JP2011093415A - Camber angle control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a camber angle control device for a vehicle, which appropriately controlls the adjusting speed of a camber angle of a wheel, and improves the traveling stability of the vehicle. <P>SOLUTION: The camber angle control device for a vehicle is used for a vehicle with a wheel 2 and camber angle adjusting mechanisms 44-50 adjusting a camber angle of the wheel 2. This device includes state quantity obtaining means 61a, 62a, 63a obtaining the state quantity of the vehicle 1, and a control unit 100 controlling the adjusting speed of the camber angle by the camber angle adjusting mechanisms 44-50 in accordance with the state quantity of the vehicle 1 obtained by the state quantity obtaining parts 61a, 62a, 63a. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a camber angle control device for a vehicle that is used in a vehicle having a camber angle adjustment mechanism that adjusts a camber angle of a wheel, and in particular, while ensuring the running stability of the vehicle at the time of camber angle adjustment, the ride comfort The present invention relates to a camber angle control device for a vehicle that can be improved.

  2. Description of the Related Art Conventionally, there has been known a technique for ensuring traveling stability of a vehicle by adjusting a camber angle of a wheel according to the traveling state of the vehicle. With regard to this type of technology, for example, Patent Document 1 discloses a technology for improving the limit performance of a vehicle during cornering traveling by detecting the vehicle speed and applying a negative camber to the wheel at a predetermined vehicle speed or higher. Yes.

JP-A-60-193781

  However, in the technique disclosed in Patent Document 1 described above, since the adjustment speed of the camber angle of the wheel is constant, it is desired to adjust the camber angle quickly, and to adjust the camber angle slowly in consideration of riding comfort. There was a problem that the case could not be distinguished.

  The present invention solves the above-described problem, and provides a camber angle control device for a vehicle that appropriately controls the adjustment speed of the camber angle of the wheel, improves the running stability of the vehicle, and improves the ride comfort. The purpose is to do.

  Therefore, the present invention provides a camber angle control device for a vehicle that includes a wheel and a camber angle adjustment mechanism that adjusts a camber angle of the wheel, and is a state quantity for acquiring a state quantity of the vehicle. An acquisition unit and a control unit that controls a camber angle adjustment speed by the camber angle adjustment mechanism according to the state quantity of the vehicle acquired by the state quantity acquisition unit.

  Further, the vehicle has a traveling state acquisition unit that acquires a traveling state of the vehicle, and the control unit adjusts the camber angle when the state amount of the vehicle acquired by the state amount acquisition unit is not a predetermined stable state. The adjustment speed of the camber angle by the mechanism is the first speed, the state quantity of the vehicle acquired by the state quantity acquisition unit is a predetermined stable state, and the vehicle state acquired by the traveling state acquisition unit When it is determined that the traveling state is a predetermined straight traveling state, the camber angle adjusting speed by the camber angle adjusting mechanism is set to a second speed that is slower than the first speed.

  Further, the camber angle adjusting mechanism provides a negative camber to at least a rear wheel of the wheels.

  According to the first aspect of the present invention, there is provided a camber angle control device for a vehicle including a wheel and a camber angle adjusting mechanism that adjusts a camber angle of the wheel, wherein the state quantity of the vehicle is determined. Since it includes a state quantity acquisition unit to be acquired, and a control unit that controls a camber angle adjustment speed by the camber angle adjustment mechanism in accordance with the state quantity of the vehicle acquired by the state quantity acquisition unit, According to the situation of the vehicle, it is possible to appropriately control the adjustment speed of the camber angle of the wheel, to quickly improve the running stability of the vehicle and to improve the riding comfort.

  According to a second aspect of the present invention, the vehicle has a traveling state acquisition unit that acquires the traveling state of the vehicle, and the control unit has a predetermined state amount of the vehicle acquired by the state amount acquisition unit. When not in a stable state, the camber angle adjustment speed by the camber angle adjustment mechanism is a first speed, the vehicle state quantity acquired by the state quantity acquisition unit is in a predetermined stable state, and the running When it is determined that the traveling state of the vehicle acquired by the state acquisition unit is a predetermined straight traveling state, a camber angle adjustment speed by the camber angle adjustment mechanism is set to a second speed that is slower than the first speed. Therefore, it is possible to appropriately control the adjustment speed of the camber angle of the wheel according to the state quantity and the running state of the vehicle, thereby improving the running stability of the vehicle and improving the riding comfort.

  According to the invention described in claim 3, since the camber angle adjusting mechanism imparts a negative camber to at least the rear wheel of the wheels, it is possible to reduce the occurrence of uneven wear.

It is the schematic diagram which showed typically the vehicle interior by which the camber angle control apparatus for vehicles in 1st Embodiment is mounted. It is a front view of the suspension apparatus of a 2nd state. It is a front view of the suspension device in the first state. It is the block diagram which showed the electrical structure of the camber angle control apparatus for vehicles. It is a flowchart which shows a state quantity determination process. It is a flowchart which shows a driving | running | working state judgment process. It is a flowchart which shows a partial wear load judgment process. It is a flowchart which shows a camber control process.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a control unit 100 according to the first embodiment 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 (in this embodiment, four wheels) wheels 2 that support the vehicle body frame BF, and a plurality of these wheels 2 (in this embodiment, left and right). Of the front wheels 2FL, 2FR), a plurality of suspension devices 4 for suspending the wheels 2 to the vehicle body frame BF, and a part of the plurality of wheels 2 (in this embodiment, left and right And a steering device 5 for steering the front wheels 2FL, 2FR).

  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 positioned on the front side (arrow F direction side) of the vehicle 1, and left and right rear wheels positioned 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, 2FR are configured as driving wheels that are rotationally driven by the wheel driving device 3. The left and right rear wheels 2RL, 2RR are configured as driven wheels that are driven as the vehicle 1 travels.

  As described above, the wheel driving device 3 is a device for rotationally driving the left and right front wheels 2FL, 2F, and is configured by an electric motor 3a as described later (see FIG. 3). The electric motor 3a is connected to the left and right front wheels 2FL and 2FR via a differential gear and a drive shaft 31, as shown in FIG.

  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 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 configured to be extendable. As shown in FIG. Are provided corresponding to each. The suspension device 4 in the present embodiment also has a function as a camber angle adjustment mechanism 44 to 50 that adjusts 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. Here, only the configuration that functions as the camber angle adjustment mechanisms 44 to 50 will be described, and the configuration that functions as the suspension is the same as a known configuration, and thus the description thereof is omitted. Moreover, since the structure of each suspension apparatus 4 is common in each wheel 2, the suspension apparatus 4 corresponding to the right front wheel 2FR is illustrated 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 transmits a knuckle 43 supported by the vehicle body frame BF via a strut 41 and a lower arm 42, an FR motor 44FR that generates a driving force, and a driving force of the FR motor 44FR. The worm wheel 45 and the arm 46 are configured to mainly include a movable plate 47 that is swingably driven with respect to the knuckle 43 by the driving force of the FR motor 44FR transmitted from the worm wheel 45 and the arm 46. .

  The knuckle 43 supports the wheel 2 so as to be steerable. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the strut 41, and the lower end (lower side in FIG. 2) is connected via a ball joint. Are coupled to the lower arm 42.

  The FR motor 44FR applies a driving force for swinging driving to the movable plate 47, is constituted by a DC motor, and a worm (not shown) is formed on its output shaft 44a.

  The worm wheel 45 transmits the driving force of the FR motor 44FR to the arm 46, meshes with a worm formed on the output shaft 44a of the FR motor 44FR, and forms a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47, and has one end (right side in FIG. 2) via the first connecting shaft 48 as shown in FIG. The other end (left side in FIG. 2) is connected to the upper end (upper side in FIG. 2) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45.

  The movable plate 47 supports the wheel 2 in a rotatable manner. As described above, the upper end (upper side in FIG. 2) is coupled to the arm 46, and the lower end (lower side in FIG. 2) is interposed via the camber shaft 50. The knuckle 43 is pivotally supported so as to be swingable. The movable plate 47 can also serve as a case of the wheel drive device 3 (3FR) such as an in-wheel motor.

  According to the suspension device 4 configured as described above, when the FR motor 44FR is driven, the worm wheel 45 rotates and the rotational motion of the worm wheel 45 is converted into linear motion of the arm 46. As a result, when the arm 46 moves linearly, the movable plate 47 is oscillated and driven with the camber shaft 50 as the oscillating axis, and the chamber angle of the wheel 2 is adjusted.

  In this embodiment, each motor 44, worm wheel 45, arm 46, movable plate 47, each connecting shaft 48, 49, and camber shaft 50 constitute camber angle adjusting mechanisms 44-50. Then, the connecting shafts 48 and 49 and the rotating shaft 45a of the worm wheel 45 are connected to the first connecting shaft 48, the rotating shaft 45a, and the second connecting shaft 49 in the direction from the body frame BF toward the wheel 2 (arrow R direction). A first camber state (the state shown in FIG. 3) that is arranged in a straight line in order, and a second camber state that is arranged in a straight line in the order of the rotating shaft 45 a, the first connecting shaft 48, and the second connecting shaft 49 ( The camber angle of the wheel 2 is adjusted so that one of the camber states with the state shown in FIG.

  Thereby, in the state where the camber angle of the wheel 2 is adjusted, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 46 is generated, and the camber angle of the wheel 2 can be maintained. .

  In the present embodiment, in the first camber state (the state shown in FIG. 3), the camber angle of the wheel 2 is a predetermined angle in the minus direction (−3 ° in the present embodiment, hereinafter referred to as “first camber angle”). The wheel 2 is given a negative camber. On the other hand, in the second camber state (the state shown in FIG. 2), the camber angle of the wheel 2 is adjusted to 0 ° (hereinafter referred to as “second camber angle”).

  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 operation 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 operation state (steer angle, steer angular velocity, etc.).

  The control unit 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the camber angle adjusting mechanisms 44 to 50 (see FIG. 5) according to the operation states of the pedals 61 and 62 and the steering 63. 4).

  Next, a detailed configuration of the control unit 100 will be described with reference to FIG. FIG. 4 is a block diagram showing an electrical configuration of the control unit 100. As shown in FIG. 4, the control unit 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to the input / output port 75 via the 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.

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. As shown in FIG. 4, a camber flag 73a, a state quantity flag 73b, a running state flag 73c, and an uneven wear load flag 73d are stored. Is provided.

  The camber flag 73a is a flag indicating whether or not the camber angle of the wheel 2 is adjusted to the first camber angle, and the CPU 71 displays the camber angle of the wheel 2 when the camber flag 73a is on. Is determined to have been adjusted to the first camber angle.

  The state quantity flag 73b is a flag indicating whether or not the state quantity of the vehicle 1 satisfies a predetermined condition, and is switched on or off when executing a state quantity determination process (see FIG. 5) described later. The state amount flag 73b in the present embodiment is switched on when at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is equal to or greater than a predetermined operation amount, and the CPU 71 Determines that the state quantity of the vehicle 1 satisfies a predetermined condition when the state quantity flag 73b is on.

  The traveling state flag 73b is a flag indicating whether or not the traveling state of the vehicle 1 is a predetermined straight traveling state, and is switched on or off when a traveling state determination process (see FIG. 6) described later is executed. The traveling state flag 73c in the present embodiment is switched on when the traveling speed of the vehicle 1 is equal to or higher than the predetermined traveling speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. Determines that the traveling state of the vehicle 1 is a predetermined straight traveling state when the traveling state flag 73c is on.

  The uneven wear load flag 73d indicates that when the vehicle 1 travels in a state in which the camber angle of the wheel 2 is the first camber angle, that is, in a state where a negative camber is applied to the wheel 2, the ground load of the wheel 2 is a tire (tread). ) Is a flag indicating whether or not it is a ground contact load that may cause uneven wear (hereinafter referred to as “uneven wear load”), and is turned on or off during execution of an uneven wear load determination process (see FIG. 7) described later. Can be switched to. When the uneven wear load flag 73d is on, the CPU 71 determines that the ground load of the wheel 2 is an uneven wear load that may cause uneven wear on the tire.

  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 motor 44 is a device for adjusting the camber angle of each wheel 2. As described above, the motor 44 applies a driving force for swinging to the movable plate 47 (see FIG. 2) of each suspension device 4. It mainly includes four FL to RR motors 44FL to 44RR and a drive control circuit (not shown) that controls the motors 44FL to 44RR based on instructions from the CPU 71.

  The acceleration sensor device 80 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor device 80a includes a longitudinal acceleration sensor 80a, a lateral acceleration sensor 80b, and the acceleration sensors 80a and 80b. It mainly includes an output circuit (not shown) that processes the detection result and outputs it to the CPU 71.

  The longitudinal acceleration sensor 80a is a sensor that detects the acceleration in the longitudinal direction (arrow F-B direction in FIG. 1) of the vehicle interior 1 (body frame BF), so-called longitudinal G, and the lateral acceleration sensor 80b is the vehicle 1 (vehicle body). This is a sensor that detects the acceleration in the left-right direction (the direction of the arrow LR in FIG. 1) of the frame BF, so-called lateral G. In the present embodiment, each of the acceleration sensors 80a and 80b is configured as a piezoelectric sensor using a piezoelectric element.

  Further, the CPU 71 time-integrates the detection results (front-rear G, lateral G) of the respective acceleration sensors 80a, 80b input from the acceleration sensor device 80, and calculates speeds in two directions (front-rear direction and left-right direction), respectively. At the same time, the traveling speed of the vehicle 1 can be acquired by synthesizing these two-direction components.

  The yaw rate sensor device 81 is a device for detecting the yaw rate of the vehicle 1 and outputting the detection result to the CPU 71, and a vehicle around a vertical axis (an arrow UD direction axis in FIG. 1) passing through the center of gravity of the vehicle 1. 1 (main body frame BF) is mainly provided with a yaw rate sensor 81a that detects the rotational angular velocity, and an output circuit (not shown) that processes the detection result of the yaw rate sensor 81a and outputs it to the CPU 71.

  The roll angle sensor device 82 is a device for detecting the roll angle of the vehicle 1 and outputting the detection result to the CPU 71. The roll angle sensor device 82 rotates about the front-rear axis passing through the center of gravity of the vehicle 1 (the arrow FB direction axis in FIG. 1). A roll angle sensor 82a for detecting the rotation angle of the vehicle 1 (body frame BF) and an output circuit (not shown) for processing the detection result of the roll angle sensor 82a and outputting the result to the CPU 71. .

  In the present embodiment, the yaw rate sensor 81a and the roll angle sensor 82a are configured by an optical gyro sensor that detects a rotational angular velocity and a rotational angle by the Sagnac effect. However, it is naturally possible to employ other types of gyro sensors. Examples of other types of gyro sensors include mechanical and fluid gyro sensors.

  The suspension stroke sensor device 83 is a device for detecting the amount of expansion / contraction of each suspension device 4 and outputting the detection result to the CPU 71. A total of four FL˜ RR suspension stroke sensors 83FL to 83RR and an output circuit (not shown) for processing the detection results of the respective suspension stroke sensors 83FL to 83RR and outputting the results to the CPU 71 are provided.

  In the present embodiment, each of the suspension stroke sensors 83FL to 83RR is configured as a strain gauge, and each of the suspension stroke sensors 83FL to 83RR is provided in a shock absorber (not shown) of each suspension device 4, respectively. Has been.

  The CPU 71 acquires the ground load of each wheel 2 based on the detection results (expansion / contraction amount) of each of the suspension stroke sensors 83FL to 83RR input from the suspension stroke sensor device 83. That is, since the ground load of the wheel 2 and the expansion / contraction amount of the suspension device 4 have a proportional relationship, if the expansion / contraction amount of the suspension device 4 is X and the damping constant of the suspension device 4 is k, the grounding of the wheel 2 is The load F is F = kx.

  The ground load sensor device 84 is a device for detecting the ground load of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR grounds for detecting the ground load of each wheel 2 respectively. Load sensors 84FL to 84RR and an output circuit (not shown) for processing the detection results of the ground load sensors 84FL to 84RR and outputting the results to the CPU 71 are provided.

  In the present embodiment, each of the ground load sensors 84FL to 84RR is configured as a piezoresistive load sensor, and each of the ground load sensors 84FL to 84RR is a shock absorber (not shown) of each suspension device 4. Respectively.

  The sidewall crushing margin sensor device 85 is a device for detecting the crushing margin of the tire sidewall of each wheel 2 and outputting the detection result to the CPU 71. The crushing margin of the tire sidewall of each wheel 2 is respectively determined. A total of four FL to RR side wall collapse allowance sensors 85FL to 85RR to be detected, and an output circuit (not shown) for processing the detection results of the respective side wall collapse allowance sensors 85FL to 85RR and outputting them to the CPU 71 are provided. ing.

  In the present embodiment, each of the sidewall collapse allowance sensors 85FL to 85RR is configured as a strain gauge, and each of these sidewall collapse allowance sensors 85FL to 85RR is distributed in each wheel 2.

  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 steering 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. Further, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a, and acquires the depression speeds of the pedals 61 and 62 and the steering angular speed of the steering 63. be able to. Further, the CPU 71 can obtain the steering angular acceleration of the steering 63 by differentiating the obtained steering angular velocity of the steering 63 with respect to time.

  Here, in the present embodiment, for example, the accelerator pedal sensor device 61a, the brake pedal sensor device 62a, and the steering sensor device 63a correspond to the state quantity acquisition unit, and the longitudinal acceleration sensor 80a and the steering sensor device 63a include the travel state acquisition unit. Corresponding to

  As another input / output device 90 illustrated in FIG. 4, for example, the current position of the vehicle 1 is acquired using GPS, and the acquired current position of the vehicle 1 is associated with map data in which information on roads is stored. The navigation apparatus etc. which are acquired in this way are illustrated.

  Next, the state quantity determination process will be described with reference to FIG. FIG. 5 is a flowchart showing the state quantity determination 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 control unit 100 is turned on, and determines whether the state quantity of the vehicle 1 satisfies a predetermined condition. It is processing to do.

  Regarding the state quantity determination processing, the CPU 71 first acquires the operation amount (depression amount) of the accelerator pedal 61, the operation amount (depression amount) of the brake pedal 62, and the operation amount (steer angle) of the steering 63 (S1, S2). S3), it is determined whether or not at least one of the obtained operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount (S4). In the process of S4, the operation amount of the pedals 61 and 62 and the operation amount of the steering 63, the operation amount of the pedals 61 and 62, and the operation amount of the steering 63 obtained in the processes of S1 to S3, respectively. Correspondingly, a threshold value stored in advance in the ROM 72 (in this embodiment, when the vehicle 1 accelerates, brakes, or turns while the camber angle of the wheel 2 is the second camber angle, the wheel 2 may slip). It is determined whether or not the current operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are equal to or greater than a predetermined operation amount.

  As a result, when it is determined that at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than the predetermined operation amount (S4: Yes), the state amount flag 73b. Is turned on (S5), and the state quantity determination process is terminated. That is, in this state quantity determination process, when at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount, the state quantity of the vehicle 1 is a predetermined amount. Judge that the condition is met.

  On the other hand, as a result of the process of S4, when it is determined that both the operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are smaller than the predetermined operation amount (S4: No), the state amount flag 73b is set. It is turned off (S6), and this state quantity determination process is terminated.

  Next, the traveling state determination process will be described with reference to FIG. FIG. 6 is a flowchart showing the running state determination 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 control unit 100 is turned on, and whether or not the traveling state of the vehicle 1 is a predetermined straight traveling state. This is a process for determining whether or not.

  Regarding the travel state determination process, the CPU 71 first acquires the travel speed of the vehicle 1 (S11), and determines whether the acquired travel speed of the vehicle 1 is equal to or lower than a predetermined speed (S12). In the process of S12, the travel speed of the vehicle 1 acquired in the process of S11 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current travel speed of the vehicle 1 is equal to or higher than a predetermined speed. Determine whether.

  As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the predetermined speed (S12: No), the traveling state flag 73c is turned off (S16), and this traveling state determination process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed as a result of the processing of S12 (S12: Yes), the operation amount (steer angle) of the steering 63 is acquired (S13). It is determined whether or not the acquired operation amount of the steering 63 is equal to or less than a predetermined operation amount (S14). In the process of S14, the operation amount of the steering 63 acquired in the process of S13 and the threshold value stored in advance in the ROM 72 (in this embodiment, in the state quantity determination process shown in FIG. And a value smaller than the operation amount of the steering 63 for determining whether or not a predetermined condition is satisfied), it is determined whether or not the current operation amount of the steering 63 is equal to or greater than the predetermined operation amount. .

  As a result, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount (S14: Yes), the traveling state flag 73c is turned on (S15), and this traveling state determination process is ended. . That is, in this traveling state determination unit, when the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount, the traveling state of the vehicle 1 is a predetermined straight traveling state. It is judged that.

  On the other hand, when it is determined that the operation amount of the steering wheel 63 is larger than the predetermined operation amount as a result of the processing of S14 (S14: No), the traveling state flag 73c is turned off (S16), and this traveling state determination processing Exit.

  Next, the uneven wear load determination process will be described with reference to FIG. FIG. 7 is a flowchart showing an uneven wear load determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) when the power of the control unit 100 is turned on, and the vehicle 1 is in a state in which a negative camber is applied to the wheels 2. This is a process for determining whether or not the ground contact load of the wheel 2 is an uneven wear load that may cause uneven wear on the tire (tread) when traveling.

  Regarding the uneven wear load determination process, the CPU 71 first determines whether or not the expansion / contraction amount of each suspension device 4 is equal to or less than a predetermined expansion / contraction amount (S21). In the process of S21, the suspension stroke sensor device 83 detects the expansion / contraction amount of each suspension device 4, and compares the detected expansion / contraction amount of each suspension device 4 with a threshold value stored in advance in the ROM 72. Thus, it is determined whether the current expansion / contraction amount of each suspension device 4 is equal to or less than a predetermined expansion / contraction amount.

  As a result, when it is determined that the expansion / contraction amount of at least one suspension device 4 among the suspension devices 4 is larger than the predetermined expansion / contraction amount (S21: No), it corresponds to the suspension device 4 having the large expansion / contraction amount. Since the contact load of the wheel 2 is larger than the predetermined contact load and it is determined that the contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and this uneven wear load determination process is performed. Exit.

  On the other hand, as a result of the process of S21, when it is determined that the expansion / contraction amount of each suspension device 4 is equal to or less than the predetermined expansion / contraction amount (S21: Yes), whether the longitudinal G of the vehicle 1 is equal to or less than the predetermined acceleration. Is determined (S22). In the process of S22, the longitudinal G of the vehicle 1 detected by the acceleration sensor device 80 (the longitudinal acceleration sensor 80a) is compared with the threshold value stored in advance in the ROM 72, and the longitudinal G of the current vehicle 1 is compared. Is less than or equal to a predetermined degree of addition.

  As a result, when it is determined that the longitudinal G of the vehicle 1 is larger than the predetermined acceleration (S22: No), the ground load of either the left or right front wheels 2FL, 2FR or the left and right rear wheels 2RL, 2RR is predetermined. Since it is estimated that the contact load is larger than the contact load, and it is determined that the contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the front and rear G of the vehicle 1 is equal to or lower than the predetermined acceleration as a result of the process of S22 (S22: Yes), it is determined whether the lateral G of the vehicle 1 is equal to or lower than the predetermined acceleration. (S23). In the process of S23, the lateral G of the vehicle 1 detected by the acceleration sensor device 80 (the lateral acceleration sensor 80b) is compared with the threshold value stored in advance in the ROM 72, and the lateral G of the current vehicle 1 is compared. Is less than or equal to a predetermined acceleration.

  As a result, when it is determined that the lateral G of the vehicle 1 is larger than the predetermined acceleration (S23: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the lateral G of the vehicle 1 is equal to or lower than the predetermined acceleration as a result of the process of S23 (S23: Yes), it is determined whether the yaw rate of the vehicle 1 is equal to or lower than the predetermined yaw rate. (S24). In the process of S24, the yaw rate of the vehicle 1 detected by the yaw rate sensor device 81 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current yaw rate of the vehicle 1 is equal to or less than a predetermined yaw rate. Determine whether.

  As a result, when it is determined that the yaw rate of the vehicle 1 is greater than the predetermined yaw rate (S24: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Since it is estimated that the contact load is larger than the contact load, and it is determined that the contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the yaw rate of the vehicle 1 is equal to or smaller than the predetermined yaw rate as a result of the process of S24 (S24: Yes), it is determined whether the roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle. (S25). In the process of S25, the roll angle of the vehicle 1 detected by the roll angle sensor device 82 is compared with a threshold value stored in advance in the ROM 72, so that the current roll angle of the vehicle 1 is equal to or less than a predetermined roll angle. Judge whether or not.

  As a result, when it is determined that the roll angle of the vehicle 1 is larger than the predetermined roll angle (S25: No), the ground contact load of either the left and right front wheels 2FL, 2FR or the left and right rear wheels 2RL, 2RR is predetermined. Therefore, it is determined that the contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, as a result of the process of S25, when it is determined that the roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle (S25: Yes), whether or not the ground load of each wheel 2 is equal to or smaller than the predetermined ground load. (S26). In the process of S26, the ground load of each wheel 2 detected by the ground load sensor device 84 is compared with the threshold value stored in advance in the ROM 72, and the current ground load of each wheel 2 is determined to be a predetermined ground. It is determined whether or not it is below the load.

  As a result, when it is determined that the ground load of at least one of the wheels 2 is larger than the predetermined ground load (S26: No), the ground load of the wheel 2 is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, as a result of the processing of S26, when it is determined that the ground contact load of each wheel 2 is equal to or less than a predetermined load (S26: Yes), the collapse allowance of the tire sidewall of each wheel 2 is equal to or less than the predetermined collapse allowance. It is determined whether or not (S27). In the process of S27, the collapse amount of the tire sidewall of each wheel 2 detected by the sidewall collapse allowance sensor device 85 is compared with the threshold value stored in advance in the ROM 72, and the current wheel 2 of each wheel 2 is compared. It is determined whether the crushing margin of the tire sidewall is equal to or less than a predetermined crushing margin.

  As a result, when it is determined that the crushed allowance of the tire sidewall of at least one of the wheels 2 is more dog-like than the predetermined crushed allowance (S27: No), Since the ground load is estimated to be larger than the predetermined ground load, and it is determined that the ground load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and this uneven wear load determination process is performed. Exit.

  On the other hand, as a result of the processing of S27, when it is determined that the crushed allowance of the tire sidewall of each wheel 2 is equal to or less than the predetermined crushed allowance (S27: Yes), the operation amount (depression amount) of the accelerator pedal 61 is It is determined whether or not the operation amount is equal to or less than a predetermined operation amount (S28). In the process of S28, the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a and the threshold value stored in advance in the ROM 72 (in this embodiment, in the state quantity determination process shown in FIG. And the current operation amount of the accelerator pedal 61 is equal to or less than the predetermined operation amount, as compared with the operation amount of the accelerator pedal 61 for determining whether or not the state quantity of 1 satisfies the predetermined condition. Determine whether or not.

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is larger than the predetermined operation amount (S28: No), it is estimated that the ground load of the left and right rear wheels 2RL, 2RR is larger than the predetermined ground load. Since it is determined that the ground contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation amount of the accelerator pedal 61 is equal to or less than the predetermined operation amount as a result of the processing of S28 (S28: Yes), the operation amount (depression amount) of the brake pedal 62 is the predetermined operation amount. It is determined whether the following is true (S29). In the process of S29, the operation amount of the brake pedal 62 detected by the brake pedal sensor device 62a and the threshold value stored in advance in the ROM 72 (in this embodiment, in the state quantity determination process shown in FIG. And the current operation amount of the brake pedal 62 is not more than the predetermined operation amount. Determine whether or not.

  As a result, when it is determined that the operation amount of the brake pedal 62 is larger than the predetermined operation amount (S29: No), it is estimated that the grounding load of the left and right front wheels 2FL, 2FR is larger than the predetermined grounding load. Since it is determined that the ground contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is equal to or less than the predetermined operation amount as a result of the process of S29 (S29: Yes), the operation amount (steer angle) of the steering 63 is equal to or less than the predetermined operation amount. It is determined whether or not (S30). In the process of S30, the operation amount of the steering 63 detected by the steering sensor device 63a and the threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. A value smaller than the operation amount of the steering wheel 63 for determining whether or not the state quantity satisfies a predetermined condition, and whether or not the running state of the vehicle 1 is a predetermined straight traveling state in the running state judging process shown in FIG. And a value larger than the operation amount of the steering 63 for determining whether or not the current operation amount of the steering 63 is equal to or less than a predetermined operation amount.

  As a result, when it is determined that the operation amount of the steering 63 is larger than the predetermined operation amount (S30: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is Since it is estimated that the contact load of the wheel 2 is larger than the predetermined contact load, it is determined that the contact load of the wheel 2 is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and this uneven wear load determination process is terminated. .

  On the other hand, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount as a result of the processing of S30 (S30: Yes), the operation speed (steer angular velocity) of the steering 63 is equal to or less than the predetermined speed. Whether or not (S31). In the process of S31, the operation speed of the steering 63 obtained by time differentiation of the operation amount of the steering 63 is compared with a threshold value stored in advance in the ROM 72, and the current operation speed of the steering 63 is determined in advance. It is determined whether or not the speed is below.

  As a result, when it is determined that the operation speed of the steering 63 is greater than the predetermined speed (S31: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation speed of the steering wheel 63 is equal to or lower than the predetermined speed as a result of the process of S31 (S31: Yes), the operational acceleration (steer angular acceleration) of the steering wheel 63 is equal to or lower than the predetermined acceleration. Whether or not (S32). In the process of S32, the operation acceleration of the steering 63 obtained by time differentiation of the operation speed of the steering 63 is compared with a threshold value stored in advance in the ROM 72, and the current operation acceleration of the steering 63 is determined in advance. It is determined whether the acceleration is equal to or less than the acceleration.

  As a result, when it is determined that the operation acceleration of the steering 63 is greater than the predetermined acceleration (S32: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation acceleration of the steering wheel 63 is equal to or lower than the predetermined acceleration as a result of the processing of S32 (S32: Yes), the uneven wear flag 73d is turned off (S34), and this uneven wear load determination is performed. The process ends.

  Next, camber control processing will be described with reference to FIG. FIG. 8 is a flowchart showing camber control processing. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the control unit 100 is turned on, and each wheel 2 (the left and right front wheels 2FL, 2FR and the left and right rear wheels) is executed. This is a process of adjusting the camber angle of the wheels 2RL, 2RR).

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (S41). If it is determined that the state quantity flag 73b is on (S41: Yes), It is determined whether or not the flag 73a is on (S42). As a result, when it is determined that the camber flag 73a is off (S42: No), the RL motor 44RL and the RR motor 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first angular velocity. The first camber angle is adjusted at V1, a negative camber is quickly applied to the left and right rear wheels 2RL, 2RR (S43), the camber flag 73a is turned on (S44), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 satisfies the predetermined condition, that is, not the predetermined stable state, at least one of the operation quantity of the pedals 61 and 62 and the operation quantity of the steering 63 is the predetermined quantity. If it is determined that there is a risk of the wheel 2 slipping when the vehicle 1 accelerates, brakes or turns while the camber angle of the wheel 2 is the second camber angle when the wheel 2 is at the second camber angle, By applying the negative camber quickly at the angular velocity V1, the running stability of the vehicle 1 can be quickly secured using the canvas last generated on the wheels 2.

  On the other hand, when it is determined that the camber flag 73a is on as a result of the processing of S42 (S42: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle, so the processing of S43 and S44 is performed. The process is skipped and the camber control process is terminated.

  On the other hand, as a result of the processing of S41, in the case of a predetermined stable state in which it is determined that the state quantity flag 73b is off (S41: No), it is determined whether or not the traveling state flag 73c is on. (S45) In the case of a predetermined straight traveling state in which it is determined that the traveling state flag 73c is on (S45: Yes), it is determined whether or not the camber flag 73a is on (S46). As a result, when it is determined that the camber flag 73a is off (S46: No), the RL motor 44RL and the RR motor 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first angular velocity. The first camber angle is adjusted at the second angular velocity V2 slower than V1, a negative camber is applied to each wheel 2 (S47), the camber flag 73a is turned on (S48), and the process of S49 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. When the vehicle is traveling straight at a high speed, a negative camber is applied to the wheel 2 at a second angular velocity V2 that is slower than the first angular velocity V1, thereby improving the ride comfort when the camber is applied and The straight-line stability of the vehicle 1 can be ensured using the rigidity.

  On the other hand, if it is determined that the camber flag 73a is on (S46: Yes) as a result of the process of S46, the camber angle of the wheel 2 has already been adjusted to the first camber angle, so The process is skipped, and it is determined whether or not the uneven wear load flag 73d is on (S49). As a result, when it is determined that the uneven wear load flag 73d is on (S49: Yes), the RL motor 44RL and the RR motor 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the second. The camber angle is adjusted to release the negative camber from each wheel 2 (S50), the camber flag 73a is turned off (S51), and the camber control process is terminated.

  Thereby, when the ground contact load of the wheel 2 is uneven wear load, that is, when the vehicle 1 travels in a state where a negative camber is applied to the wheel 2, there is a risk of causing uneven wear on the tire (tread). By releasing the negative camber from the wheels 2, uneven wear of the tire can be suppressed.

  On the other hand, if it is determined that the uneven wear load flag 73d is OFF as a result of the process of S49 (S49: No), the ground contact load of the wheel 2 is not the uneven wear load, and a negative camber is applied to the wheel 2. Even if the vehicle 1 travels in this state, it is determined that there is no risk of uneven wear on the tire (tread), so the processes of S50 and S51 are skipped and the camber control process is terminated.

  On the other hand, if it is determined as a result of the processing of S45 that the traveling state flag 73c is off (S45: No), it is determined whether or not the camber flag 73a is on (S52). As a result, when it is determined that the camber flag 73a is on (S52: Yes), the RL motor 44RL and the RR motor 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the second camber angle. In step S53, the camber flag 73a is turned off (S54), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 does not satisfy the predetermined condition and the traveling state of the vehicle 1 is not the predetermined straight traveling state, that is, when it is not necessary to prioritize the traveling stability of the vehicle 1. By releasing the negative camber from the wheels 2, the influence of canvas last can be avoided and fuel consumption can be reduced.

  On the other hand, when it is determined that the camber flag 73a is OFF as a result of the process of S52 (S52: No), the camber angle of the wheel 2 has already been adjusted to the second camber angle, so that the process of S53 and S54 The process is skipped and the camber control process is terminated.

  As described above, according to the present embodiment, the camber angle control device for a vehicle used in the vehicle 1 includes the wheel 2 and the camber angle adjusting mechanisms 44 to 50 that adjust the camber angle of the wheel 2. The camber angle adjusting mechanisms 44 to 50 according to the state quantity acquisition units 61a, 61b, 61c that acquire the state quantity of the vehicle 1 and the state quantities of the vehicle 1 acquired by the state quantity acquisition units 61a, 61b, 61c. The control unit 100 for controlling the camber angle adjustment speed of the vehicle 2 is appropriately controlled, so that the camber angle adjustment speed of the wheel 2 is appropriately controlled according to the vehicle condition, thereby improving the running stability of the vehicle 1. At the same time, the ride comfort can be improved.

  Moreover, according to this embodiment, it has the driving | running | working state acquisition parts 80 and 63a which acquire the driving | running state of the vehicle 1, and the control part 100 is the state of the vehicle 1 acquired by the state quantity acquisition parts 61a, 61b, 61c. When the amount is not in a predetermined stable state, the camber angle adjustment speed by the camber angle adjustment mechanisms 44 to 50 is set to the first speed V1, and the state amount of the vehicle 1 acquired by the state amount acquisition units 61a, 61b, 61c is When it is determined that the traveling state of the vehicle 1 acquired by the traveling state acquisition units 80 and 63a is the predetermined straight traveling state, the camber angle adjustment mechanism 44-50 determines the camber angle. Since the adjustment speed is set to the second speed V2 that is slower than the first speed V1, the camber angle adjustment speed of the wheel 2 is appropriately controlled according to the state quantity of the vehicle 1 and the traveling state, and the traveling stability of the vehicle 1 is stabilized. sex It improves, it becomes possible to improve the ride comfort.

  In addition, according to the present embodiment, the camber angle adjusting mechanisms 44 to 50 impart a negative camber to at least the rear wheels of the wheels 2, so that the traveling stability of the vehicle 1 is stabilized using the canvas last generated on the wheels 2. Sex can be secured quickly. In addition, the straight running stability of the vehicle 1 can be ensured by utilizing the lateral rigidity of the wheels 2. Furthermore, the occurrence of uneven wear can be reduced.

  In addition, you may comprise so that adjustment of a camber angle may be controlled by each wheel. For example, the front wheels 2FL and 2FR and / or the rear wheels 2RL and 2RR may be controlled, or the right and left wheels may be controlled separately.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel, 2FL ... Left front wheel, 2FR ... Right front wheel, 2RL ... Left rear wheel, 2RR ... Right rear wheel, 4 ... Suspension device, 44-50 ... Camber angle adjustment mechanism, 61a ... Accelerator pedal sensor device (State quantity acquisition unit), 62a ... brake pedal sensor device (state quantity acquisition unit), 63a ... steering sensor device (state quantity acquisition unit / running state acquisition unit), 80 ... acceleration sensor device (running state acquisition unit), 100 ... Control part, BF ... Body

Claims (3)

A camber angle control device for a vehicle used for a vehicle including a wheel and a camber angle adjustment mechanism for adjusting a camber angle of the wheel,
A state quantity obtaining unit for obtaining a state quantity of the vehicle;
A control unit for controlling a camber angle adjustment speed by the camber angle adjusting mechanism according to the state quantity of the vehicle acquired by the state quantity acquisition unit;
A camber angle control device for a vehicle, comprising: A travel state acquisition unit for acquiring the travel state of the vehicle;
The controller is
When the state quantity of the vehicle acquired by the state quantity acquisition unit is not a predetermined stable state, the camber angle adjustment speed by the camber angle adjustment mechanism is the first speed,
When it is determined that the state quantity of the vehicle acquired by the state quantity acquisition unit is a predetermined stable state, and the driving state of the vehicle acquired by the driving state acquisition unit is a predetermined straight traveling state 2. The vehicle camber angle control device according to claim 1, wherein the camber angle adjustment speed by the camber angle adjustment mechanism is a second speed that is slower than the first speed.   The vehicle camber angle control device according to claim 1, wherein the camber angle adjustment mechanism imparts a negative camber to at least a rear wheel of the wheels.

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