JP4449893B2 - Vehicle behavior control device and wheels - Google Patents

Description

  The present invention relates to a vehicle behavior control device and wheels that can turn a vehicle without turning the wheels.

In general, in a vehicle, a front wheel is steered in response to an operation of a steering wheel by a driver (see Patent Document 1). When the front wheel is steered, the direction in which the front wheel is facing and the direction in which the vehicle is actually facing are shifted, and the tire rotates while slipping by the angle (slip angle). This slip angle generates resistance (cornering resistance) on the tire ground contact surface, and cornering force is generated in the direction perpendicular to the traveling direction due to the cornering resistance. This cornering force becomes a turning force, and the vehicle turns.
Japanese Patent Laid-Open No. 11-129927

  However, when turning a vehicle by turning a wheel (tire), there are various problems. For example, as described above, a cornering resistance is generated every time the vehicle turns, so that the driving force is lost due to this resistance. In addition, the fender is cut out in a semicircular shape to prevent the tire from interfering with the fender during steering, so air enters the cut-out part, and the air that enters the air becomes turbulent and air resistance is reduced. appear. These factors make fuel consumption worse. Furthermore, in order to secure the space for turning the tire, the tire house has a structure that protrudes greatly into the engine room and the cabin, so that the space of the engine room and the cabin is limited. Further, when a wheel is steered and turned, a roll is generated in which the outer wheel side of the vehicle sinks due to centrifugal force. Therefore, various tunings of a suspension such as a stabilizer and an absorber are required to suppress the roll.

  Then, this invention makes it a subject to provide the vehicle behavior control apparatus and wheel which can turn a vehicle, without turning a wheel.

  The vehicle behavior control apparatus according to the present invention includes a radius setting means for setting the radii of the left and right wheels, and a radius changing means for changing the radius of the wheel according to the rim width of the wheel, according to the radius set by the radius setting means. The radius of the left wheel and / or the right wheel is changed by the radius changing means.

  In this behavior control apparatus, the radius setting means sets the radii of the left and right wheels according to the turning of the vehicle, the traveling state of the vehicle, the loading state of the vehicle, the road surface condition, and the like. For example, when turning a vehicle, if the left and right wheels rotate at the same rotational speed by providing a difference in the wheel radius between the left and right wheels, the wheel with the smaller radius is the inner ring and the wheel with the larger side is the outer wheel. The vehicle turns. And in a behavior control apparatus, the rim width | variety of a wheel is changed according to the radius of each wheel set by the radius change means, and the radius of each wheel is changed. Changing the wheel rim width changes the tire width, so the tire height changes and the tire outer diameter (wheel radius) changes. Thus, in this behavior control device, the flatness of the tire is changed and the radius of the wheel is changed by changing the rim width of the wheel. By applying this to turning the vehicle, it is possible to turn the vehicle without turning the wheels. In this turning, since no slip angle is generated, the cornering resistance is eliminated or extremely reduced, and the fuel consumption can be improved. In addition, since the tire does not steer, it is not necessary to cut out the fender, air resistance can be reduced, fuel efficiency can be improved, and the degree of freedom in body design is further expanded. Further, since there is no need for a space for turning the tire, the tire house does not need to protrude greatly into the engine room or the cabin, and the degree of freedom of the engine room or the cabin is increased. In addition, a steering mechanism that leads from the steering wheel to the steered wheel is not required, and the space is not required, and the vehicle weight can be reduced. Thus, since the space is not required, the vehicle width can be reduced, the air resistance can be reduced, and the fuel consumption can be improved. In addition, since the roll is ideally inclined toward the turning inner ring, a stabilizer is not necessary, and the degree of freedom of various tunings of the suspension such as the absorber is expanded.

  The behavior control apparatus of the present invention includes a turning amount setting means for setting a turning amount of the vehicle, and the radius setting means turns with respect to the radius of the turning inner wheel when the turning amount set by the turning amount setting means is larger than a small amount. It is good also as a structure which enlarges the radius of an outer ring | wheel.

  In this behavior control device, the turning amount of the vehicle is set by the turning amount setting means. Examples of the turning amount include a steering amount by a driver's steering operation, a steering amount by automatic steering, a steering amount by lane keeping, and a steering amount for stabilizing vehicle behavior. In the behavior control device, the radius setting means uses the turning direction side wheel as the turning inner wheel and the other side wheel as the turning outer wheel, and increases the radius of the turning outer wheel relative to the radius of the turning inner wheel as the turning amount increases. Sets the wheel radius. In this way, the behavior control device controls the relative radius ratio between the turning inner wheel and the turning outer wheel according to the set turning amount, thereby turning the vehicle by the target turning amount without turning the wheels. Can be made.

  In the behavior control apparatus of the present invention, the radius changing means is coupled to a wheel composed of an inner wheel arranged on the inner side in the vehicle width direction and an outer wheel arranged on the outer side, and a rim of the inner wheel and a rim of the outer wheel, respectively. It is good also as a structure provided with the pneumatic tire and the actuator which slides at least one of an inner wheel and an outer wheel in a vehicle width direction.

  The radius changing means of this behavior control device has a structure in which the wheel is composed of an inner wheel and an outer wheel, and at least one of the inner wheel and the outer wheel is slidable in the vehicle width direction. In the radius changing means, the pneumatic tire is coupled to the rim of the inner wheel and the rim of the outer wheel, respectively. Therefore, in the radius changing means, the rim width of the wheel is changed by sliding at least one of the inner wheel and / or the outer wheel by the actuator, and the width of the pneumatic tire is changed in accordance with the change of the rim width. When the width of the pneumatic tire changes, the height of the pneumatic tire changes, so the radius of the wheel changes. Thus, in this behavior control device, the radius of the wheel can be changed with a simple configuration in which the rim width of the wheel is changed by sliding between the inner wheel and the outer wheel.

  In the behavior control apparatus according to the present invention, the pneumatic tire may have a reinforcing member along the inside.

  In this behavior control device, the strength of the pneumatic tire is improved by providing a reinforcing material along the inside of the pneumatic tire. Since the shape of the pneumatic tire changes frequently during traveling, the strength is increased by a reinforcing material and durability is improved.

  In the behavior control device of the present invention, the pneumatic tire may have a tube inside.

  In this behavior control apparatus, by having the tube inside the pneumatic tire, the air tightness of the pneumatic tire is improved and the riding comfort is improved. Since the radius changing means is a slide mechanism between the inner wheel and the outer wheel, the tube is provided to sufficiently secure the airtightness in order to supplement the airtightness of the sliding portion.

  In the behavior control device of the present invention, the central connecting shaft and the left and right outer connecting shafts connected to the end portions of the central connecting shaft via the left and right extending / contracting means respectively, the connecting shaft for connecting the left and right wheels is provided. The left and right outer connecting shafts may be coupled to the inner wheel or the outer wheel.

  In this behavior control apparatus, since the inner wheel or the outer wheel is coupled to the outer connecting shaft and the left and right wheels are connected by the connecting shaft, the left and right wheels rotate at the same rotational speed via the connecting shaft. Further, in the behavior control device, the left and right outer connecting shafts are connected to the central connecting shaft via the expansion / contraction means, so that both sides of the connecting shaft can extend and contract along the vehicle width direction. Therefore, when at least one of the inner wheel and the outer wheel is slid in the vehicle width direction by the actuator in order to change the rim width of the wheel, the expansion / contraction means expands and contracts, and the connecting shaft connected to the inner wheel or the outer wheel expands and contracts. . Thus, in this behavior control device, the left and right wheels can be rotated at the same rotational speed, and the inner wheel or the outer wheel can be moved in the vehicle width direction. Therefore, the present invention can be applied to a vehicle other than a vehicle that controls the rotation of each wheel as in the in-wheel motor system. For example, the present invention can also be applied to driving wheels and driven wheels in a vehicle driven by one engine or motor.

  In the behavior control apparatus of the present invention, it is preferable that the expansion / contraction means is a constant velocity joint.

  In this behavior control apparatus, since the central connecting shaft and the left and right outer connecting shafts are connected via the left and right constant velocity joints, the left and right outer connecting shafts can rotate at the same rotational speed via the central connecting shaft. In addition, the movement of the left and right outer connecting shafts in the vehicle width direction can be absorbed by the expansion and contraction action of the constant velocity joint.

  The behavior control apparatus according to the present invention includes left and right racks coupled to the left and right outer connecting shafts via left and right bearings, respectively, and the actuator moves the outer connecting shaft along the vehicle width direction via the racks. It is good.

  In this behavior control device, since the outer connecting shaft is rotatable by the bearing, the inner wheel or the outer wheel (and thus the wheel) coupled to the outer connecting shaft is rotatable. In the behavior control device, since the outer connecting shaft is connected to the rack via the bearing, the outer connecting shaft moves along the vehicle width direction by moving the rack in the vehicle width direction. Therefore, in the behavior control device, by moving the outer connecting shaft along the vehicle width direction via the rack by the actuator, the in-wheel or outer wheel coupled to the outer connecting shaft moves along the vehicle width direction. The rim width changes.

  The behavior control apparatus according to the present invention may include an inner actuator that slides the inner wheel in the vehicle width direction and an outer actuator that slides the outer wheel in the vehicle width direction.

  In this behavior control device, the inner wheel can be slid in the vehicle width direction by the inner actuator, and the outer wheel can be slid in the vehicle width direction by the outer actuator. Therefore, in the behavior control device, the rim width of the wheel can be changed, and the radius of the wheel can be changed. Furthermore, in the behavior control apparatus, since both the inner wheel and the outer wheel can be slid, the position of the tread and the width of the tread itself can be changed or made unchanged. Thereby, for example, the vehicle behavior can be stabilized by making the tread unchanged during a curve turn. Moreover, the cornering speed at the time of turning can be raised by changing a tread at the time of curve turning. In addition, by independently changing the tread and the rim width, the vehicle state can be changed according to traveling conditions such as high-speed traveling and off-road traveling. Further, the roll can be suppressed by changing the width of the tread itself between the front and rear wheels.

  The behavior control device of the present invention may be configured to slide the inner wheel of the inner turning wheel to the outside of the curve and / or slide the inner wheel of the outer turning wheel to the outside of the curve when turning the curve.

  In this behavior control device, at the time of curve turning, the inner wheel is slid in the curve outward direction by the inner actuator in the turning inner wheel, and / or the inner wheel is slid in the curve outward direction by the inner actuator in the turning outer wheel. As a result, the tire ground contact center approaches the vehicle center of gravity on the turning inner wheel side (inner wheel side tread becomes smaller) and / or the tire ground contact center moves away from the vehicle center of gravity on the turning outer wheel side (outer wheel side tread becomes larger). Therefore, the load applied to the tire of the turning outer wheel by the centrifugal force can be suppressed, tire squealing and skidding can be suppressed, and the cornering speed can be increased.

  In the behavior control device of the present invention, a gear for displacing the outer rotating shaft coupled to the outer wheel and the inner rotating shaft coupled to the inner wheel in a direction opposite to the vehicle width direction, and a gear actuator for rotationally driving the gear It is good also as a structure provided with these.

  In this behavior control device, the outer wheel is coupled to the outer rotating shaft, the inner wheel is coupled to the inner rotating shaft, and the outer rotating shaft and the inner rotating shaft are respectively displaced in opposite directions in the vehicle width direction. I have. Therefore, when the outer rotating shaft and the inner rotating shaft are displaced in the opposite directions, the outer wheel and the inner wheel are moved closer to or away from each other in the vehicle width direction. And in a behavior control apparatus, a gear is rotationally driven by the gear actuator, and an outer wheel and an inner wheel are slid in the reverse direction. As a result, in the behavior control device, the rim width of the wheel can be changed, and the radius of the wheel can be changed. Thus, in the behavior control device, the rim width of the wheel can be changed by one drive system, the mechanism can be simplified and the control system can be simplified. As a result, it is possible to improve the reliability of setting the rim width (and thus the wheel diameter) of the wheel, and to reduce the size and weight.

  The behavior control apparatus according to the present invention may be configured to move at least one of the turning inner wheel and the turning outer wheel in the vehicle front-rear direction so that the turning centers of the front and rear wheels coincide with each other during curve turning.

  In this behavior control device, at the time of curve turning, at least one of the turning inner wheel and the turning outer wheel is moved in the vehicle front-rear direction so that the turning center of the front wheel and the rear wheel intersects at one point. As a result, the turning centers of the front and rear wheels coincide with each other, making the turning smooth and improving the turning performance of the vehicle.

  In the above behavior control device of the present invention, the wheel is coupled to the vehicle body and the wheels are movably connected in the vehicle front-rear direction, and the front and rear are moved in the vehicle front-rear direction along the support portion. It is good also as a structure provided with the actuator for a movement.

  This behavior control device includes a support portion extending in the vehicle front-rear direction, and wheels are coupled to the support portion so as to be movable in the vehicle front-rear direction. In the behavior control device, the wheels are moved in the vehicle front-rear direction along the support portions by the front-rear movement actuators in each wheel so that the turning centers of the front wheels and the rear wheels intersect at a single point when the vehicle turns on a curve. Thus, in the behavior control device, the wheels can be moved in the vehicle front-rear direction with high accuracy by moving the wheels along the support portion.

  In the behavior control apparatus of the present invention, a support unit connected to the wheels and extending in the vehicle front-rear direction, a link mechanism including the support unit, and capable of moving the support unit in the vehicle front-rear direction by changing the shape, and a link mechanism It is good also as a structure provided with the actuator for link mechanisms to change a shape.

  This behavior control device includes a support portion that extends in the vehicle front-rear direction, and wheels are connected to the support portion. Further, the behavior control device includes a link mechanism including a support portion, and the support portion is moved in the vehicle front-rear direction by deforming the shape of the link mechanism. In the behavior control device, the shape of the link mechanism is deformed by the link mechanism actuator at each wheel so that the turning center of the front wheel and the rear wheel intersects at one point when turning on a curve. Move in the direction. As described above, in the behavior control device, by using the link mechanism, the wheel can be moved in the vehicle front-rear direction by a simple mechanism.

  A wheel according to the present invention includes a wheel including an inner wheel disposed on the inner side in the vehicle width direction and an outer wheel disposed on the outer side, a pneumatic tire coupled to the rim of the inner wheel and the rim of the outer wheel, and an inner wheel. And an actuator that slides at least one of the wheel and the outer wheel in the vehicle width direction.

  In the wheel of the present invention, the pneumatic tire may have a reinforcing member along the inside. Moreover, in the said wheel of this invention, a pneumatic tire is good also as a structure which has a tube inside.

  The wheel of the present invention may include an inner actuator that slides the inner wheel in the vehicle width direction and an outer actuator that slides the outer wheel in the vehicle width direction.

  In the wheel of the present invention, a gear that displaces the outer rotating shaft coupled to the outer wheel and the inner rotating shaft coupled to the inner wheel in the opposite direction of the vehicle width direction, and a gear actuator that rotationally drives the gear. It is good also as a structure provided.

  This wheel has the same configuration as the radius changing means for changing the rim width of the wheel by sliding between the inner wheel and the outer wheel, and changing the tire radius to change the wheel radius. It is a wheel that can be made to. Therefore, this wheel can be applied as a wheel of the above-described vehicle behavior control device, and can also function as a wheel that can turn the vehicle without turning.

  According to the present invention, since the radius of the wheel can be changed by changing the rim width, it is possible to turn the vehicle without turning the wheel by providing a difference in the radius of the left and right wheels. .

  Embodiments of a vehicle behavior control device and wheels according to the present invention will be described below with reference to the drawings.

  In the present embodiment, the present invention is applied to a behavior control device mounted on a vehicle. The behavior control apparatus according to the present embodiment changes the rim width of all four wheels, and changes the radius of the wheel according to the change in the rim width. In the behavior control apparatus according to the present embodiment, vehicle turning, vehicle attitude adjustment, aerodynamic drag reduction, and the like are performed by changing the radius of each wheel. In this embodiment, there are five embodiments, the first embodiment is applied to an in-wheel motor type four-wheel drive vehicle, and the outer wheel is slid with respect to the inner wheel, The second embodiment is applied to a vehicle driven by a rear wheel driven by an engine, and the outer wheel is slid with respect to an inner wheel. The third embodiment is applied to a vehicle driven by a rear wheel driven by an engine, This is a case where both the inner wheel and the outer wheel are slid. The fourth embodiment is applied to a vehicle driven by a rear wheel driven by an engine. Both the inner wheel and the outer wheel are slid, and each wheel is moved in the longitudinal direction of the vehicle. The fifth embodiment is applied to a vehicle driven by a rear wheel driven by an engine, and an inner wheel and The Uta wheel is a case to slide.

  In the four-wheel drive of the in-wheel motor system, a motor is built in each wheel of the four wheels, and the drive of each motor is controlled according to the driver's accelerator operation or the like. In the in-wheel motor system, each of the four-wheel motors is independently driven, and each wheel is rotated by an individual rotational driving force.

  With reference to FIGS. 1-4, the behavior control apparatus 1 which concerns on 1st Embodiment is demonstrated. FIG. 1 is a configuration diagram of a behavior control apparatus according to the first, second, and fifth embodiments. FIG. 2 is a partially broken front view of the wheel of the behavior control apparatus according to the first embodiment, where (a) shows a case where the wheel diameter is small and (b) shows a case where the wheel diameter is large. FIG. 3 is a principle diagram of turning by the difference between the left and right radii according to the present embodiment. FIG. 4 is a schematic diagram when the vehicle at the time of vehicle turning according to the present embodiment is viewed from the rear.

  The behavior control device 1 controls various vehicle behaviors such as vehicle turning by independently changing the radius of each wheel. Therefore, in the behavior control apparatus 1, the wheel is composed of an inner wheel and an outer wheel, and the outer wheel slides with respect to the inner wheel, thereby changing the rim width of the wheel and changing the flatness of the tire. The behavior control device 1 includes a steering angle sensor 2, a vehicle speed sensor 3, a stroke sensor 4, a seating sensor 5, a right front wheel 6A, a left front wheel 6B, a right rear wheel 6C, a left rear wheel 6D, and an ECU [Electronic Control Unit] 7. ing.

  In the first embodiment, the right front wheel 6A, the left front wheel 6B, the right rear wheel 6C, and the left rear wheel 6D correspond to radius changing means described in the claims, and each process in the ECU 7 is claimed. This corresponds to radius setting means and turning amount setting means described in the range.

  The steering angle sensor 2 is a sensor that detects the steering angle of the steering wheel input by the driver. The steering angle sensor 2 transmits the detected steering angle to the ECU 7 as a steering angle signal. The steering angle indicated by the steering angle signal includes size information and steering direction information.

  The vehicle speed sensor 3 is a sensor that detects the speed of the vehicle. The vehicle speed sensor 3 transmits the detected vehicle speed to the ECU 7 as a vehicle speed signal.

  The stroke sensor 4 is a sensor that detects the stroke of the suspension in each wheel. The stroke sensor 4 transmits the detected stroke to the ECU 7 as a stroke signal. Although one stroke sensor 4 is not illustrated in FIG. 1, each stroke sensor 4 is provided for each wheel, and a stroke signal from each wheel stroke sensor 4 is transmitted to the ECU 7.

  The seating sensor 5 is a sensor that detects whether a person is sitting in each seat. The seating sensor 5 transmits the detected seating information to the ECU 7 as a seating signal. In FIG. 1, one seating sensor 5 is not drawn, but each seat is provided, and a seating signal from the seating sensor 5 of each seat is transmitted to the ECU 7.

  The right front wheel 6A, the left front wheel 6B, the right rear wheel 6C, and the left rear wheel 6D have the same configuration. The wheel 6 mainly includes a wheel 6a, a tire 6b, and an actuator 6c. In the wheel 6, by changing the rim width of the wheel 6a by the actuator 6c, the cross-sectional width of the tire 6b changes, and the height of the tire 6b changes in accordance with the change in the cross-sectional width (therefore, the flatness of the tire 6b). Rate (= tire height / tire cross-sectional width) and the outer diameter (wheel diameter) of the tire 6b changes.

  The wheel 6a includes an inner wheel 6d disposed on the inner side in the vehicle width direction and an outer wheel 6e disposed on the outer side. The inner wheel 6d has a circular concave shape, a circular hole is formed at the center of the bottom of the concave shape, and a rim is provided on the inner side in the vehicle width direction. The outer wheel 6e has a circular concave shape whose diameter is slightly larger than that of the inner wheel 6d. A circular hole is formed in the center of the bottom of the concave shape, and a rim is provided on the outer side in the vehicle width direction. The inner wheel 6d is fitted inside the outer wheel 6e, and the outer peripheral surface of the inner wheel 6d and the inner peripheral surface of the outer wheel 6e are coupled by a spline mechanism. Therefore, the outer wheel 6e can slide with respect to the inner wheel 6d for a predetermined length, and the wheel 6a can change the rim width (the distance between the rim of the inner wheel 6d and the rim of the outer wheel 6e). Further, the inner wheel 6d and the outer wheel 6e are integrally rotated by a spline mechanism.

  In the tire 6b, beads at both ends are coupled to the rim of the inner wheel 6d and the rim of the outer wheel 6e, respectively. Examples of the coupling method include fitting and adhesion. Inside the tire 6b, reinforcing members 6f,... Are attached along the inner surface at a plurality of locations (for example, 8 locations, 16 locations). The reinforcing members 6f are shaped like a hair band having a predetermined width, and are arranged at regular intervals along the circumferential direction of the tire 6b. The reinforcing material 6f is formed of, for example, a resin or a wire. Further, the tire 6b is provided with an airtight tube 6g inside the reinforcing members 6f,. The tire 6b changes its cross-sectional width in accordance with the change in the rim width of the wheel 6a. The tire height decreases as the cross-sectional width increases, and the tire height increases as the cross-sectional width decreases. In accordance with the change in the shape of the tire 6b, the shapes of the reinforcing members 6f,... And the tube 6g also change.

  The actuator 6c is an actuator that is provided inside the inner wheel 6d and moves the outer wheel 6e. The actuator 6c includes a motor 6h, and slides the outer wheel 6e with respect to the inner wheel 6d by the motor torque (rotational driving force) of the motor 6h. The actuator 6c transmits the rotational driving force of the motor 6h by a rack and pinion mechanism (not shown). The rotation of the motor 6h is transmitted to a pinion (not shown) via various gears to rotate the pinion. The rotation of the pinion is transmitted to a rack (not shown) and moves the rack along the vehicle width direction. A rod 6i is attached to the tip of the rack, and the rod 6i expands and contracts toward the outside in the vehicle width direction as the rack moves. The rod 6i extends through the central hole of the inner wheel 6d to the central hole of the outer wheel 6e, and is attached to the outer wheel 6e via a bearing 6j. Therefore, the outer wheel 6e moves along the vehicle width direction according to the expansion and contraction of the rod 6i, but is rotatable with respect to the actuator 6c. Further, the actuator 6c has a cylindrical outer peripheral portion 6k protruding outward in the vehicle width direction. The outer peripheral part 6k extends to the central hole of the inner wheel 6d, and is attached to the inner wheel 6d via a bearing 61. Therefore, the position of the inner wheel 6d does not move with respect to the actuator 6c, but is rotatable with respect to the actuator 6c.

  One end of the absorber AB of the suspension and one end of the lower arm LA are attached to the inner end of the actuator 6c in the vehicle width direction. The other end of the absorber AB and the other end of the lower arm LA are attached to the vehicle body BD. Therefore, the actuator 6c (and thus the inner wheel 6d) is attached to the vehicle body BD via the absorber AB and the lower arm LA.

  When the rod 6i extends outward in the vehicle width direction by the rotational driving force of the motor 6h, the outer wheel 6e slides outward in the vehicle width direction with respect to the inner wheel 6d, the rim width of the wheel 6a increases, and the tire 6b The height is lowered (see FIG. 2A). On the other hand, when the rod 6i is contracted inward in the vehicle width direction by the rotational driving force of the motor 6h, the outer wheel 6e slides inward in the vehicle width direction with respect to the inner wheel 6d, and the rim width of the wheel 6a becomes narrower. The height of 6b becomes high (refer FIG.2 (b)).

  Since this vehicle is an in-wheel motor type, a motor (not shown) for rotationally driving the wheel 6 is provided inside the inner wheel 6d. The output shaft of this motor is connected to the inner wheel 6d by a flexible coupling (not shown) (however, connected to the outside of the bearing 61), and the rotational driving force of the motor is applied to the inner wheel 6d via the flexible coupling. Communicated. Since the inner wheel 6d and the outer wheel 6e are coupled by a spline mechanism, when the inner wheel 6d rotates, the outer wheel 6e also rotates together with the tire 6b.

  The ECU 7 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a motor drive circuit, and the like. In the ECU 7, various sensors such as the steering angle sensor 2 are connected, and detection signals from the various sensors are taken in every certain time. Then, the ECU 7 performs control such as vehicle turning control, high-speed traveling control, road surface condition control, loading condition control, motor drive control based on each detection signal, and drives the motors 6h of the wheels 6A, 6B, 6C, 6D. Control.

  The vehicle turning control will be described. As shown in FIG. 3, when a truncated cone (for example, a paper cup) is tilted and rolled, it turns to the smaller diameter side due to the difference between the left and right diameters. In vehicle turning control, using this principle, the diameter of the turning outer wheel is made larger than the diameter of the turning inner wheel in accordance with the steering direction of the operation angle, and the difference in diameter between the left and right wheels increases as the steering angle increases. Perform such control.

  Specifically, the ECU 7 determines whether the vehicle travels straight (the steering angle is 0 or almost 0) or turns based on the steering angle indicated by the steering angle signal. When it is determined that the vehicle travels straight, the ECU 7 sets a rim width in which all the wheels 6A, 6B, 6C, 6D have the same radius, and the rim width of all the wheels 6A, 6B, 6C, 6D The motor torque of each motor 6h is set. When going straight, normally, as shown in FIG. 2A, a relatively small wheel radius is set (a relatively wide rim width is set). The wheel radius is a reference for running, and the turning inner wheel becomes the wheel radius when turning. It should be noted that the wheel radius when traveling straight is obtained in advance by the vehicle speed or the like, and is set from a map or the like held in the ECU 7.

  When it is determined that the vehicle is turning, the ECU 7 determines the turning direction from the steering angle indicated by the steering angle signal, and sets the radii of the front and rear wheels 6 and 6 that are the turning outer wheels according to the magnitude of the steering angle. Then, the ECU 7 sets the rim width that becomes the set radius, and sets the motor torque of each motor 6h such that the rim width of the wheels 6 and 6 that are the turning outer wheels becomes the set rim width. When turning, the rim width of the turning inner wheel is fixed to the rim width when going straight. Further, the radius of the front and rear wheels 6 and 6 that are the turning outer wheels is set to a larger value as the steering angle is larger. The radius of the turning outer wheel at the time of turning is obtained in advance according to the rim width and the steering angle at the time of going straight, and is set from a map or the like held in the ECU 7.

  When turning by making the diameter of the turning outer wheel larger than the diameter of the turning inner wheel, as shown in FIG. 4, the vehicle body becomes an ideal roll that tilts inward of the turning, and the vehicle is stabilized. Further, since the tire is not steered during turning, no slip angle is generated. Therefore, the cornering resistance is 0 or almost 0 on the tire ground contact surface.

  In the four-wheel drive of the in-wheel motor system, the left and right wheels are usually controlled to have the same rotational speed regardless of whether the vehicle is traveling straight or turning.

  High-speed traveling control will be described. It is desirable to improve the high-speed running performance by reducing the center of gravity of the vehicle during high-speed running and reducing air resistance. Therefore, in the high-speed traveling control, the diameters of all the wheels 6A, 6B, 6C, and 6D are reduced to reduce the vehicle height during high-speed traveling. Therefore, when traveling at high speed, the wheel radius (flatness) is further reduced from a relatively small wheel radius during normal straight traveling. Specifically, the ECU 7 determines whether or not the vehicle is traveling at a high speed based on the vehicle speed indicated by the vehicle speed signal. Set. Then, the ECU 7 sets the rim width that is the set radius, and sets the motor torque of each motor 6h such that the rim widths of all the wheels 6A, 6B, 6C, and 6D become the set rim width. During high speed running, the radius of the wheels 6A, 6B, 6C, 6D is set to a smaller value as the vehicle speed increases. The wheel radius corresponding to the vehicle speed is obtained in advance and is set from a map or the like held in the ECU 7.

  The road surface condition control will be described. Since the riding comfort deteriorates on a road surface with many irregularities, it is desirable to improve the riding comfort. On the contrary, since the riding comfort does not deteriorate on a flat road surface, it is desirable to improve the steering stability and the power. Therefore, in the road surface condition control, the diameter of all the wheels 6A, 6B, 6C, 6D is increased on the road surface with many irregularities, the flatness of the tire is increased, and on the road surface with few irregularities, all the wheels 6A, 6B, 6C, The diameter of 6D is reduced, and the flatness of the tire is reduced. Specifically, the ECU 7 determines whether or not the difference in stroke between the four wheels is greater than or equal to a threshold value from the stroke indicated in the stroke signal of each wheel. judge. When it is determined that the road surface has a lot of unevenness, the ECU 7 sets the flatness according to the stroke difference, and sets the radii of all the wheels 6A, 6B, 6C, and 6D so as to be the set flatness. Then, the ECU 7 sets the rim width that is the set radius, and sets the motor torque of each motor 6h such that the rim widths of all the wheels 6A, 6B, 6C, and 6D become the set rim width. When the stroke difference is less than the threshold value, the road surface is less uneven, and is fixed to a relatively small wheel radius (flatness) when traveling straight. The flatness ratio is obtained in advance according to the difference in stroke between wheels, and is set from a map or the like held in the ECU 7.

  The loading status control will be described. When a person is sitting or not sitting in each seat, the vehicle posture changes, and the vicinity of the sitting position sinks slightly. Therefore, in the loading status control, the vehicle radius is adjusted by increasing the radius of the wheel corresponding to the position sitting on the seat by a certain amount. Specifically, the ECU 7 determines the wheel corresponding to the seat on which the person is sitting from the seating information indicated by the seating signal corresponding to each seat, and sets the determined wheel radius to a radius that is increased by a certain amount. . Then, the ECU 7 sets a rim width that is a radius set for the determined wheel, and sets a motor torque of each motor 6h such that the determined rim width of the wheel becomes the set rim width.

  The motor drive control will be described. When the motor torque of each motor 6h is set, the ECU 7 sets a target current necessary for generating the set motor torque by each motor 6h. Then, the ECU 7 supplies current to each motor 6h from the motor drive circuit so that the target current is obtained. At this time, a motor current or the like actually flowing through the motor 6h may be detected, and feedback control may be performed so that the set target current is obtained.

  With reference to FIG.1 and FIG.2, operation | movement of the behavior control apparatus 1 is demonstrated. Here, the operation in the behavior control apparatus 1 when the vehicle turns right from the straight line according to the steering operation of the driver will be described.

  When the vehicle travels straight, the behavior control device 1 sets a relatively small radius for all the wheels 6A, 6B, 6C, and 6D, and adjusts the rim width necessary to achieve the set radius (FIG. 2). (See (a)). Therefore, the vehicle has a relatively small radius on the right wheels 6A and 6C and the left wheels 6B and 6D, and travels straight. At this time, the driver operates the steering wheel clockwise. Then, the steering angle of the steering wheel changes from zero. The steering angle sensor 2 detects the steering angle of the steering wheel, and transmits the detected value to the ECU 7 as a steering angle signal. The magnitude of the detected steering angle increases from 0 and changes according to the operation amount of the steering wheel.

  The ECU 7 receives a steering angle signal from the steering angle sensor 2 at regular intervals, and acquires a steering angle according to the operation of the driver. Then, the ECU 7 determines whether the vehicle travels straight or turns based on the acquired steering angle. Since the steering angle is increased from 0, the ECU 7 determines that the vehicle is turning and determines the steering direction as the right direction from the acquired steering angle. Then, the ECU 7 determines that the turning inner wheel is the right wheel 6A, 6C and the turning outer wheel are the left wheels 6B, 6D from the right steering direction, and sets the radius of the turning outer wheel 6B, 6D according to the magnitude of the steering angle. During turning, the set radius increases as the steering angle increases and decreases as the steering angle decreases. Then, the ECU 7 sets the rim width according to the set radius, and sets the motor torque necessary to achieve the set rim width. Further, the ECU 7 sets a target current necessary for generating the set motor torque in each motor 6h, and supplies current to each motor 6h of the turning outer wheels 6B and 6D from the motor drive circuit so as to obtain the target current. To do. At this time, no current is supplied to the motors 6h of the turning inner wheels 6A and 6C.

  The motors 6h in the turning outer wheels 6B and 6D generate motor torque corresponding to the supplied current and are driven to rotate. The rotation of the motor 6h is transmitted to the pinion through the gear, and rotates the pinion. The rotation of the pinion is transmitted to the rack, and moves the rack (and eventually the rod 6i) along the vehicle width direction. The movement of the rack moves to the inside in the vehicle width direction when the magnitude of the steering angle increases, and moves to the outside in the vehicle width direction when it decreases. As the rod 6i moves, the outer wheel 6e slides relative to the inner wheel 6d. Due to the sliding movement of the outer wheel 6e, the rim width of each wheel 6a of the turning outer wheels 6B, 6D becomes narrower than that during straight travel, and the radius of the turning outer wheels 6B, 6D becomes larger. The radius of the turning outer wheels 6B, 6D increases as the steering angle increases. At this time, the radii of the turning inner rings 6A and 6C are fixed to the radii when traveling straight.

  As the radius of the turning outer wheels 6B and 6D becomes larger than that when the vehicle is traveling straight, a difference occurs between the radius of the turning inner wheels 6A and 6C and the radius of the turning outer wheels 6B and 6D. Due to the difference in radius between the left and right wheels, the vehicle turns in the direction of the turning inner wheels 6A and 6C. At this time, the turning radius decreases as the difference between the left and right wheel radii increases.

  According to this behavior control device 1, the rim width of the wheel 6a can be arbitrarily changed regardless of whether the vehicle is running or stopped by a simple configuration in which the outer wheel 6e is slid relative to the inner wheel 6d. Thereby, the height (flatness ratio) of the tire 6b can be arbitrarily changed, and the diameter of the wheel 6 can be changed. At this time, the tire 6b is deformed, but strength and durability are secured by the reinforcing material 6f. Moreover, although the inner wheel 6d and the outer wheel 6e are connected by a spline mechanism, airtightness is ensured by providing the tube 6g in the tire 6b.

  In particular, in the behavior control device 1, by providing a difference between the radius of the turning inner wheel and the radius of the turning outer wheel, the vehicle can be turned without turning the wheel. Therefore, the slip angle is eliminated, and the cornering resistance on the tire ground contact surface is eliminated or considerably reduced, so that the fuel efficiency is greatly improved in consideration of the high frequency of turning during traveling. In addition, since the space for overhanging the engine room and the cabin for turning the tire in the tire house is not required, the degree of freedom of the engine room and the cabin is increased. Furthermore, since a steering mechanism for transmitting the rotation of the steering wheel to the wheels is not required, the space is not required and the vehicle weight can be reduced. By utilizing these unnecessary spaces for vehicle reduction, the vehicle width can be reduced, air resistance is reduced, and fuel efficiency is improved. It also eliminates the need to cut the fender into a semicircular shape, reducing air resistance and increasing body design flexibility. Furthermore, since the vehicle body is an ideal roll that tilts inwardly, no stabilizer is required, and the degree of freedom of suspension tuning is increased.

  Moreover, in the behavior control apparatus 1, the traveling performance at the time of high-speed traveling can be improved by changing the radius of the wheel to be small according to the vehicle speed at the time of high-speed traveling. Moreover, in the behavior control apparatus 1, while changing the radius of each wheel according to a road surface condition, while being able to improve riding comfort on an uneven road, the operability and power performance on a flat road are improved. be able to. Moreover, in the behavior control apparatus 1, the vehicle attitude | position can be adjusted suitably by changing the radius of each wheel according to a loading condition.

  A behavior control apparatus 11 according to the second embodiment will be described with reference to FIGS. 1, 5, and 6. FIG. 5 is a partially cutaway front view of the left and right wheels on the driven wheel side of the behavior control apparatus according to the second embodiment. 6 is a front sectional view of the shaft delivery mechanism on the right wheel side in FIG. In the behavior control device 11, the same reference numerals are given to the same components as those in the behavior control device 1 according to the first embodiment, and the description thereof is omitted.

  Compared with the behavior control device 1 according to the first embodiment, the behavior control device 11 is applied to a rear wheel drive vehicle using an engine and has a mechanism in which the left and right wheels rotate at the same rotational speed. Specifically, the behavior control device 11 differs from the behavior control device 1 only in the connection mechanism between the left and right wheels and the moving mechanism of the outer wheel in terms of structure, and performs the same control. The behavior control device 11 includes a steering angle sensor 2, a vehicle speed sensor 3, a stroke sensor 4, a seating sensor 5, a right front wheel 16A, a left front wheel 16B, a right rear wheel 16C, a left rear wheel 16D, a connection mechanism between left and right wheels, and an ECU 7 It has. In the second embodiment, the right front wheel 16A, the left front wheel 16B, the right rear wheel 16C, and the left rear wheel 16D correspond to radius changing means described in the claims. In the second embodiment, the ECU 7 controls each of the motors of the wheels 16A, 16B, 16C, and 16D by performing the above-described controls based on the detection signals.

  The connecting mechanism between the left and right wheels and the outer wheel moving mechanism will be described in detail. Here, the mechanism of the driven wheel (front wheel) will be described, but the drive wheel (rear wheel) has the same configuration as the driven wheel.

  The front wheels 16A and 16B include the same wheel 6a and tire 6b as in the first embodiment. The right front wheel 16A and the left front wheel 16B are connected by a connecting shaft 16m and rotate at the same rotational speed. Each front wheel 16A, 16B includes a shaft delivery mechanism 16n, and the outer wheel 6e moves along the vehicle width direction by the shaft delivery mechanism 16n, and the rim width of the wheel 6a changes.

  The connecting shaft 16m includes a central connecting shaft 16o, left and right outer connecting shafts 16p and 16p, and left and right constant velocity joints 16q and 16q. The central connecting shaft 16o, the outer connecting shafts 16p and 16p, and the constant velocity joints 16q and 16q are disposed on the same axis between the right front wheel 16A and the left front wheel 16B. The central connecting shaft 16o is rotatably attached to the vehicle body BD, and each end thereof is coupled to one end of the left and right constant velocity joints 16q and 16q, respectively. One end of each outer connecting shaft 16p, 16p is coupled to the other end of the constant velocity joints 16q, 16q, respectively. Since the constant velocity joints 16q and 16q rotate the central connecting shaft 16o and the outer connecting shafts 16p and 16p at the same rotational speed (because the relative rotational freedom is restricted), the left and right outer connecting shafts are connected via the central connecting shaft 16o. 16p and 16p rotate at the same rotation speed. Therefore, the connecting shaft 16m rotates at the same rotational speed over the entire area.

  In the case of a drive wheel, the connecting shaft 16m corresponds to a drive shaft, and the drive shaft includes a central drive shaft, left and right outer drive shafts, and left and right constant velocity joints. Then, the driving force by the engine is transmitted to the central drive shaft through the mission and final mechanism, and the central drive shaft rotates. As the central drive shaft rotates, the left and right outer drive shafts rotate at the same rotational speed via the left and right constant velocity joints. Therefore, the drive shaft rotates at the same rotational speed over the entire region in accordance with the driving force of the engine.

  The other end of the outer connecting shaft 16p has a bolt shape. Further, a circular hole through which the outer connecting shaft 16p is fitted is formed at the center of the concave bottom portion of the outer wheel 6e. The other end of each outer connecting shaft 16p, 16p is inserted through each hole of each outer wheel 6e, 6e, and is bolted and fixed to each outer wheel 6e, 6e by nuts 16r, 16r. Accordingly, the left and right outer wheels 6e, 6e are connected by the connecting shaft 16m and rotate at the same rotational speed. Further, the outer connecting shaft 16p is inserted through the inside of the shaft delivery mechanism portion 16n and is expanded and contracted in the vehicle width direction by the shaft delivery mechanism portion 16n. The left and right outer wheels 6e and 6e move along the vehicle width direction according to the expansion and contraction of the left and right outer connecting shafts 16p and 16p.

  In the constant velocity joint 16q, the ball bearing in the joint slides in the expansion / contraction direction (vehicle width direction). As a result, in the constant velocity joint 16q, the outer connecting shaft 16p is expanded and contracted by the shaft delivery mechanism 16n and the relative distance between the left and right wheels 16A and 16B is changed (the left and right wheels 16A and 16B move due to road surface disturbance and body movement). To absorb changes).

  The shaft delivery mechanism portion 16n includes a bearing 16t, a rack 16u, a pinion 16v, and an actuator 16w (motor 16x, speed reduction mechanism 16y) in a cylindrical case 16s. The shaft delivery mechanism 16n is disposed inside the inner wheel 6d, and the outer connecting shaft 16p is inserted through the inner wheel 6d. In the shaft delivery mechanism portion 16n, the outer connecting shaft 16p is rotatably supported, and the outer connecting shaft 16p is expanded and contracted outward in the vehicle width direction by the motor torque (rotational driving force) of the motor 16x, so that the outer wheel 6e is extended. Slide and move with respect to the inner wheel 6d.

  The outer connecting shaft 16p is inserted into the inner race of the bearing 16t, and the outer connecting shaft 16p is attached. Therefore, the outer connecting shaft 16p is freely rotatable. One side of the rack 16u (the surface opposite to the surface of the rack gear) is attached to a part of the outer race of the bearing 16t. Therefore, the outer connecting shaft 16p is coupled to the rack 16u via the bearing 16t. The bearing 16t and the rack 16u are provided in the case 16s so as to be movable along the vehicle width direction.

  A pinion 16v is disposed on the other surface side of the rack 16u, and the pinion gear meshes with the rack gear. The rotational driving force of the motor 16x is transmitted to the pinion 16v through the speed reduction mechanism 16y. The pinion 16v, the motor 16x, and the speed reduction mechanism 16y are provided in a fixed position in the case 16s.

  The rotation of the motor 16x is transmitted to the pinion 16v via the speed reduction mechanism 16y, and rotates the pinion 16v. The rotation of the pinion 16v is transmitted to the rack 16u, and moves the rack 16u along the vehicle width direction. As the rack 16u moves, the bearing 16t moves, and the outer connecting shaft 16p expands and contracts toward the outside in the vehicle width direction.

  Further, the outer peripheral portion 6k of the case 16s of the shaft delivery mechanism portion 16n protrudes outward in the vehicle width direction. The outer peripheral part 6k extends to the central hole of the inner wheel 6d, and is attached to the inner wheel 6d via a bearing 61. Therefore, the position of the inner wheel 6d does not move relative to the shaft delivery mechanism 16n, but is rotatable with respect to the shaft delivery mechanism 16n.

  One end portion of the suspension absorber AB and one end portion of the lower arm LA are attached to the inner end portion of the shaft delivery mechanism portion 16n in the vehicle width direction. The other end of the absorber AB and the other end of the lower arm LA are attached to the vehicle body BD. Therefore, the shaft delivery mechanism 16n (and thus the inner wheel 6d) is attached to the vehicle body BD via the absorber AB and the lower arm LA.

  When the rack 16u and the bearing 16t move to the outside in the vehicle width direction through the speed reduction mechanism 16y and the pinion 16v by the rotational driving force of the motor 16x, the outer connecting shaft 16p extends to the outside in the vehicle width direction, and the outer wheel 6e becomes the inner wheel. 6d, the rim width of the wheel 6a is widened and the height of the tire 6b is lowered. On the other hand, when the rack 16u and the bearing 16t move inward in the vehicle width direction through the speed reduction mechanism 16y and the pinion 16v by the rotational driving force of the motor 16x, the outer connecting shaft 16p contracts inward in the vehicle width direction, and the outer wheel 6e The inner wheel 6d slides inward in the vehicle width direction, the rim width of the wheel 6a is reduced, and the height of the tire 6b is increased. At this time, the constant velocity joint 16q absorbs the expansion and contraction of the outer connecting shaft 16p.

  The behavior control device 11 cannot control the rotational speed of each wheel as in the in-wheel motor system of the first embodiment, but the right front wheel 16A, the left front wheel 16B on the driven wheel side, and the driving wheel side The right rear wheel 16C and the left rear wheel 16D have a mechanism that rotates at the same rotational speed. Therefore, by providing a difference between the diameters of the left and right wheels, the vehicle turns to the smaller diameter side.

  The operation of the behavior control device 11 will be described with reference to FIGS. 1, 5, and 6. Here, the operation of the behavior control device 11 when the vehicle turns right in accordance with the driver's steering operation from straight ahead will be described.

  When traveling straight, in the behavior control apparatus 11, the right wheels 16A and 16C and the left wheels 16B and 16D have the same relatively small radius, and the right front wheel 16A and the left front wheel 16B and the right rear wheel 16C and the left are driven by the connecting shaft 16m and the drive shaft. The rear wheel 16D rotates at the same rotational speed and travels straight. At this time, the driver operates the steering wheel clockwise, and the steering angle of the steering wheel changes from zero. The steering angle sensor 2 detects the steering angle of the steering wheel, and transmits the detected value to the ECU 7 as a steering angle signal.

  The ECU 7 receives the steering angle signal from the steering angle sensor 2 at regular intervals, and determines the steering direction as the right direction from the steering angle. Then, the ECU 7 determines the turning inner wheels as the right wheels 16A and 16C and the turning outer wheels as the left wheels 16B and 16D from the right steering direction, and sets the radii of the turning outer wheels 16B and 16D according to the magnitude of the steering angle. Then, the ECU 7 sets the rim width according to the set radius, and sets the motor torque necessary to achieve the set rim width. Further, the ECU 7 sets a target current necessary for generating the set motor torque in each motor 16x, and supplies current to each motor 16x of the turning outer wheels 16B and 16D from the motor drive circuit so that the target current is obtained. To do. At this time, no current is supplied to the motors 16x of the inner turning wheels 16A and 16C.

  The motors 16x in the turning outer wheels 16B and 16D generate motor torque corresponding to the supplied current and are driven to rotate. The rotation of the motor 16x is transmitted to the pinion 16v via the speed reduction mechanism 16y, and rotates the pinion 16v. The rotation of the pinion 16v is transmitted to the rack 16u, and moves the rack 16u to the inside in the vehicle width direction. As the rack 16u moves, the bearing 16t also moves inward in the vehicle width direction. As the bearing 16t moves, the outer connecting shaft 16p and the outer drive shaft move inward in the vehicle width direction, and the axial lengths of the outer connecting shaft 16p and the outer drive shaft become shorter. Changes in the axial lengths of the outer connecting shaft 16p and the outer drive shaft are absorbed by the constant velocity joint 16q. By the movement of the outer connecting shaft 16p and the outer drive shaft, the outer wheel 6e slides inward in the vehicle width direction with respect to the inner wheel 6d.

  Due to the sliding movement of the outer wheel 6e, the rim width of each wheel 6a of the turning outer wheels 16B, 16D becomes narrower than that during straight travel, and the radius of the turning outer wheels 16B, 16D becomes larger. The radius of the turning outer wheels 16B, 16D increases as the steering angle increases. At this time, the radii of the turning inner rings 16A and 16C are fixed to the radii when traveling straight.

  As the radius of the turning outer wheels 16B and 16D becomes larger than that during straight travel, a difference occurs between the radius of the turning inner wheels 16A and 16C and the radius of the turning outer wheels 16B and 16D. Further, the right wheel 16A and the left wheel 16B are rotated at the same rotational speed by the connecting shaft 16m, and the right wheel 16C and the left wheel 16D are rotated at the same rotational speed by the drive shaft. Therefore, the vehicle turns in the direction of the turning inner wheels 16A and 16C due to the difference in radius between the left and right wheels and the same speed rotation. At this time, the turning radius decreases as the difference between the left and right wheel radii increases.

  The behavior control apparatus 11 has the same effects as the behavior control apparatus 1 according to the first embodiment, and also has the following effects. In the behavior control device 11, the right wheel 16A and the left wheel 16B, and the right wheel 16C and the left wheel 16D can be rotated at the same rotational speed by connecting the left and right outer wheels 6e and 6e with the connecting shaft 16m and the drive shaft. . Therefore, the vehicle can turn by generating a radial difference between the right wheel 16A and the left wheel 16B and between the right wheel 16C and the left wheel 16D. Thus, it is not necessary to individually control the rotation speed of each wheel by an in-wheel motor or the like, and driving with one engine is possible.

  In the behavior control device 11, the expansion and contraction of the outer connecting shaft 16p and the outer drive shaft can be absorbed by providing the constant velocity joint 16q on the connecting shaft 16m and the drive shaft. Thus, the outer wheel 6e coupled to the outer connecting shaft 16p and the outer drive shaft can be slid relative to the inner wheel 6d.

  With reference to FIGS. 7-13, the behavior control apparatus 21 which concerns on 3rd Embodiment is demonstrated. FIG. 7 is a configuration diagram of the behavior control apparatus according to the third embodiment. FIG. 8 is a partially broken front view of the left and right wheels on the driven wheel side of the behavior control apparatus according to the third and fifth embodiments. FIG. 9 is a front sectional view of a shaft delivery mechanism portion on the right wheel side according to the third embodiment. FIG. 10 is a tread-invariant mechanism diagram during curve turning according to the third embodiment. FIG. 11 is a tread variable mechanism diagram at the time of curve turning according to the third embodiment. FIG. 12 is a conceptual diagram showing the relationship between the tread and the inner / outer ring load at the time of curve turning according to the third embodiment. FIG. 12 (a) shows a case where the vehicle turns with a conventional vehicle, and FIG. This is a case where the behavior control device according to the third embodiment turns with a variable tread. FIG. 13 is a diagram illustrating a change in tire cornering power with respect to a tire load. In the behavior control apparatus 21, the same code | symbol is attached | subjected about the structure similar to the behavior control apparatus 11 which concerns on 2nd Embodiment, and the description is abbreviate | omitted.

  Compared to the behavior control device 11 according to the second embodiment, the behavior control device 21 moves both the inner wheel and the outer wheel so that the tread can be changed in addition to the rim width. The point that changes is different. Therefore, the behavior control device 21 is provided with an inner wheel movement mechanism in addition to the outer wheel movement mechanism with respect to the behavior control device 11, and in addition to the outer wheel movement control, the behavior control device 21 also performs inner wheel movement control. . The behavior control device 21 includes a steering angle sensor 2, a vehicle speed sensor 3, a stroke sensor 4, a seating sensor 5, a right front wheel 26A, a left front wheel 26B, a right rear wheel 26C, a left rear wheel 26D, a connection mechanism between left and right wheels, and an ECU 27. It has. In the third embodiment, the right front wheel 26A, the left front wheel 26B, the right rear wheel 26C, and the left rear wheel 26D correspond to radius changing means described in the claims.

  Since the connecting mechanism between the left and right wheels and the moving mechanism of the outer wheel are the same as in the second embodiment, the moving mechanism of the inner wheel will be described in detail. Here, the mechanism of the driven wheel (front wheel) will be described, but the drive wheel (rear wheel) has the same configuration as the driven wheel.

  The front wheels 26A and 26B include the same wheel 6a and tire 6b as in the second embodiment. The right front wheel 26A and the left front wheel 26B are connected by the same connecting shaft 16m as in the second embodiment, and rotate at the same rotational speed. Each of the front wheels 26A and 26B includes a shaft delivery mechanism 26n, and the shaft delivery mechanism 26n moves the outer wheel 6e along the vehicle width direction and moves the inner wheel 6d along the vehicle width direction. The rim width of the wheel 6a changes.

  A cylindrical inner wheel control tube 26p is provided along the outer periphery of the outer connecting shaft 16p on the outer side in the vehicle width direction. The inner wheel control tube 26p is the same axis as the outer connecting shaft 16p and is rotatable. The other end of the inner wheel control tube 26p has a bolt shape. A circular hole into which the inner wheel control tube 26p is fitted is formed at the center of the concave bottom of the inner wheel 6d. The other end of each inner wheel control tube 26p, 26p passes through each hole of each inner wheel 6d, 6d, and is bolted and fixed to each inner wheel 6d, 6d by lock washers 26r, 26r.

  The shaft delivery mechanism 26n includes a bearing 16t, a rack 16u, a pinion 16v, and an outer actuator for moving an outer wheel 6e similar to the second embodiment along the vehicle width direction in a cylindrical case 26s. A bearing 26t, a rack 26u, a pinion 26v, and an inner actuator 26w (motor 26x, reduction mechanism 26y) for moving the 16w (motor 16x, reduction mechanism 16y) and inner wheel 6d along the vehicle width direction are provided. In the third embodiment, the outer actuator 16w corresponds to the outer actuator described in the claims, and the inner actuator 26w corresponds to the inner actuator described in the claims.

  The shaft delivery mechanism portion 26n is disposed inside the inner wheel 6d, and the outer connecting shaft 16p is inserted through the entire region, and the inner wheel control tube 26p is inserted outward in the vehicle width direction. In the shaft delivery mechanism 26n, the outer connecting shaft 16p is rotatably supported, and the outer connecting shaft 16p is expanded and contracted along the vehicle width direction by the motor torque (rotational driving force) of the motor 16x, so that the outer wheel 6e is moved to the inner wheel. Slide to 6d. In addition, the shaft delivery mechanism 26n supports the inner wheel control tube 26p in a rotatable manner, and moves the inner wheel control tube 26p along the vehicle width direction by the motor torque (rotational driving force) of the motor 26x. 6d is slid with respect to the outer wheel 6e.

  The bearing 26t, the rack 26u, the pinion 26v, and the inner actuator 26w are the same as the bearing 16t, the rack 16u, the pinion 16v, and the outer actuator 16w, and the vehicle width with respect to the rack 16u, the pinion 16v, and the outer actuator 16w. It is arranged outside in the direction and upside down. An inner wheel control tube 26p is inserted into the inner race of the bearing 26t in place of the outer connecting shaft 16p, and the inner wheel control tube 26p is attached. Therefore, the inner wheel control tube 26p is rotatable. The inner wheel control tube 26p is coupled to the rack 26u through a bearing 26t. The rotation of the motor 26x is transmitted to the pinion 26v via the speed reduction mechanism 26y, and rotates the pinion 26v. The rotation of the pinion 26v is transmitted to the rack 26u, and moves the rack 26u along the vehicle width direction. As the rack 26u moves, the bearing 26t moves, and further, the inner wheel control tube 26p moves along the vehicle width direction.

  When the rack 26u and the bearing 26t move to the outside in the vehicle width direction through the speed reduction mechanism 26y and the pinion 26v by the rotational driving force of the motor 26x, the inner wheel control tube 26p moves to the outside in the vehicle width direction, and the inner wheel 6d The outer wheel 6e slides outward in the vehicle width direction, the rim width of the wheel 6a is reduced, and the height of the tire 6b is increased. On the other hand, when the rack 26u and the bearing 26t move inward in the vehicle width direction through the speed reduction mechanism 26y and the pinion 26v by the rotational driving force of the motor 26x, the inner wheel control tube 26p moves inward in the vehicle width direction, and the inner wheel 6d slides inward in the vehicle width direction with respect to the outer wheel 6e, the rim width of the wheel 6a is widened, and the height of the tire 6b is lowered.

  Therefore, in each wheel 26, the inner wheel 6d and the outer wheel 6e can slide independently in the vehicle width direction. Therefore, in the behavior control device 21, the rim width can be changed in each wheel 26, the tire ground contact center position can be changed, and the tread position and width can also be changed.

  The ECU 27 is an electronic control unit including a CPU, a ROM, a RAM, a motor drive circuit, and the like. In the ECU 27, various sensors such as the steering angle sensor 2 are connected, and detection signals from the various sensors are taken in every certain time. The ECU 27 performs control such as vehicle turning control, travel condition control, roll control, loading status control, motor drive control based on each detection signal, and controls the motors 16x, 26x of the wheels 26A, 26B, 26C, 26D. Drive control. Vehicle turning control includes tread invariant control and tread variable control. Note that the loading status control is the same control as in the first embodiment.

  The vehicle turning control will be described. In the vehicle turning control, as in the first embodiment, the ECU 27 determines whether the vehicle is going straight or turning based on the steering angle. When it is determined that the vehicle travels straight, the ECU 27 sets a rim width in which all the wheels 26A, 26B, 26C, and 26D have the same radius, and the rim width of all the wheels 26A, 26B, 26C, and 26D The motor torques of the motors 16x and 26x are set. It should be noted that the wheel radius when traveling straight is obtained in advance by the vehicle speed or the like, and is set from a map or the like held in the ECU 27.

  When it is determined that the vehicle is turning, the ECU 27 determines the turning direction from the steering angle indicated by the steering angle signal, and sets the radius difference between the turning outer wheel 26 and the turning inner wheel 26 according to the magnitude of the steering angle. The control is divided into tread invariant control and tread variable control. Which control is to be performed may be selected by the driver, may be selected on the vehicle side in accordance with the driving situation, or either control is performed by the vehicle. It may be fixed. The radius difference between the turning outer wheel and the turning inner wheel at the time of turning is obtained in advance according to the steering angle, and is set from a map or the like held in the ECU 27.

  The tread invariant control will be described. When the rim width is changed in order to change the wheel radius at the time of turning, the vehicle behavior at the time of turning can be stabilized by making the tread unchanged. In FIG. 10, as an example of turning on the left curve, the inner wheel 6d of the left wheel 26B is slid outward and the outer wheel 6e is turned without changing the inner wheel 6d and the outer wheel 6e of the right wheel 26A. It shows a case where it is slid inward and turned so as not to change the position and width of the tread. When the radius difference between the turning outer wheel 26 and the turning inner wheel 26 is set, the ECU 27 causes the rim width of the turning inner wheel 26 so that the turning inner wheel 26 and the turning outer wheel 26 have the radius difference and the tread position and width do not change. And the rim width of the turning outer ring 26, and further, the sliding amount of the inner wheel 6d of the turning inner ring 26 and / or the sliding amount of the outer wheel 6e and the sliding amount of the inner wheel 6d of the turning outer ring 26 and / or the outer wheel 6e. Set the slide amount. Here, in order to generate a radius difference and to make the tread unchanged, only the turning inner ring 26 may be changed, only the turning outer ring 26 may be changed, or both the turning inner ring 26 and the turning outer ring 26 may be changed. May be changed. Then, in the ECU 27, each motor according to the sliding amount of the inner wheel 6d of the turning inner ring 26 and / or the sliding amount of the outer wheel 6e and the sliding amount of the inner wheel 6d of the turning outer ring 26 and / or the sliding amount of the outer wheel 6e. A motor torque of 16x and 26x is set. Note that the sliding amount of the turning outer wheel, the inner wheel of the turning inner wheel, and the outer wheel at the time of turning is determined in advance according to the radius difference between the turning outer wheel and the turning inner wheel, and is set from a map or the like held in the ECU 27. To do.

  The tread variable control will be described. When changing the rim width to change the wheel radius during turning, the cornering speed can be improved by increasing the tread outside the turning from the center of gravity of the vehicle and / or decreasing the tread inside the turning from the center of gravity of the vehicle. it can. In FIG. 11, as an example of turning on the left curve, the inner wheel 6d and the outer wheel 6e of the right wheel 26A are slid to the outside by the same amount, and the inner wheel 6d of the left wheel 26B is slid to the inside of the turn and the outer The case is shown in which the wheel 6e is not changed and the tread outside the turn is made larger and the tread inside the turn is made smaller. FIG. 12 (a) shows the tire load LI1 applied to the inner turning wheel and the tire load LO1 applied to the outer turning wheel when the vehicle is turned by a conventional vehicle that steers the wheel. LO1 is applied. Therefore, the load difference between the turning inner wheel and the turning outer wheel is large, the tire cornering power corresponding to the tire load is also increased (see FIG. 13), and the cornering limit speed is suppressed. On the other hand, FIG. 12B shows the tire load LI2 applied to the turning inner wheel and the tire load LO2 applied to the turning outer wheel when turning with the tread outside the turn being large and the tread inside the turn being small as shown in FIG. Since the turning outer wheel moves away from the vehicle center of gravity CG and the turning inner wheel approaches the vehicle center of gravity CG, the tire load LO2 of the turning outer wheel due to centrifugal force is reduced, and a margin to the tire load limit can be made (see FIG. 13). . Therefore, the cornering speed limit speed can be increased. The greatest effect can be obtained by enlarging the tread outside the turn and reducing the tread inside the turn. However, the effect can be obtained only by increasing the tread outside the turn or by reducing the tread inside the turn. .

  When the radius difference between the turning outer wheel 26 and the turning inner wheel 26 is set, the ECU 27 makes the radius difference between the turning inner wheel 26 and the turning outer wheel 26 and increases the tread outside the turning and / or reduces the tread inside the turning. The rim width of the turning inner ring 26 and the rim width of the turning outer ring 26 are set, and the sliding amount of the inner wheel 6d of the turning inner ring 26 and / or the sliding amount of the outer wheel 6e and the sliding amount of the inner wheel 6d of the turning outer ring 26 are set. And / or the sliding amount of the outer wheel 6e is set. Here, in order to generate a radius difference and make the tread variable, only the turning inner ring 26 may be changed, only the turning outer ring 26 may be changed, or the turning inner ring 26 and the turning outer ring 26 may be changed. Both of them may be changed. The tread inside the turning can be reduced by sliding the inner wheel 6d of the turning inner ring 26 to the outside of the turning, and the tread outside the turning can be enlarged by sliding the inner wheel 6d of the turning outer ring 26 to the outside of the turning. Then, in the ECU 27, each motor according to the sliding amount of the inner wheel 6d of the turning inner ring 26 and / or the sliding amount of the outer wheel 6e and the sliding amount of the inner wheel 6d of the turning outer ring 26 and / or the sliding amount of the outer wheel 6e. A motor torque of 16x and 26x is set. Note that the sliding amount of the turning outer wheel, the inner wheel of the turning inner wheel, and the outer wheel at the time of turning is determined in advance according to the radius difference between the turning outer wheel and the turning inner wheel, and is set from a map or the like held in the ECU 27. To do.

  The traveling condition control will be described. Since the tread and rim width can be changed independently, the vehicle state can be set according to the driving conditions from the relationship between the tread and the wheel radius (tire flatness), high speed driving performance, comfort, Steering stability can be improved. The ECU 27 determines high-speed travel, off-road, and the like from the vehicle speed and wheel stroke, similarly to the high-speed travel control and road surface condition control in the first embodiment. Here, the traveling path is determined using car navigation information or the like as necessary. For example, in the case of high speed traveling, the ECU 27 sets the rim width of each wheel 26 so as to have a wide tread and a low center of gravity (small wheel radius), and further, the sliding amount of the inner wheel 6d of each wheel 26 and / or The slide amount of the outer wheel 6e is set. In the case of general off-road driving, the ECU 27 sets the rim width of the wheels 26 so that the wide tread and the minimum ground height increase (the wheel radius is large), and further the sliding amount of the inner wheel 6d of each wheel 26 And / or the sliding amount of the outer wheel 6e is set. In the case of off-road driving such as a narrow forest road, the ECU 27 sets the rim width of the wheels 26 so that the narrow tread and the minimum ground height increase, and further, the sliding amount and / or the outer wheel 6d of each wheel 26. The slide amount of the wheel 6e is set. Further, when the roll is suppressed in the case of off-road traveling such as a narrow forest road, the ECU 27 sets the rim width of the wheel 26 so as to have a narrow tread and a low center of gravity, and further, the inner wheel 6d of each wheel 26 is set. The slide amount and / or the slide amount of the outer wheel 6e is set. Then, the ECU 27 sets the motor torques of the motors 16x and 26x according to the sliding amount of the inner wheel 6d and / or the sliding amount of the outer wheel 6e of each wheel 26, respectively. Note that the sliding amounts of the inner wheel and the outer wheel of each wheel are obtained in advance according to the traveling conditions, and are set from a map or the like held in the ECU 27.

  The roll control will be described. Since the tread can be changed between the front and rear wheels, high-speed running performance can be improved and rolls can be suppressed from the tread of the front and rear wheels. When improving the high-speed traveling performance, the ECU 27 sets the sliding amount of the inner wheel 6d and / or the sliding amount of the outer wheel 6e of each wheel 26 so that the front wheel side wide tread and the rear wheel side wide tread are obtained. When suppressing the roll on the front wheel side, the ECU 27 sets the slide amount of the inner wheel 6d and / or the slide amount of the outer wheel 6e of each wheel 26 so that the front wheel side wide tread and the rear wheel side narrow tread are obtained. When suppressing the roll on the rear wheel side, the ECU 27 sets the slide amount of the inner wheel 6d and / or the slide amount of the outer wheel 6e of each wheel 26 so that the front wheel side narrow tread and the rear wheel side wide tread are obtained. . Then, the ECU 27 sets the motor torques of the motors 16x and 26x according to the sliding amount of the inner wheel 6d and / or the sliding amount of the outer wheel 6e of each wheel 26, respectively. Note that when the roll is suppressed, the turning performance of the vehicle changes. Therefore, it is preferable to adjust the vehicle while considering the characteristics of the vehicle, the road surface condition, personal preferences of the driver, and the like. The sliding amounts of the inner wheel and the outer wheel of each wheel are obtained in advance, and are set from a map or the like held in the ECU 27.

  The motor drive control will be described. When the motor torques of the motors 16x and 26x are set, the ECU 27 sets target currents necessary for generating the set motor torques by the motors 16x and 26x, respectively. Then, the ECU 27 supplies current to each of the motors 16x and 26x from the motor drive circuit so that the target current is obtained. At this time, the motor current or the like actually flowing through the motors 16x and 26x may be detected, and feedback control may be performed so that the set target current is obtained.

  The operation of the behavior control device 21 will be described with reference to FIGS. Here, the operation in the behavior control device 21 when the vehicle turns from straight ahead and turns right according to the driver's steering operation will be described.

  When driving straight, the driver operates the steering wheel clockwise. Then, as in the first embodiment, the ECU 27 determines that the vehicle is turning, and determines that the steering direction is the right direction from the acquired steering angle. Then, the ECU 27 discriminates the turning inner wheels from the right wheels 26A and 26C and the turning outer wheels from the left wheels 26B and 26D from the right steering direction, and determines the difference in radius between the turning inner wheels 26A and 26C and the turning outer wheels 26B and 26D as the steering angle. Set accordingly. Further, in the ECU 27, the rim widths of the turning inner wheels 26A, 26C are set so that the turning inner wheels 26A, 26C and the turning outer wheels 26B, 26D have a difference in radius, the tread outside the turning is large, and the tread inside the turning is small. The rim width of the turning outer wheels 26B and 26D is set, and the sliding amount of the inner wheel 6d of the turning inner wheels 26A and 26C and / or the sliding amount of the outer wheel 6e and the sliding amount of the inner wheel 6d of the turning outer wheels 26B and 26D and / or Alternatively, the sliding amount of the outer wheel 6e is set. For example, the inner wheel 6d and the outer wheel 6e of the turning outer wheels 26B and 26D are slid outward by the same amount (the rim width does not change and the turning outer tread becomes larger), and the inner wheel 6d of the turning inner wheels 26A and 26C turns. The inner wheel 6e is not changed while being slid inward (the rim width is widened and the turning inner tread is reduced). Then, the ECU 27 sets a necessary motor torque in accordance with each set slide amount. Further, the ECU 27 sets a target current necessary for generating the set motor torque in each of the motors 16x and 26x, and supplies a current from the motor drive circuit to the motors 16x and 26x of each wheel 26 so as to obtain the target current. Supply.

  The motor 16x of each wheel 26 generates a motor torque corresponding to the supplied current and rotates. The rotation of the motor 16x is transmitted to the pinion 16v via the speed reduction mechanism 16y, and rotates the pinion 16v. The rotation of the pinion 16v is transmitted to the rack 16u, and moves the rack 16u along the vehicle width direction. As the rack 16u moves, the outer wheel 6e slides relative to the inner wheel 6d.

  The motor 26x of each wheel 26 generates a motor torque corresponding to the supplied current and rotates. The rotation of the motor 26x is transmitted to the pinion 26v via the speed reduction mechanism 26y, and rotates the pinion 26v. The rotation of the pinion 26v is transmitted to the rack 26u, and moves the rack 26u along the vehicle width direction. By the movement of the rack 26u, the inner wheel 6d slides with respect to the outer wheel 6e.

  Due to the sliding movement of the inner wheel 6d and the outer wheel 6e, for example, the inner rim 26A, 26C has a wider rim width than when traveling straight and the tire ground contact center approaches the center of gravity of the vehicle, and the outer rim 26B, 26D has a straight rim width. The tire ground contact center moves away from the center of gravity of the vehicle without changing from the time. Accordingly, the radius of the turning outer wheels 26B and 26D becomes larger than the radius of the turning inner wheels 26A and 26C, and the turning inner tread becomes smaller and the turning outer tread becomes larger.

  As a result, a difference is generated between the radius of the turning inner wheels 26A and 26C and the radius of the turning outer wheels 26B and 26D, and the vehicle turns in the direction of the turning inner wheels 26A and 26C. Further, since the turning inner tread becomes smaller and the turning outer tread becomes larger, the tire load on the turning outer wheels 26B and 26D is reduced. As a result, there is a margin up to the limit load of the turning outer wheels 26B and 26D, and accordingly the cornering speed can be increased.

  The behavior control apparatus 21 has the same effects as the behavior control apparatus 1 according to the first embodiment and the behavior control apparatus 11 according to the second embodiment, and also has the following effects. In the behavior control device 21, since both the outer wheel 6e and the inner wheel 6d can be independently slid along the vehicle width direction, the rim width of each wheel 26 can be changed, and the position and width of the tread itself can be changed. can do.

  Therefore, the behavior control device 21 can stabilize the vehicle behavior by making the tread invariant during the curve turning. Moreover, in the behavior control apparatus 21, by changing the tread during the curve turning, the tire load can be adjusted, tire squealing and skidding can be prevented, and the cornering limit speed can be improved. Moreover, in the behavior control apparatus 21, the vehicle state according to a driving condition can be set by changing the tread and the rim width independently. Moreover, in the behavior control apparatus 21, a roll can be suppressed by changing a tread with front and rear wheels.

  With reference to FIGS. 14-16, the behavior control apparatus 31 which concerns on 4th Embodiment is demonstrated. FIG. 14 is a configuration diagram of a behavior control apparatus according to the fourth embodiment. FIG. 15 is a partially broken plan view of all the wheels of the behavior control apparatus according to the fourth embodiment. 16 is a front sectional view of the shaft delivery mechanism portion on the right wheel side of FIG. In the behavior control device 31, the same components as those in the behavior control device 21 according to the third embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  Compared with the behavior control device 21 according to the third embodiment, the behavior control device 31 can move each wheel in the vehicle front-rear direction in order to make the turning center CC coincide between the front wheel and the rear wheel when turning the curve. Is different. Therefore, the behavior control device 31 is provided with a movement mechanism in the vehicle longitudinal direction of each wheel for the behavior control device 21 and controls the movement of the wheel in the vehicle longitudinal direction when turning the curve. The behavior control device 31 includes a steering angle sensor 2, a vehicle speed sensor 3, a stroke sensor 4, a seating sensor 5, an outer stroke sensor 32, an inner stroke sensor 33, a front and rear movement stroke sensor 34, a right front wheel 36A, a left front wheel 36B, A right rear wheel 36C, a left rear wheel 36D, a connection mechanism between the left and right wheels, and an ECU 37 are provided. In the fourth embodiment, the right front wheel 36A, the left front wheel 36B, the right rear wheel 36C, and the left rear wheel 36D correspond to radius changing means described in the claims.

  The outer stroke sensor 32 is a sensor that detects a stroke of the outer connecting shaft 16p coupled to the outer wheel 6e in each wheel (and consequently a slide of the outer wheel 6e). The outer stroke sensor 32 transmits the detected stroke to the ECU 37 as an outer stroke signal. In FIG. 14, one outer stroke sensor 32 is not drawn, but it is provided for each wheel, and the outer stroke signal from the outer stroke sensor 32 for each wheel is transmitted to the ECU 37. The

  The inner stroke sensor 33 is a sensor that detects the stroke of the inner wheel control tube 26p that is coupled to the inner wheel 6d in each wheel (and consequently the sliding of the inner wheel 6d). The inner stroke sensor 33 transmits the detected stroke to the ECU 37 as an inner stroke signal. In FIG. 14, one inner stroke sensor 33 is not drawn. However, the inner stroke sensor 33 is provided for each wheel, and the inner stroke signal from the inner stroke sensor 33 for each wheel is transmitted to the ECU 37. The

  The front-rear movement stroke sensor 34 is a sensor that detects a stroke on the front-rear movement support shaft 36a of the shaft delivery mechanism 36n in each wheel (and thus a stroke of the wheel 36 in the vehicle front-rear direction). The front / rear movement stroke sensor 34 transmits the detected stroke to the ECU 37 as a front / rear movement stroke signal. In FIG. 14, one stroke sensor 34 for back and forth movement is not drawn, but each wheel is provided, and the ECU 37 receives a stroke signal for back and forth movement from the stroke sensor 34 for back and forth movement of each wheel. Each is sent.

  Since the outer wheel and inner wheel moving mechanism is the same as that of the third embodiment, a part of the moving mechanism of the wheel in the longitudinal direction of the vehicle and the connecting mechanism between the left and right wheels will be described in detail. Here, the mechanism of the driven wheel (front wheel) will be described, but the drive wheel (rear wheel) has the same configuration as the driven wheel.

  The front wheels 36A and 36B include the same wheel 6a and tire 6b as in the third embodiment. The right front wheel 36A and the left front wheel 36B are connected by a connecting shaft 36m and rotate at the same rotational speed. Each of the front wheels 36A and 36B includes a shaft delivery mechanism 36n, and the shaft delivery mechanism 36n moves the outer wheel 6e along the vehicle width direction and moves the inner wheel 6d along the vehicle width direction. The rim width of the wheel 6a changes. Furthermore, each front wheel 36A, 36B is moved in the vehicle front-rear direction by the shaft delivery mechanism 36n.

  An end portion on the inner side in the vehicle width direction of the shaft delivery mechanism portion 36n is supported by a longitudinally moving support shaft 36a so as to be rotatable in the vehicle vertical direction and movable in the vehicle longitudinal direction. The front-rear movement support shaft 36a has a thin columnar shape and is disposed along the vehicle front-rear direction. The front / rear movement support shaft 36a has a length with a little margin before and after the range in which the wheels 36 can move in the vehicle front-rear direction, and a part of the support shaft 36a is inserted through the shaft delivery mechanism 36n in the vehicle front-rear direction. . The front and rear movement support shaft 36a has a front end attached to one end of the suspension arm 36b and a rear end attached to the suspension arm 36c. The other ends of the suspension arms 36b and 36c are attached to the vehicle body so as to be rotatable in the vehicle vertical direction.

  The shaft delivery mechanism 36n includes a bearing 16t, a rack 16u, a pinion 16v, and an outer actuator for moving an outer wheel 6e similar to the third embodiment along the vehicle width direction in a cylindrical case 36s. 16w (motor 16x, speed reduction mechanism 16y) and bearing 26t for moving the inner wheel 6d along the vehicle width direction, rack 26u, pinion 26v, inner actuator 26w (motor 26x, speed reduction mechanism 26y) and wheel 36 are moved back and forth. A rack 36u, a pinion 36v, and a forward / backward movement actuator 36w (motor 36x, speed reduction mechanism 36y) for movement along the movement support shaft 36a are provided. In the fourth embodiment, the back-and-forth movement support shaft 36a corresponds to the support portion described in the claims, and the back-and-forth movement actuator 36w corresponds to the back-and-forth movement actuator described in the claims. .

  The shaft delivery mechanism portion 36n is disposed inside the inner wheel 6d, and the outer connecting shaft 16p is inserted in the vehicle width direction inside, and the inner wheel control tube 26p is inserted in the vehicle width direction outer side, and below the outer connecting shaft 16p. The support shaft 36a for longitudinal movement is inserted through the vehicle in the longitudinal direction. In the shaft delivery mechanism 36n, the outer connecting shaft 16p is rotatably supported, and the outer connecting shaft 16p is expanded and contracted along the vehicle width direction by the motor torque (rotational driving force) of the motor 16x, so that the outer wheel 6e is moved to the inner wheel. Slide to 6d. The shaft delivery mechanism 36n supports the inner wheel control tube 26p in a rotatable manner, and moves the inner wheel control tube 26p along the vehicle width direction by the motor torque (rotational driving force) of the motor 26x. 6d is slid with respect to the outer wheel 6e. Furthermore, the shaft delivery mechanism 36n is supported by a support shaft 36a for longitudinal movement so that the inner side in the vehicle width direction is movable in the longitudinal direction of the vehicle and is rotatable in the vertical direction of the vehicle, and is supported by the motor torque (rotational driving force) of the motor 36x. It moves along the support shaft 36a for movement. Thereby, each wheel 36 moves in the vehicle front-rear direction. Since the periphery of the wheel generally has a margin in the front-rear direction compared to the vehicle width direction, the wheel can be moved in the front-rear direction by utilizing the space in the front-rear direction around the wheel.

  The rack 36u is attached to the lower surface of the longitudinal movement support shaft 36a over the entire area of the longitudinal movement support shaft 36a. Therefore, a part of the rack 36u is inserted through the inside of the shaft delivery mechanism 36n together with the support shaft 36a for forward and backward movement.

  A pinion 36v is disposed on the other surface side of the rack 36u, and the pinion gear meshes with the rack gear. The rotational driving force of the motor 36x is transmitted to the pinion 36v through the speed reduction mechanism 36y. The pinion 36v, the motor 36x, and the speed reduction mechanism 36y are provided in a fixed position in the case 36s.

  The rotation of the motor 36x is transmitted to the pinion 36v via the speed reduction mechanism 36y, and rotates the pinion 36v. By the rotation of the pinion 36v, the pinion 36v moves in the vehicle front-rear direction along the rack 36u. Along with this movement, the shaft delivery mechanism 36n moves in the vehicle front-rear direction.

  When turning a curve, the right front wheel 36A, the left front wheel 36B, the right rear wheel 36C, and the left rear wheel 36D are positioned at different positions in the vehicle front-rear direction. Therefore, at the time of turning, the central connecting shaft 36o of the connecting shaft 36m is inclined in the vehicle front-rear direction. Therefore, the constant velocity joint 36q has a function similar to that of the constant velocity joint 16q according to the second embodiment, and also has a function of absorbing changes in all directions (at least in the vehicle longitudinal direction) of the central coupling shaft 36o. Have. Accordingly, the connecting shaft 36m rotates at the same rotational speed over the entire area via the central connecting shaft 36o and the left and right constant velocity joints 36q and 36q.

  The ECU 37 is an electronic control unit including a CPU, a ROM, a RAM, a motor drive circuit, and the like. In the ECU 37, various sensors such as the steering angle sensor 2 are connected, and detection signals from the various sensors are taken in at regular intervals. Then, the ECU 37 performs control such as vehicle turning control, travel condition control, roll control, loading status control, motor drive control based on each detection signal, and each of the motors 16x, 26x, 36D of the wheels 36A, 36B, 36C, 36D. 36x is driven and controlled. The traveling condition control, roll control, and loading status control are the same controls as in the third embodiment.

  The vehicle turning control will be described. In the vehicle turning control, both of the tread invariant control and the tread variable control are set for the slide amount of the inner wheel 6d and the outer wheel 6e of each wheel 36, and the third control is set for the motor torque of each of the motors 16x and 26x. The control is the same as in the embodiment. Furthermore, the turning performance of the vehicle can be improved by intersecting the turning center CC of the front and rear wheels and the turning center CC of the rear wheel at one point. Therefore, in vehicle turning control, control for moving the wheel 36 in the vehicle front-rear direction is performed.

  When the motor torques of the motors 16x and 26x are set, the ECU 37 sets the axis of the turning inner ring 36 so that the turning inner ring 36 is rearward of the turning outer wheel 36 in the front wheel so that the turning centers CC of the front and rear wheels coincide. The amount of movement in the front-rear direction of the delivery mechanism 36n and / or the amount of movement in the front-rear direction of the shaft delivery mechanism 36n of the turning outer ring 36 is set, and the turning inner wheel 36 is turned forward with respect to the turning outer wheel 36 at the rear wheel. The longitudinal movement amount of the shaft delivery mechanism 36n of the inner ring 36 and / or the longitudinal movement amount of the shaft delivery mechanism 36n of the turning outer ring 36 are set. Here, in order to match the turning center CC, only the turning inner wheel 36 may be changed, only the turning outer wheel 36 may be changed, or both the turning inner wheel 36 and the turning outer wheel 36 may be changed. Good. Specifically, in the ECU 37, for each wheel 36, the inner wheel 6 d indicated by the stroke of the outer wheel 6 e indicated by the outer stroke signal from the outer stroke sensor 32 and the inner stroke signal supplied from the inner stroke sensor 33. The actual wheel radius is calculated based on the stroke, and the actual radius difference between the left and right wheels 36 is calculated. Further, the ECU 37 considers the stroke of the support shaft 36a for front / rear movement of the actual wheel 36 (shaft sending mechanism 36n) indicated by the front / rear movement stroke signal from the front / rear movement stroke sensor 34, and takes into account the left and right wheels of the front and rear wheels. Based on the difference in radius between the front and rear wheels 36, 36, the front-rear movement amount of the turning inner wheel 36 and / or the outer turning wheel 36 is set, and the front-rear movement amount of the turning inner wheel 36 and / or the turning outer wheel 36 on the rear wheel side is set. Set. Then, in the ECU 37, the motors of the motors 36x according to the front-rear direction movement amount of the turning inner wheel 36 and / or the outer turning wheel 36 on the front wheel side and the front-rear direction movement amount of the turning inner wheel 36 and / or the outer turning wheel 36 on the rear wheel side. Set each torque. Note that the amount of movement in the front-rear direction of the turning inner wheel and the turning outer wheel at the time of turning is obtained in advance according to the radial difference between the left and right wheels, and is set from a map or the like held in the ECU 37.

  The motor drive control will be described. The motor drive control is the same as that in the third embodiment for the motors 16x and 26x. Further, when the motor torque of each motor 36x is set, the ECU 37 sets a target current necessary for generating the set motor torque by each motor 36x. The ECU 37 supplies current to each motor 36x from the motor drive circuit so that the target current is obtained. At this time, the motor current actually flowing in the motors 16x, 26x, and 36x may be detected, and feedback control may be performed so that the set target current is obtained, or the strokes from the stroke sensors 32, 33, and 34 may be performed. You may perform feedback control using.

  Note that other mechanisms may be applied as the mechanism for moving the wheel 36 in the vehicle longitudinal direction. For example, as shown in FIG. 17, a longitudinally moving support shaft 36a ′ (corresponding to a support portion described in claims) that is rotatably attached to the suspension arms 36b ′ and 36c ′ is a helical serration (male thread). And an internal thread member that meshes with the helical serration is provided in the shaft delivery mechanism 36n ′, and the longitudinal movement support shaft 36a ′ is an actuator 36w ′ (motor, speed reduction mechanism) (the longitudinal movement actuator described in the claims). The shaft delivery mechanism 36n ′ (wheel 36) is moved in the vehicle front-rear direction. Further, as shown in FIG. 18, each end of the suspension arms 36b ″ and 36c ″ is rotatable in a horizontal plane, and a longitudinally moving support shaft 36a (corresponding to the support portion described in the claims) and the suspension. The arm 36b ″, 36c ″ constitutes a link mechanism (corresponding to the link mechanism described in the claims), and an actuator 36w ″ (motor, deceleration mechanism) (corresponding to the link mechanism actuator described in the claims). As a result, one end of the suspension arm 36c ″ is rotated, and the shape of the link mechanism is changed to move the shaft delivery mechanism 36n ″ (wheel 36) in the vehicle longitudinal direction.

  The operation of the behavior control device 31 will be described with reference to FIGS. Here, the operation in the behavior control device 31 when the vehicle turns right from the straight line according to the steering operation of the driver will be described. In addition, since operation | movement until it carries out slide movement control of the inner wheel 6d and the outer wheel 6e performs the operation | movement similar to 3rd Embodiment, operation | movement after it is demonstrated.

  When the motor torque of each motor 16x, 26x is set and current is supplied to the motor 16x, 26x of each wheel 36, the outer wheel 6e slides relative to the inner wheel 6d and / or the inner wheel 6d is moved to the outer wheel. Slide to 6e. The outer stroke sensor 32 detects the stroke of the outer wheel 6 e and transmits an outer stroke signal indicating this stroke to the ECU 37. The inner stroke sensor 33 detects the stroke of the inner wheel 6d, and transmits an outer stroke signal indicating this stroke to the ECU 37. Further, the longitudinal movement stroke sensor 34 detects the longitudinal stroke of the wheel 36 and transmits a longitudinal movement stroke signal indicating the stroke to the ECU 37.

  In the ECU 37, the wheel radius is obtained from the strokes of the inner wheel 6e and the outer wheel 6e acquired for each wheel 36, and the radius difference between the left and right wheels 36, 36 is obtained. Then, in the ECU 37, the turning inner wheel on the front wheel side based on the radial difference between the left and right wheels 36, 36 of the front and rear wheels with reference to the obtained longitudinal stroke of the wheel 36 so that the turning centers CC of the front and rear wheels coincide. The front-rear direction movement amount of 36A and / or the front-rear direction movement amount of the turning outer wheel 36B, the front-rear direction movement amount of the turning inner wheel 36C on the rear wheel side, and / or the front-rear direction movement amount of the turning outer wheel 36D are set. For example, the front-rear direction moving amount for moving only the turning inner wheel 36A rearward is set on the front wheel side, and the front-rear direction moving amount for moving only the turning inner wheel 36C forward is set on the rear wheel side. Then, the ECU 37 sets a necessary motor torque in accordance with the set amount of movement in the front-rear direction. Further, the ECU 37 sets a target current necessary for generating the set motor torque by each motor 36x, and supplies the current from the motor drive circuit to the motor 36x of each wheel 36 so as to be the target current.

  The motor 36x of each wheel 36 generates a motor torque corresponding to the supplied current and rotates. The rotation of the motor 36x is transmitted to the pinion 36v via the speed reduction mechanism 36y, and rotates the pinion 36v. When the pinion 36v rotates, the pinion 36v moves in the vehicle front-rear direction along the rack 36u. As the pinion 36v moves, the shaft delivery mechanism 36n (and thus the wheel 36) moves in the vehicle front-rear direction.

  By moving the wheels 36 in the longitudinal direction of the vehicle, the front turning inner wheel 36A is located behind the turning outer wheel 36B, and the front turning inner wheel 36C is located behind the turning outer wheel 36D. As a result, the turning center CC of the front wheels 36A and 36B and the turning center CC of the rear wheels 36C and 36D coincide.

  The behavior control device 31 has the same effects as those of the third embodiment, and also has the following effects. Since the behavior control device 31 can move each wheel 36 in the longitudinal direction of the vehicle, the turning center CC of the front wheels 36A and 36B and the turning center CC of the rear wheels 36C and 36D can intersect at one point. Vehicle turning performance can be improved.

  A behavior control apparatus 41 according to a fifth embodiment will be described with reference to FIGS. 1, 8, and 19. FIG. 19 is a front sectional view of the shaft delivery mechanism portion on the right wheel side according to the fifth embodiment. In addition, in the behavior control apparatus 41, about the structure similar to the behavior control apparatus 21 which concerns on 3rd Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  Compared with the behavior control device 21 according to the third embodiment, the behavior control device 41 uses a single actuator to simplify the mechanism and control for sliding the inner wheel 6d and the outer wheel 6e. The difference is that the wheel 6d and the outer wheel 6e are slid. Therefore, the behavior control device 41 is different from the behavior control device 21 in that the mechanism includes a mechanism capable of sliding the inner wheel 6d and the outer wheel 6e with a single actuator. Perform movement control. The behavior control device 41 includes a steering angle sensor 2, a vehicle speed sensor 3, a stroke sensor 4, a seating sensor 5, a right front wheel 46A, a left front wheel 46B, a right rear wheel 46C, a left rear wheel 46D, a connection mechanism between left and right wheels, and an ECU 47. It has. In the fifth embodiment, the right front wheel 46A, the left front wheel 46B, the right rear wheel 46C, and the left rear wheel 46D correspond to radius changing means described in the claims.

  Since the connection mechanism between the left and right wheels is the same as that of the third embodiment, the outer wheel and inner wheel moving mechanism will be described in detail. Here, the mechanism of the driven wheel (front wheel) will be described, but the drive wheel (rear wheel) has the same configuration as the driven wheel.

  The front wheels 46A and 46B are provided with the same wheel 6a and tire 6b as in the third embodiment. The right front wheel 46A and the left front wheel 46B are connected by the same connecting shaft 16m as in the third embodiment, and rotate at the same rotational speed. Each of the front wheels 46A and 46B includes a shaft delivery mechanism 46n, and the shaft delivery mechanism 46n causes the outer wheel 6e and the inner wheel 6d to move along the vehicle width direction, thereby changing the rim width of the wheel 6a. To do.

  The shaft feed mechanism 46n moves a bearing 46a, a support base 46b, a rack 46c, and an inner wheel 6d for moving the outer wheel 6e along the vehicle width direction along the vehicle width direction within the cylindrical case 46s. The bearing 46d, the support base 46e, and the rack 46f are provided, and the pinion 46v and the actuator 46w (motor 46x, speed reduction mechanism (not shown)) for driving these two mechanisms in the vehicle width direction are provided. In the fifth embodiment, the pinion 46v corresponds to the gear described in the claims, and the actuator 46w corresponds to the gear actuator described in the claims.

  The shaft delivery mechanism 46n is disposed inside the inner wheel 6d, and the outer connecting shaft 16p is inserted through the inner wheel 6d and the inner wheel control tube 26p is inserted through the outer side in the vehicle width direction. In the shaft delivery mechanism 46n, the outer connecting shaft 16p and the inner wheel control tube 26p are rotatably supported, and the outer connecting shaft 16p is expanded and contracted along the vehicle width direction by the motor torque (rotational driving force) of the motor 46x. The inner wheel control tube 26p is moved along the vehicle width direction, and the outer wheel 6e and the inner wheel 6d are simultaneously slid in the opposite directions.

  The outer connecting shaft 16p is inserted into the inner race of the bearing 46a, and the outer connecting shaft 16p is attached. One surface of the rack 46c (the same surface as the surface of the rack gear) is attached to the upper end portion of the outer race of the bearing 46a via the support base 46b. Accordingly, the outer connecting shaft 16p is coupled to the rack 46c via the bearing 46a and the support base 46b. The bearing 46a, the support base 46b, and the rack 46c are provided in the case 46s so as to be movable along the vehicle width direction. In the fifth embodiment, the outer connecting shaft 16p corresponds to the outer rotating shaft described in the claims.

  The inner wheel control tube 26p is inserted into the inner race of the bearing 46d, and the inner wheel control tube 26p is attached. One surface of the rack 46f (the same surface as the surface of the rack gear) is attached to the lower end portion of the outer race of the bearing 46d via a support base 46e. Therefore, the inner wheel control tube 26p is coupled to the rack 46f via the bearing 46d and the support base 46e. The bearing 46d, the support base 46e, and the rack 46f are provided in the case 46s so as to be movable along the vehicle width direction. In the fifth embodiment, the inner wheel control tube 26p corresponds to the inner rotating shaft described in the claims.

  The bearing 46a is disposed on the inner side in the vehicle width direction, and the bearing 46d is disposed on the outer side in the vehicle width direction. The rack gears of the rack 46c and the rack 46f face each other. The rack 46c has a sufficient length on the outer side in the vehicle width direction so that a portion facing the rack 46f remains even when the rack 46c moves most inside in the vehicle width direction. The rack 46f has a sufficient length on the inner side in the vehicle width direction so that a portion facing the rack 46c remains even when the rack 46f moves most outward in the vehicle width direction.

  A pinion 46v is disposed between the rack 46c and the rack 46f, and the pinion gear meshes with the rack gear. The rotational driving force of the motor 46x is transmitted to the pinion 46v through the speed reduction mechanism. The pinion 46v, the motor 46x, and the speed reduction mechanism are provided in a fixed position in the case 46s. The support bases 46b and 46e have a height that adjusts the interval between the racks 46c and 46f so that the rack gear and the pinion gear can mesh well when the pinion 46v is disposed between the two racks 46c and 46f. .

  The rotation of the motor 46x is transmitted to the pinion 46v through the speed reduction mechanism, and rotates the pinion 46v. The rotation of the pinion 46v is transmitted to the two racks 46c and 46f, and moves the two racks 46c and 46f along the vehicle width direction. As the two racks 46c and 46f move, the bearings 46a and 46d move, respectively, and the outer connecting shaft 16p moves in the vehicle width direction and the inner wheel control tube 26p moves in the vehicle width direction.

  When the motor 46x rotates in one direction (clockwise in the example of FIG. 19), the rack 46c and the bearing 46a (and thus the outer connecting shaft 16p) move outward in the vehicle width direction, and the rack 46f and the bearing 46d (and thus The inner wheel control tube 26p) moves inward in the vehicle width direction. Along with this, the outer wheel 6e slides outward in the vehicle width direction, and the inner wheel 6d slides inward in the vehicle width direction, the rim width of the wheel 6a increases and the height of the tire 6b decreases.

  When the motor 46x rotates in the other direction (counterclockwise in the example of FIG. 19), the rack 46c and the bearing 46a (and thus the outer connecting shaft 16p) move inward in the vehicle width direction, and the rack 46f and the bearing 46d (and thus The inner wheel control tube 26p) moves outward in the vehicle width direction. Along with this, the outer wheel 6e slides inward in the vehicle width direction and the inner wheel 6d slides outward in the vehicle width direction, so that the rim width of the wheel 6a is reduced and the height of the tire 6b is increased.

  The inner wheel 6d and the outer wheel 6e have the same sliding amount and are in the opposite direction as the sliding direction. Even when the rim width of each wheel 46 changes, the tire ground contact center of the wheel 46 does not change and the tread does not change.

  The ECU 47 is an electronic control unit that includes a CPU, a ROM, a RAM, a motor drive circuit, and the like. In the ECU 47, various sensors such as the steering angle sensor 2 are connected, and detection signals from the various sensors are taken in every certain time. Then, the ECU 47 performs control such as vehicle turning control, high-speed traveling control, road surface condition control, loading condition control, motor drive control based on each detection signal, and drives each motor 6x of the wheels 46A, 46B, 46C, 46D. Control.

  In vehicle turning control, high-speed traveling control, road surface state control, and loading state control, the same control as in the first embodiment is performed until the rim width is set. In the ECU 47, when the rim width of each wheel 46 is set, the motor torque of each motor 46x is set so that the inner wheel 6d and the outer wheel 6e slide the same amount in the opposite directions to reach the rim width. In the motor drive control, the same control as in the first embodiment is performed. When turning the vehicle, only the turning outer wheel may be controlled so that the rim width becomes narrow, only the turning inner wheel may be controlled so that the rim width becomes wide, or the rim width of the turning outer wheel may be controlled. It may be controlled so that the rim width of the turning inner ring becomes narrower as well as becomes narrower.

  With reference to FIGS. 1, 8, and 19, the operation of the behavior control device 41 will be described. Here, the operation in the behavior control device 41 when the vehicle turns right from the straight line according to the steering operation of the driver will be described.

  When driving straight, the driver operates the steering wheel clockwise. Then, as in the first embodiment, the ECU 47 determines that the vehicle is turning, and determines the steering direction as the right direction from the acquired steering angle. Then, the ECU 47 discriminates the turning inner wheel from the right wheels 46A and 46C and the turning outer wheel from the left wheels 46B and 46D from the right steering direction, and determines the difference in radius between the turning inner wheels 46A and 46C and the turning outer wheels 46B and 46D. Set accordingly. Further, the ECU 47 sets the rim width of the turning inner wheels 46A and 46C and / or the rim width of the turning outer wheels 46B and 46D so that the turning inner wheels 46A and 46C and the turning outer wheels 46B and 46D have a difference in radius. Set the motor torque required to achieve the set rim width. Further, the ECU 47 sets a target current necessary for generating the set motor torque by each motor 46x, and supplies the current from the motor drive circuit to the motor 46x of each wheel 46 so as to be the target current.

  Here, a case where only the rim width of the turning outer wheels 46B and 46D is reduced will be described. The motors 46x in the turning outer wheels 46B and 46D generate motor torque corresponding to the supplied current and are driven to rotate. The rotation of the motor 46x is transmitted to the pinion 46v through the speed reduction mechanism, and rotates the pinion 46v. The rotation of the pinion 46v is transmitted to the two racks 46c and 46f, and moves the rack 46c to the inside in the vehicle width direction and moves the rack 46f to the outside in the vehicle width direction.

  As the rack 46c moves, the bearing 46a also moves inward in the vehicle width direction. As the bearing 46a moves, the outer connecting shaft 16p moves inward in the vehicle width direction, and the axial length of the outer connecting shaft 16p becomes shorter. By the movement of the outer connecting shaft 16p, the outer wheel 6e slides inward in the vehicle width direction with respect to the inner wheel 6d.

  On the other hand, as the rack 46f moves, the bearing 46d also moves outward in the vehicle width direction. As the bearing 46d moves, the inner wheel control tube 26p moves outward in the vehicle width direction, and the inner wheel control tube 26p moves outward. By the movement of the inner wheel control tube 26p, the inner wheel 6d slides to the outer side in the vehicle width direction with respect to the outer wheel 6e.

  Due to the sliding movement of the outer wheel 6e and the sliding movement of the inner wheel 6d, the rim width of each wheel 6a of the turning outer wheels 46B and 46D becomes narrower than that during straight travel, and the radius of the turning outer wheels 46B and 46D becomes larger. Due to the difference in radius between the left and right wheels, the vehicle turns in the direction of the turning inner wheels 46A and 46C.

  The behavior control apparatus 41 has the same effects as the behavior control apparatus 1 according to the first embodiment and the behavior control apparatus 11 according to the second embodiment, and also has the following effects. In the behavior control device 41, since both the outer wheel 6e and the inner wheel 6d can be slid along the vehicle width direction, the tread can be made unchanged during turning, and the vehicle behavior can be stabilized. .

  Further, since the behavior control device 41 has a mechanism for sliding the outer wheel 6e and the inner wheel 6d by one actuator 46w, the mechanism can be simplified and the control can be simplified. Therefore, the play of the mechanism can be suppressed as much as possible. Further, it is possible to suppress the unbalance of the slide amount between the outer wheel 6e and the inner wheel 6d due to the error of the slide amount calculation for the outer wheel 6e and the inner wheel 6d, and as a result, it is possible to suppress the rim width defect as much as possible. Furthermore, the number of parts can be reduced, and the size and weight can be reduced.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the first embodiment, the configuration is applied to an in-wheel motor type four-wheel drive vehicle, but may be applied to an in-wheel motor type two-wheel drive vehicle. Further, in the second embodiment, the configuration is applied to a vehicle driven by a rear wheel by an engine, but may be applied to a vehicle driven by a motor, or a vehicle driven by a front wheel or four wheels by an engine or the like. You may apply to. In the third embodiment, the mechanism for sliding both the inner wheel and the outer wheel is applied to a vehicle driven by a rear wheel by an engine, but may be applied to a vehicle driven by a motor, The present invention may be applied to a front-wheel drive or four-wheel drive vehicle such as an engine, or may be applied to an in-wheel motor type four-wheel drive or two-wheel drive vehicle. In the fourth embodiment, the mechanism for moving the wheels in the vehicle front-rear direction is applied to the rear-wheel drive vehicle using the engine. However, the mechanism may be applied to a motor-driven vehicle, or depending on the engine or the like. The present invention may be applied to a front-wheel drive or four-wheel drive vehicle, or may be applied to an in-wheel motor type four-wheel drive or two-wheel drive vehicle. In the fifth embodiment, the mechanism for sliding both the inner wheel and the outer wheel by one actuator is applied to a vehicle driven by a rear wheel by an engine. However, the mechanism is applied to a vehicle driven by a motor. Alternatively, the present invention may be applied to a front-wheel drive or four-wheel drive vehicle such as an engine, or may be applied to an in-wheel motor type four-wheel drive or two-wheel drive vehicle. When the wheel rotation cannot be individually controlled as in the in-wheel motor type, a mechanism for rotating the left and right wheels at the same rotation speed as in the second embodiment is required.

  In this embodiment, in addition to turning control by changing the wheel radius, it is applied to a behavior control device that performs high-speed traveling control, road surface state control, loading state control, traveling condition control, and roll control. The present invention may be applied to a turning device that performs high-speed traveling control, road surface state control, loading state control, traveling condition control, or roll control, or in addition to these, the yaw rate Alternatively, the behavior of the vehicle may be determined based on the lateral acceleration, the stroke of the suspension, and the like, and the control may be applied to stabilize the behavior.

  In the present embodiment, the present invention is applied to the case where the vehicle is turned according to the driver's steering operation. However, when the vehicle is turned by lane keeping, the turning amount of the vehicle is controlled in order to stabilize the behavior of the vehicle. The present invention is also applicable to a case where the vehicle is turned by automatic steering.

  In this embodiment, the road surface condition, the loading condition, and the high speed traveling are detected by various sensors, and the wheel diameter is automatically controlled.However, the driver determines the road surface condition, the loading condition, the high speed traveling, and the like. The driver may input a wheel radius change instruction using a switch or the like, and the wheel diameter may be changed according to the instruction input.

  In this embodiment, the same control is performed on the four-wheel drive vehicle in the first embodiment and the rear-wheel drive vehicle in the second embodiment, but the control suitable for each drive method is performed. Also good. For example, in the case of a rear-wheel drive vehicle, when a large driving force is generated, the rear wheel diameter is controlled to be larger than the front wheel diameter in order to obtain a front-turned vehicle posture that is aerodynamically advantageous. Adjust the vehicle attitude in the pitching direction.

  In this embodiment, the loading situation is determined by whether or not a person is seated in each seat, and the wheel diameter is increased according to the seated position and the vehicle posture is adjusted. The loading status may be determined from the above, or the loading status may be determined from the loading weight of the cargo compartment of the vehicle and the vehicle posture may be adjusted from these loading statuses. For example, when the loading weight of the luggage compartment is heavy, the diameter of the rear wheel is increased and the vehicle posture is adjusted.

  In the present embodiment, the outer wheel is slid with respect to the inner wheel or the inner wheel and the outer wheel are both slid. However, the inner wheel may be slid. In the case of a configuration in which the inner wheel is slid, the effect of suppressing the roll can be obtained by sliding the inner wheel outward and enlarging the tread between the left and right wheels.

  In this embodiment, the inner wheel and the out wheel are provided, and the rim width is variable by sliding the outer wheel with respect to the inner wheel or by sliding both the inner wheel and the outer wheel. The rim width may be variable by this mechanism.

  In the present embodiment, the tire is provided with a tube. However, the tube may be omitted if sufficient airtightness is ensured in the sliding portion between the inner wheel and the outer wheel.

  In the present embodiment, the reinforcing material is provided at a plurality of locations in the tire. However, the reinforcing material may not be provided if the tire has sufficient resistance to deformation.

  In the second to fifth embodiments, the outer connecting shaft and the outer drive shaft are connected to the outer wheel, and the left and right outer wheels are connected by the connecting shaft and the drive shaft. The shaft may be coupled to the inner wheel, and the left and right inner wheels may be coupled by a coupling shaft or a drive shaft.

  In the fourth embodiment, the inner wheel and outer wheel strokes are detected and the wheel radius (radius difference between the left and right wheels) is obtained from each stroke. However, the wheel radius may be directly detected. In addition, the current flowing through the motors 16x and 26x may be detected, and the wheel radius may be obtained from each motor current, or the rotational direction of the motors 16x and 26x and the number of gears rotated may be detected, It is good also as composition which asks for a wheel radius. Further, in the fourth embodiment, the configuration is such that the longitudinal movement amount of the wheel is detected from the stroke along the longitudinal movement support shaft of the shaft delivery mechanism, but the current flowing through the motor 36x is detected and the motor current is detected. The configuration may be such that the longitudinal movement amount of the wheel is obtained, or the rotational direction of the motor 36x and the number of rotated gears are detected, and the longitudinal movement amount of the wheel is obtained from the rotational direction and the number of gears.

It is a block diagram of the behavior control apparatus which concerns on 1st, 2nd and 5th embodiment. It is a partially broken front view of a wheel of a behavior control device concerning a 1st embodiment, (a) is a case where a wheel diameter is small, and (b) is a case where a wheel diameter is large. It is a principle figure of the turning by the radius difference on either side concerning this embodiment. It is a mimetic diagram at the time of seeing the vehicles at the time of vehicles turning concerning this embodiment from back. It is a partially broken front view of the left and right wheels on the driven wheel side of the behavior control device according to the second embodiment. FIG. 6 is a front sectional view of a shaft delivery mechanism on the right wheel side of FIG. 5. It is a block diagram of the behavior control apparatus which concerns on 3rd Embodiment. It is a partially broken front view of the left and right wheels on the driven wheel side of the behavior control apparatus according to the third and fifth embodiments. It is a front sectional view of a shaft delivery mechanism on the right wheel side according to a third embodiment. It is a tread invariant mechanism figure at the time of curve turning concerning a 3rd embodiment. It is a tread variable mechanism figure at the time of curve turning concerning a 3rd embodiment. It is a conceptual diagram which shows the relationship between the tread at the time of the curve turning which concerns on 3rd Embodiment, and an inner and outer ring | wheel load, (a) is a case where it turns with the conventional vehicle, (b) is the case of 3rd implementation. This is a case where the tread is turned by the behavior control device according to the embodiment. It is a figure which shows the change of the tire cornering power with respect to a tire load. It is a block diagram of the behavior control apparatus which concerns on 4th Embodiment. It is a partially broken top view of all the wheels of the behavior control apparatus concerning a 4th embodiment. FIG. 16 is a front sectional view of a shaft delivery mechanism portion on the right wheel side of FIG. 15. It is a partially broken plan view of the left and right wheels on the driven wheel side of the behavior control device showing another example of a mechanism for moving the wheel back and forth. It is a partially broken plan view of the left and right wheels on the driven wheel side of the behavior control device showing another example of a mechanism for moving the wheel back and forth. It is a front sectional view of a shaft delivery mechanism on the right wheel side according to a fifth embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1,11,21,31,41 ... Behavior control apparatus, 2 ... Steering angle sensor, 3 ... Vehicle speed sensor, 4 ... Stroke sensor, 5 ... Seating sensor, 6, 16, 26, 36, 46 ... Wheel, 6A, 16A , 26A, 36A, 46A ... right front wheel, 6B, 16B, 26B, 36B, 46B ... left front wheel, 6C, 16C, 26C, 36C, 46C ... right rear wheel, 6D, 16D, 26D, 36D, 46D ... left rear wheel , 6a ... wheel, 6b ... tire, 6c ... actuator, 6d ... inner wheel, 6e ... outer wheel, 6f ... reinforcement, 6g ... tube, 6h ... motor, 6i ... rod, 6j, 6l ... bearing, 6k ... outer periphery 7, 27, 37, 47 ... ECU, 16m, 36m ... connecting shaft, 16n, 26n, 36n, 36n ', 36n ", 46n ... shaft delivery mechanism, 16o, 36o ... central link Axis, 16p, outer connecting shaft, 16q, 36q, constant velocity joint, 16r, nut, 16s, 26s, 36s, 46s, case, 16t, 26t, 46a, 46d, bearing, 16u, 26u, 36u, 46c, 46f, ... Rack, 16v, 26v, 36v, 46v ... Pinion, 16w, 46w ... Actuator (outer actuator), 16x, 26x, 36x, 46x ... Motor, 16y, 26y, 36y ... Deceleration mechanism, 26p ... Inner wheel control tube, 26r ... Lock washer, 26w ... Inner actuator, 32 ... Outer stroke sensor, 33 ... Inner stroke sensor, 34 ... Stroke sensor for longitudinal movement, 36a, 36a ', 36a "... Support shaft for forward / backward movement, 36b, 36c, 36b ', 36c', 36b ", 36 "... the suspension arm, 36w, 36w ', 36w" ... before and after moving actuator, 46b, 46e ... support base

Claims (19)

Radius setting means for setting the radius of the left and right wheels;
A radius changing means for changing the radius of the wheel according to the wheel rim width,
A vehicle behavior control apparatus characterized in that the radius changing means changes the radius of the left wheel and / or the right wheel in accordance with the radius set by the radius setting means. A turning amount setting means for setting a turning amount of the vehicle;
2. The vehicle behavior control according to claim 1, wherein the radius setting means increases the radius of the turning outer wheel with respect to the radius of the turning inner wheel when the turning amount set by the turning amount setting means is larger than when the turning amount is small. apparatus. The radius changing means includes
A wheel composed of an inner wheel arranged on the inner side in the vehicle width direction and an outer wheel arranged on the outer side,
Pneumatic tires respectively coupled to the rim of the inner wheel and the rim of the outer wheel;
The vehicle behavior control device according to claim 1, further comprising an actuator that slides at least one of the inner wheel and the outer wheel in a vehicle width direction.   4. The vehicle behavior control device according to claim 3, wherein the pneumatic tire has a reinforcing member along an inside thereof.   The vehicle behavior control device according to claim 3 or 4, wherein the pneumatic tire has a tube inside. A central connecting shaft and left and right outer connecting shafts connected to each end of the central connecting shaft via left and right expansion and contraction means, respectively;
The vehicle behavior control device according to any one of claims 3 to 5, wherein the left and right outer connecting shafts are coupled to the inner wheel or the outer wheel.   The vehicle behavior control device according to claim 6, wherein the expansion / contraction means is a constant velocity joint. Comprising left and right racks respectively coupled to the left and right outer connecting shafts via left and right bearings;
The vehicle behavior control device according to claim 6 or 7, wherein the actuator moves the outer connecting shaft along the vehicle width direction via the rack. An inner actuator that slides the inner wheel in the vehicle width direction;
The vehicle behavior control device according to any one of claims 3 to 8, further comprising an outer actuator that slides the outer wheel in a vehicle width direction.   10. The vehicle behavior control device according to claim 9, wherein the inner wheel of the inner turning wheel is slid to the outside of the curve and / or the inner wheel of the outer turning wheel is slid to the outside of the curve when turning the curve. A gear for displacing an outer rotating shaft coupled to the outer wheel and an inner rotating shaft coupled to the inner wheel in a direction opposite to a vehicle width direction;
The vehicle behavior control device according to any one of claims 3 to 8, further comprising: a gear actuator that rotationally drives the gear.   The vehicle according to any one of claims 1 to 11, wherein when turning a curve, at least one of the turning inner wheel and the turning outer wheel is moved in the vehicle longitudinal direction so that the turning centers of the front and rear wheels coincide with each other. Behavior control device. A support unit coupled to the vehicle body and connected to the vehicle movably in the vehicle longitudinal direction, and extending in the vehicle longitudinal direction;
The vehicle behavior control device according to claim 12, further comprising: a front-rear moving actuator that moves a wheel in the vehicle front-rear direction along the support portion. A support connected to the wheel and extending in the vehicle longitudinal direction;
A link mechanism including the support part and capable of moving the support part in the vehicle longitudinal direction by changing its shape;
The vehicle behavior control device according to claim 12, further comprising: a link mechanism actuator that changes a shape of the link mechanism. A wheel composed of an inner wheel arranged on the inner side in the vehicle width direction and an outer wheel arranged on the outer side,
Pneumatic tires respectively coupled to the rim of the inner wheel and the rim of the outer wheel;
A wheel comprising: an actuator that slides at least one of the inner wheel and the outer wheel in a vehicle width direction.   The wheel according to claim 15, wherein the pneumatic tire has a reinforcing member along an inside thereof.   The wheel according to claim 15 or 16, wherein the pneumatic tire has a tube inside. An inner actuator that slides the inner wheel in the vehicle width direction;
The wheel according to any one of claims 15 to 17, further comprising: an outer actuator that slides the outer wheel in a vehicle width direction. A gear for displacing an outer rotating shaft coupled to the outer wheel and an inner rotating shaft coupled to the inner wheel in a direction opposite to a vehicle width direction;
The wheel according to any one of claims 15 to 17, further comprising: a gear actuator that rotationally drives the gear.

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