property and technical idea.

  Further, in the vehicle control device, since the camber angle setting means sets the predetermined angle range for each type, the versatility of the device is enhanced without limiting the tire to be applied. In the above, the braking force or driving force can be improved.

  In particular, even in the wheel including a tire having a symmetrical tread, by controlling the camber angle within the predetermined angle range corresponding to the type of the tire, the contact surface shape of the tread is maintained in a trapezoidal shape, As a result, it is possible to improve the braking force and the driving force. Therefore, the versatility of the vehicle control device according to the present invention can be enhanced with a wider range of tires to which the present invention is applied.

In the vehicle control device,
The tread of the tire constituting the wheel is asymmetric with respect to the tire equatorial plane,
When the rigidity of the tread located on one side across the tire equatorial plane is higher than the rigidity of the tread located on the other side,
The camber angle setting means sets the predetermined angle range in a direction in which the one side moves downward;
It is preferable.

  That is, when the one side is inside in the vehicle width direction, the direction in which the one side moves downward is a negative direction, and when the one side is outside in the vehicle width direction, the one side moves downward. The direction is a positive direction.

  According to this, in addition to the effect of increasing the tread shear rigidity by making the ground contact surface trapezoidal and increasing the braking force and the driving force, when the rigidity of the tread located on the one side is higher than the other side, By increasing the contact area of the tread on one side, the tread shear rigidity can be further increased.

Furthermore, in the vehicle control device,
Including road surface condition detecting means for detecting whether the road surface condition is dry or wet,
The tread of the tire constituting the wheel is asymmetric with respect to the tire equatorial plane,
In the case where the number of width direction grooves included in the tread located on one side across the tire equator plane is greater than the number of width direction grooves included in the tread located on the other side,
When the road surface condition is wet, the camber angle setting means sets the predetermined angle range in a direction in which the one side moves downward,
When the road surface condition is dry, the camber angle setting means sets the predetermined angle range in a direction in which the other side moves downward.
It is preferable.

  According to this, the tread of the tire is asymmetrical, and in particular, the number of the width direction grooves included in the tread located on one side across the tire equatorial plane is the width included in the tread located on the other side. When the number of directional grooves is larger, the tread shear rigidity is high in dry, as shown in the following, depending on whether the road surface condition is dry or wet, the direction in which the camber angle is given to the wheel is reversed. Can be used to increase the braking force and driving force, and in wet conditions, the braking force and driving force can be increased using the high edge effect.

  In addition, the said width direction groove | channel refers to the groove | channel which divides | segments the rib extended in the circumferential direction into plurality in the circumferential direction, and includes both the groove | channel extended along the width direction, and the inclination groove | channel extended incline in the width direction. Such ribs with a large number of widthwise grooves have a larger number of circumferential edges, i.e., edges, of the blocks defined by the widthwise grooves, and when the road surface condition is wet, Water can be removed from the road surface by an edge effect to prevent the formation of a water film between the tread surface and the road surface, thereby increasing the braking force and driving force.

  That is, when the road surface state is wet, instead of increasing the tread shear rigidity, the camber is applied to the wheel in a direction in which the one side having a large number of widthwise grooves moves downward relative to the other side. Add a corner, increase the ground contact area on one side, increase the number of edges in contact with the road surface, actively remove the water film between the tread surface and the road surface, water film removal Therefore, it is preferable to increase the braking force and the driving force, so that the present invention improves the braking force and the driving force by utilizing this property and technical idea.

  On the contrary, when the road surface condition is dry, the predetermined angle range is set in a direction in which the other side having a small number of the width direction grooves and high tread shear rigidity moves downward, and the other side The ground contact area can be increased to increase the braking force and driving force.

  According to the present invention, it is possible to improve the braking force or the driving force without increasing the complexity of the structure and the control content, and without increasing the applicable tire, and improving the braking force or the driving force. A control device can be provided.

1 is a block diagram showing an embodiment of a vehicle control device according to the present invention. It is a mimetic diagram showing the principle of one embodiment of the control device for vehicles concerning the present invention. It is a flowchart which shows the control content of one Embodiment of the control apparatus for vehicles which concerns on this invention. It is a schematic diagram which shows the control result of one Embodiment of the control apparatus for vehicles which concerns on this invention. 1 is a block diagram showing an embodiment of a vehicle control device according to the present invention. It is a flowchart which shows the control content of one Embodiment of the control apparatus for vehicles which concerns on this invention. It is a schematic diagram which shows the control result of one Embodiment of the control apparatus for vehicles which concerns on this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing an embodiment of a vehicle control apparatus according to the present invention. FIG. 2 is a schematic diagram showing the principle used by one embodiment of the vehicle control apparatus according to the present invention.

  As shown in FIG. 1, the vehicle control device 1 according to the first embodiment includes a vehicle control ECU 2 (Electronic Control Unit), an actuator 3, and a touch panel 4.

  A brake ECU 5 and an engine ECU 6 are connected to the vehicle control ECU 2 via a communication standard such as CAN (Controller Area Network).

  The vehicle control ECU 2 includes, for example, a CPU, a ROM, a RAM, a data bus connecting them, and an input / output interface, and the CPU performs predetermined processing according to a program stored in the ROM. The processing described below is performed. The type detection means 2a, the camber angle setting means 2b, the command detection means 2c, and the camber angle control means 2d to be performed are comprised.

  The suspension devices positioned on the front, rear, left and right (FL, FR, RL, RR) of the vehicle to which the vehicle control device 1 of the first embodiment is applied include, for example, wheels including tires and wheels (not shown), carriers, and the like. And a shock absorber, a spring, a lower arm, and an upper arm.

  The carrier rotatably supports a wheel including a tire and a wheel, and a lower end portion thereof is connected to an outer end portion in the vehicle width direction of an A arm-shaped lower arm via a ball joint, and an upper end portion thereof is The A arm-shaped upper arm is connected to the outer end in the vehicle width direction via a ball joint.

  The lower arm extends in the vehicle width direction, is arranged so that the outer end in the vehicle width direction is offset above the inner end in the vehicle width direction, and is formed so that the inner side in the vehicle width branches into a bifurcated shape. It is constituted by an arm, and its outer end in the vehicle width direction, that is, the apex side of the A arm is connected to the lower end of the carrier via a ball joint. The part is slidably connected to a suspension member (not shown) on the vehicle body side via a bush to connect the carrier and the vehicle body.

  The upper arm extends so as to extend in the vehicle width direction, is arranged so that the outer end in the vehicle width direction is offset downward from the inner end in the vehicle width direction, and is formed so that the inner side in the vehicle width is bifurcated. It is constituted by an A arm, and its outer end in the vehicle width direction, that is, the apex side of the A arm is connected to the upper end of the carrier via a ball joint, and its inner side in the vehicle width, that is, on the opposite side of the apex of the A arm. The two portions are pivotably coupled to a suspension member (not shown) on the vehicle body side via a bush, thereby coupling the carrier and the vehicle body.

  The shock absorber includes a cylinder, a piston, a throttle, and a working fluid. The upper end of a rod that constitutes a part of the piston is connected to the vehicle body via a bush, and the lower end of the cylinder is connected to the middle part of the lower arm in the vehicle width direction. It is connected via a bush. The shock absorber prevents the carrier from continuing to vibrate by the damping force due to the vibration from the road surface transmitted from the wheels including the tire and the wheel through the carrier.

  The upper end of the spring constituting the spring is connected to the upper spring seat on the vehicle body side via a bush, and the lower end of the spring is a lower spring seat provided on the outer peripheral surface of the upper end of the cylinder of the shock absorber. Connected. The spring is sandwiched between the vehicle body and the cylinder to reduce and mitigate vibration transmitted from the wheel including the tire and the wheel to the vehicle body side via the carrier.

  The actuator 3 (FL, FR, RL, RR) according to the first embodiment includes a cylinder, a piston, a pipe, and an electromagnetic valve, and is interposed between the lower arm and the vehicle body. When the solenoid valve is set to the delivery position based on the command of the camber angle control means 2d of the vehicle control ECU 2, the working fluid is sent into the cylinder and the piston is pushed out of the cylinder, so that the total length of the actuator 3 extends, and the lower arm and the vehicle body , The carrier is moved downward with respect to the vehicle body, and the camber angle of the wheel is displaced in the positive direction.

  When the solenoid valve is set to the discharge position and the working fluid is discharged from the cylinder based on the command of the camber angle control means 2d of the vehicle control ECU 2, the piston is housed in the cylinder, the total length of the actuator 3 is reduced, and the lower arm The distance between the vehicle body and the vehicle body is reduced, and the carrier is moved upward with respect to the vehicle body to displace the camber angle of the wheel in the negative direction.

  The brake ECU 5 includes, for example, a CPU, a ROM, a RAM, a data bus connecting them, and an input / output interface. The CPU performs predetermined processing according to a program stored in the ROM, and detects a brake pedal sensor (not shown). Based on the detected amount of depression of the driver's brake pedal based on the result, the brake device provided on each wheel of the vehicle is controlled to brake the vehicle, and from a wheel speed sensor (not shown) The vehicle speed is detected, and a data frame including the detection result of the vehicle speed and the presence / absence of a braking command is output to the vehicle control ECU 2 via the CAN.

  The engine ECU 6 includes, for example, a CPU, a ROM, a RAM, a data bus connecting them, and an input / output interface. The CPU performs predetermined processing according to a program stored in the ROM, and detects an accelerator pedal sensor (not shown). Based on the detected amount of depression of the accelerator pedal of the driver based on the result, the throttle opening of the engine, fuel injection amount, valve timing, etc., not shown, are controlled based on the detected depression amount, mainly the engine speed The control of the acceleration / deceleration of the vehicle is performed to output a data frame including the presence / absence of a drive command to the vehicle control ECU 2 via the CAN.

  The type detection means 2a of the vehicle control ECU 2 configures the wheel based on the first reference table A of the tire product number and the pre-stored manufacturing number and type input at the time of vehicle manufacture or tire replacement by the touch panel 4. The type of tire to be detected is detected. The camber angle setting means 2b of the vehicle control ECU 2 stores in advance a predetermined angle range of the camber angle of the wheel in which the contact surface shape of the tread included in the tire is maintained in a trapezoidal shape corresponding to the type detected by the type detection means 2a. This is set based on the second comparison table B of the type and the predetermined angle range.

  The command detection means 2c of the vehicle control ECU 2 detects a vehicle drive command from the engine ECU 6 or a braking command from the brake ECU 5 via the CAN. The camber angle control means 2d of the vehicle control ECU 2 controls the actuator 3 to control the camber angle within a predetermined angle range when the command detection means 2c detects a drive command or a braking command.

  Here, the camber angle setting means 2b of the vehicle control ECU 2 is based on the type detected by the type detection means 2a, and the tread of the tire constituting the wheel is asymmetric with respect to the tire equatorial plane, and the tire equatorial plane is It is determined whether or not the rigidity of the tread located on one side is higher than the rigidity of the tread located on the other side, and if affirmative, the direction in which one side moves downward, that is, one side is The predetermined angle range is set in the negative direction when the vehicle width direction is inside, and in the positive direction when one side is outside the vehicle width direction. In the case of negative, the positive direction is selected if the initial angle is the positive direction, and the negative direction is selected if the initial angle is the negative direction.

  The camber angle control means 2d of the vehicle control ECU 2 controls the electromagnetic valve in the actuator 3 so that the camber angle is within the predetermined angle range set by the camber angle control means 2d.

  Hereinafter, the control content of the vehicle control device 1 of the first embodiment will be described in detail using a flowchart. FIG. 3 is a flowchart showing the control contents of the vehicle control apparatus 1 according to the present invention. FIG. 4 is a schematic diagram showing a control result of the vehicle control device 1 according to the present invention.

  In step S1 shown in FIG. 3, the type detection means 2a of the vehicle control ECU 2 detects the type of tire based on the product number and the first comparison table A input by the touch panel 4 at the time of vehicle manufacture or tire replacement. In step S2, it is determined whether or not the corresponding tire is left-right asymmetric based on the type. If the result is negative, the process proceeds to step S3. If the result is affirmative, the process proceeds to step S4.

  In step S3, the camber angle setting unit 2b of the vehicle control ECU 2 sets the predetermined angle range of the camber angle of the wheel so that the contact surface shape of the tread included in the tire can be maintained in a trapezoidal shape. Correspondingly, it is set based on the correspondence between the type included in the second reference table B stored in advance and the predetermined angle range.

  In step S4, the camber angle setting means 2b of the vehicle control ECU 2 determines that the tread of the tire constituting the wheel is against the tire equatorial plane based on the type detected by the type detection means 2a in step S1 and the second comparison table B. When the rigidity of the tread located on one side across the tire equatorial plane is higher than the rigidity of the tread located on the other side, the direction in which one side moves downward, that is, one side is The predetermined angle range is set in the negative direction when the vehicle width direction is inside, and in the positive direction when one side is outside the vehicle width direction.

  In step S5, the command detection means 2c of the vehicle control ECU 2 detects the presence or absence of a braking command or a drive command. In step S6, the command detection means 2c determines whether the brake is on or the accelerator is on. If yes, proceed to Step S7, and if not, proceed to Step S8.

  In step S7, the camber angle control means 2d of the vehicle control ECU 2 controls the actuator 3 so that the camber angle is within a predetermined angle range. In step S8, the camber angle control means 2d of the vehicle control ECU 2 controls the actuator 3 so that the camber angle becomes the initial angle.

  According to the vehicle control device 1 of the first embodiment realized by the control content described above, the following operational effects can be obtained. That is, according to the vehicle control device 1 of the first embodiment, the braking force and the driving force can be improved only by maintaining the contact surface shape of the wheel tires in a trapezoidal shape only by controlling the camber angle. A configuration in which a plurality of actuators are provided for one wheel as in the prior art can be eliminated, and the structure of the vehicle control device 1 and the control contents can be prevented from becoming complicated.

  For example, when the camber angle is set to +4 degrees in the positive direction and −4 degrees in the negative direction within a predetermined angle range as shown in FIG. 4, the slip ratio is compared with 0 degree as shown in FIG. Both the braking force and the driving force with respect to can be increased. The upper limit value of the predetermined angle range is about 45 degrees, and the lower limit value at which the ground contact surface shape changes from a rectangle to a trapezoid is different in tread structure, rigidity, belt form, and carcass form depending on the tire type. Due to different.

  Further, in the vehicle control device 1 of the first embodiment, the camber angle setting means 2b of the vehicle control ECU 2 sets a predetermined angle range for each type. Since it is possible to avoid being limited in advance, it is possible to improve the braking force or the driving force while increasing the versatility of the device.

  In particular, even in a wheel including a tire having a symmetrical tread, by controlling the camber angle by previously including a predetermined angle range corresponding to the type of tire in the second control table B described above, Since the braking force and the driving force can be improved by maintaining the contact surface shape in the trapezoidal shape, the tire to be applied to the vehicle control device 1 of the first embodiment is applied to a wider range. The versatility of the vehicle control apparatus 1 of Example 1 can be improved.

  In addition, in the vehicle control device 1 of the first embodiment, the tread of the tire constituting the wheel is asymmetric with respect to the tire equator plane, and the rigidity of the tread located on one side across the tire equator plane is However, when the rigidity of the tread located on the other side is higher, the camber angle setting means 2b sets the predetermined angle range in the direction in which the one side moves downward. An effect can be obtained.

  That is, when the tread on one side is higher in rigidity than the other side in addition to the effect of increasing the tread shear rigidity by increasing the ground contact surface to increase the braking force and driving force, the tread on one side By increasing the ground contact area, the tread shear rigidity can be further increased.

  In the above-described first embodiment, the setting of the predetermined angle range is changed by performing case classification depending on whether or not the tire tread is in contrast to the tire equator plane. It is also possible to make a configuration in which finer case classification is performed depending on the situation, and the setting of the predetermined angle range is changed. The second embodiment will be described below.

  FIG. 5 is a block diagram showing an embodiment of the vehicle control apparatus according to the present invention.

  As shown in FIG. 5, the vehicle control device 11 of the second embodiment includes a vehicle control ECU 2, an actuator 3, and a touch panel 4, as in the first embodiment. Brake ECU5, engine ECU6, and body ECU7 are mutually connected to vehicle control ECU2 via CAN.

  The vehicle control ECU 2 includes, for example, a CPU, a ROM, a RAM, a data bus connecting them, and an input / output interface. The CPU performs predetermined processing according to a program stored in the ROM, and performs the control described below. The type detection unit 2a, the camber angle setting unit 2b, the command detection unit 2c, the camber angle control unit 2d, and the road surface state detection unit 2e are configured.

  The suspension device to which the vehicle control device 11 of the second embodiment is applied is similar to the suspension device shown in the first embodiment, and includes wheels including a tire and a wheel (not shown), a carrier, a shock absorber, a spring, and the like. And a lower arm and an upper arm.

  The body ECU 7 includes, for example, a CPU, a ROM, a RAM, a data bus that connects them, and an input / output interface. The CPU performs each process described below according to a program stored in the ROM. When a wiper switch (not shown) is swung clockwise, a weak output is generated on the windshield of the vehicle at a low speed to the wiper unit (not shown), and the occupant further swings the wiper switch clockwise. When this occurs, a strong output is generated that causes the wiper to swing at the speed of light.

  When the body ECU 7 further swings the wiper switch counterclockwise, the body ECU 7 stops output to stop the wiper. At the same time, the body ECU 7 detects whether the strong or weak output is output to the wiper unit or stops the output, and transmits the detection result to the vehicle control ECU 2 via the CAN.

  The road surface state detection means 2e of the vehicle control ECU 2 detects that the road surface state is wet when it is detected from the detection result transmitted from the body ECU 7 that either strong or weak output is output. When it is detected that both the strong and weak outputs are stopped, it is detected that the road surface condition is dry.

  The camber angle setting means 2b of the vehicle control ECU 2 is based on the type detected by the type detection means 2a, and the tread of the tire constituting the wheel is asymmetrical with respect to the tire equator plane, When it is determined that the number of width direction grooves included in the tread located on the side is larger than the number of width direction grooves included in the tread located on the other side, the road surface state detected by the road surface state detection means 2e is wet. In some cases, a predetermined angle range is set in the direction in which one side moves downward, and when the road surface condition is dry, the predetermined angle range is set in a direction in which the other side moves downward.

  Hereinafter, the control content of the vehicle control device 11 of the second embodiment will be described in detail with reference to flowcharts. FIG. 6 is a flowchart showing the control contents of the vehicle control device 11 according to the present invention. FIG. 7 is a schematic diagram showing a control result of the vehicle control device 11 according to the present invention.

  In step S11 shown in FIG. 6, the type detection means 2a of the vehicle control ECU 2 detects the type of tire based on the product number and the first comparison table A input by the touch panel 4 at the time of vehicle manufacture or tire replacement. . Subsequently, in step S12, the road surface state detection means 2e of the vehicle control ECU 2 detects whether the road surface state is dry or wet.

  Subsequently, in step S13, the camber angle setting means 2b of the vehicle control ECU 2 determines that the corresponding tire is asymmetrical on the basis of the detected type, and the number of widthwise grooves included on one side across the tire equatorial plane of the tread. If the result is negative, the process proceeds to step S15. If the result is affirmative, the process proceeds to step S14.

  In step S14, the camber angle setting means 2b of the vehicle control ECU 2 determines whether or not the detected road surface condition is wet. If the result is affirmative, the process proceeds to step S16, and if the result is negative, the step S17 is performed. Proceed.

  In step S15, the camber angle setting unit 2b of the vehicle control ECU 2 sets the predetermined angle range of the camber angle of the wheel that can maintain the contact surface shape of the tread included in the tire in a trapezoidal shape to the type detected by the type detection unit 2a. Correspondingly, it is set based on the correspondence between the type included in the second reference table B stored in advance and the predetermined angle range.

  In step S16, the camber angle setting means 2b of the vehicle control ECU 2 is set at a predetermined angle so that one side having many grooves in the width direction is inclined downward based on the type detected by the type detection means 2a in step S11 and the second reference table B. Set the range. In step S17, the camber angle setting means 2b of the vehicle control ECU 2 sets the predetermined angle range so that the other side with few grooves is inclined downward.

  In step S18, the command detection means 2c of the vehicle control ECU 2 detects the presence or absence of a braking command or a drive command. In step S19, the command detection means 2c determines whether the brake is on or the accelerator is on. If YES, the process proceeds to step S20. If NO, the process proceeds to step S21.

  In step S20, the camber angle control means 2d of the vehicle control ECU 2 controls the actuator 3 so that the camber angle is within a predetermined angle range. In step S21, the camber angle control means 2d of the vehicle control ECU 2 controls the actuator 3 so that the camber angle becomes the initial angle.

  According to the vehicle control device 11 of the second embodiment realized by the control contents described above, as in the first embodiment, only by maintaining the contact surface shape of the wheel tires in a trapezoidal shape by controlling the camber angle. It is possible to improve the braking force and the driving force, and the structure of the vehicle control device 11 and the control contents are complicated because the configuration in which a plurality of actuators are provided for one wheel as in the prior art is unnecessary. Can be prevented.

  Furthermore, according to the vehicle control device 11 of the second embodiment, the tread of the tire is asymmetrical, and in particular, the number of width direction grooves included in the tread located on one side across the tire equatorial plane is the other side. In the case where there are more than the number of grooves in the width direction included in the tread located at, as described above, depending on whether the road surface state is dry or wet, the direction in which the camber angle is given to the wheel is reversed, Can increase braking force and driving force by utilizing high tread shear rigidity, and can increase braking force and driving force by utilizing a high edge effect in wet conditions.

  That is, when the road surface condition is wet, instead of increasing the tread shear rigidity, a camber angle is given to the wheel in a direction in which one side having a large number of widthwise grooves moves downward relative to the other side. , Increase the contact area on one side, increase the number of edges in contact with the road surface, actively and preferentially remove the water film between the tread surface and the road surface, the braking force by removing the water film By increasing the driving force, the braking force and the driving force can be increased.

  Also in the second embodiment, when the road surface state is dry, a predetermined angle range is set in a direction in which the other side having a small number of widthwise grooves and high tread shear rigidity moves downward, and the other side moves downward. A camber angle can be provided to increase the ground contact area on the other side to increase the braking force and driving force.

  For example, as shown in FIG. 7, when the camber angle is set to +4 degrees in the positive direction and −4 degrees in the negative direction within a predetermined angle range, the braking force and the driving force with respect to the slip ratio are compared with 0 degrees. Both can increase.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  For example, in the above-described embodiment, the control is performed so that the camber angle is within a predetermined angle range using the braking command and the drive command as a trigger. However, the amount of depression of the brake pedal, that is, the required braking force or the amount of depression of the accelerator pedal, that is, the requested A predetermined angle range which is a target value of the camber angle may be increased in accordance with an increase in driving force. Or it is good also as a structure which increases the predetermined angle range which is the target value of a camber angle according to the increase in the change rate of a request | requirement braking force or the change rate of a request | requirement driving force.

  In addition, when detecting the type of tire, the means for inputting the product number at the time of vehicle manufacture or tire replacement is not limited to the form using the touch panel 4, and it is also possible to use a barcode input, an RFID tag, or the like. .

  Similarly, as for the suspension apparatus to which the present invention is applied, the double wishbone type shown in the embodiments is an example, and it is applicable to a multi-link type, a strut type, and other types of suspension apparatuses. Is also possible. It is of course possible to provide a configuration in which a pair of actuators extending in the vehicle width direction are provided on the top and bottom of the carrier to control the camber angles of the carrier and wheels.

  The present invention relates to a control device for a vehicle, and without increasing the complexity of the structure and control contents, without increasing the applicable tire, and improving the braking force or driving force. Therefore, the present invention is useful when applied to various vehicles such as passenger cars, trucks, and buses.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Vehicle control ECU
2a Type detection unit 2b Camber angle setting unit 2c Command detection unit 2d Camber angle control unit 2e Road surface state detection unit 3 Actuator 4 Touch panel 5 Brake ECU
6 Engine ECU
7 Body ECU

Claims (3)

  Type detecting means for detecting the type of tire constituting the wheel, and a camber for setting a predetermined angle range of the camber angle of the wheel corresponding to the type in which the contact surface shape of the tread included in the tire is maintained in a trapezoidal shape An angle setting means, a command detection means for detecting a drive command or a braking command for a vehicle, and the camber angle is controlled within the predetermined angle range when the command detection means detects the drive command or the braking command. And a camber angle control means.   When the tread of the tire constituting the wheel is asymmetric with respect to the tire equatorial plane, and the rigidity of the tread located on one side across the tire equatorial plane is higher than the rigidity of the tread located on the other side The vehicle control device according to claim 1, wherein the camber angle setting means sets the predetermined angle range in a direction in which the one side moves downward.   Road surface condition detecting means for detecting whether the road surface condition is dry or wet, and the tread of the tire constituting the wheel is asymmetrical with respect to the tire equator plane, When the number of width direction grooves included in the tread located on the side is larger than the number of width direction grooves included in the tread located on the other side, if the road surface condition is wet, the one side moves downward. When the road surface condition is dry, the camber angle setting means sets the predetermined angle range in a direction in which the other side moves downward. The vehicle control device according to claim 1.

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