JP5923428B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle such as an automobile.

Examples of a vehicle body such as an automobile include a monocoque structure in which an outer plate is welded to a plurality of assembled skeleton members, and a chassis structure in which a skeleton member is attached to a chassis base. The vehicle body is required to have collision safety, running performance, and the like, and is generally desired to be formed with high rigidity.
For example, as disclosed in Patent Document 1, it is conceivable to reinforce the skeleton member of the vehicle body using a rigid body such as a sheet metal to improve the rigidity of the vehicle body.

JP 2005-262951 A

However, it cannot be said that a plurality of performances required for a vehicle body, for example, collision safety and running performance, are always compatible.
For example, a front side member as a skeleton member protruding forward from the passenger compartment supports the engine.
For the running performance, the front side member is required to be formed with a high rigidity that can sufficiently support the engine against the cornering force so that the engine is not displaced during cornering.
On the other hand, for collision safety performance, the front side member must be formed so that it can buckle against strong impacts and absorb impacts while securing a certain degree of rigidity. Is required.
In general, the collision safety performance is given priority over the running performance. Driving performance is sacrificed.
Since the strength of the front side member is thus limited, the front side member may be bent or twisted by a strong load during cornering. This distortion of the vehicle body affects driving performance such as operation responsiveness and steering stability.
Such limitation of the rigidity of the vehicle body is not limited to the front side member. The rigidity of the members constituting the vehicle body may be limited due to collision safety performance or the like.
As a result, the vehicle body may be distorted during traveling.

  As described above, the vehicle is required to reinforce the strength of the skeleton member and realize high running performance desired for the vehicle body, for example, high operation responsiveness and steering stability required for a sports vehicle.

  The vehicle according to the present invention is attached to a vehicle body to which an external force according to a traveling state acts during traveling, and adjusts the tension of the plurality of wires according to the traveling state, and a plurality of wires that apply tension to the vehicle body, An actuator that changes the rigidity of the vehicle body, and the plurality of wires are attached to the vehicle body side by side around the skeleton member so as to extend along the skeleton member of the vehicle, and the distortion of the skeleton member according to the running state To control.

  Preferably, the actuator may apply an equal tension to a plurality of wires provided side by side around the skeleton member.

  Preferably, the plurality of wires includes a first wire and a second wire, and the first wire and the second wire are attached to the vehicle body so as to extend along the skeleton member on the opposite side of the skeleton member. Good.

  Preferably, the skeleton member is a front side member, and the first wire and the second wire are provided above and below the front side member.

In the present invention, the wire is attached to the vehicle body, and the actuator adjusts the tension of the wire in accordance with the traveling state. The rigidity of the vehicle body changes according to the traveling state, and the distortion of the vehicle body can be suppressed. It is possible to increase the rigidity of the vehicle body according to the traveling state, and to realize the high traveling performance desired for the vehicle body. For example, high operation responsiveness and steering stability required for a sports vehicle can be realized.
In particular, a plurality of wires are provided and attached to the vehicle body side by side around the skeleton member so as to extend along the skeleton member of the vehicle. Therefore, when the actuator applies, for example, equal tension to the plurality of wires, it is possible to improve the strength of the skeleton member and not to apply a force such as bending stress to the skeleton member. While improving the rigidity of the skeleton member in the tension direction of the plurality of wires, unnecessary force in other directions can be prevented from acting on the skeleton member.

It is the perspective view which looked at the car body of the car concerning the embodiment of the present invention from the slanting upper part. It is the perspective view which looked at the vehicle body of FIG. 1 from diagonally downward. It is a block diagram which shows an example of the rigidity control apparatus of a vehicle body. It is the figure which showed typically the frame member of a vehicle body, and the input part of the external force with respect to a vehicle body. It is a flowchart of the rigidity control of the vehicle body by the rigidity control apparatus of FIG.

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

1 and 2 are perspective views showing a vehicle body 1 of an automobile according to an embodiment of the present invention.
FIG. 1 is a top perspective view of the vehicle body 1. FIG. 2 is a bottom perspective view of the vehicle body 1.
The vehicle body 1 of this embodiment has a monocoque structure in which a plurality of skeleton members are combined and a steel plate is welded to the assembled plurality of skeleton members.

Specifically, the monocoque vehicle body 1 shown in FIGS. 1 and 2 includes, for example, the following skeleton members.
A pair of floor members 13 extending in the front-rear direction between the left and right edges of the floor panel 11 and the center tunnel 12 are provided below the floor panel 11 in the passenger compartment of the vehicle body 1. On the floor panel 11, floor cross members 14 are provided across the left and right edges of the floor panel 11. The floor member 13 and the floor cross member 14 are connected via the floor panel 11.
A dashboard 15 is erected on the front edge of the floor panel 11. The dashboard 15 partitions the passenger compartment from the engine compartment. A pair of front side members 16 are attached to the front surface of the dashboard 15 so as to protrude forward. A radiator panel 17 and a front bumper beam 18 are attached to the front ends of the pair of front side members 16. The rear ends of the pair of front side members 16 are connected to the front ends of the pair of floor members 13.
A pair of A pillars 19 are attached to both left and right edges of the dashboard 15. The pair of A pillars 19 are provided with a pair of front upper members 20 protruding forward from the A pillar 19. A front door (not shown) is attached to the A pillar 19 so as to be openable and closable. A front door beam and a front door cross member are provided in the front door.
A pair of side sills 21 are provided at both left and right edges of the floor panel 11. The front ends of the pair of side sills 21 are coupled to the pair of front side members 16 or the pair of floor members 13 by a steel plate 22 having a torque box structure. The pair of side sills 21 are connected by the floor cross member 14.
On the rear end edge of the floor panel 11, a rear bulkhead 23 that partitions the passenger compartment and the luggage compartment is erected. A pair of C pillars 24 are attached to the left and right end edges of the rear bulkhead 23.
A pair of roof side rails 25 is attached between the upper ends of the pair of A pillars 19 and the upper ends of the pair of C pillars 24. A roof cross member 26 is provided between the pair of roof side rails 25 so as to extend in the left-right direction. The pair of roof side rails 25 are connected by a roof cross member 26. A B pillar 27 is provided between the center portion of the side sill 21 and the center portion of the roof side rail 25. The side sill 21 and the roof side rail 25 are connected by a B pillar 27. A pair of rear doors (not shown) are attached to the pair of B pillars 27. A rear door beam and a rear door cross member are provided in the rear door.
The front ends of the pair of rear side members 28 are connected to the rear ends of the pair of side sills 21. The pair of rear side members 28 protrude rearward from the rear bulkhead 23, and a rear bumper beam 29 is attached to the rear end.
A steel plate is welded to such a plurality of skeleton members. For example, a steel plate for reinforcement is attached between the A pillar 19 and the front upper member 20. Further, for example, a hood hood plate, left and right fender plates, a trunk lid plate, a roof plate and the like are attached to the vehicle body 1 as outer plates. Thereby, the vehicle body 1 is completed. The plurality of skeleton members can be connected by welding or screwing.

By the way, a driving source such as an engine and a motor is attached to the monocoque structure vehicle body 1 in the same manner as the chassis structure vehicle body 1 in which a skeleton member is attached to a chassis base. A pair of left and right front wheels are attached to the front portion of the vehicle body 1 by a front suspension cross member (not shown) and a pair of front suspensions. A pair of left and right rear wheels are attached to the rear portion of the vehicle body 1 by a rear suspension cross member (not shown) and a pair of rear suspensions.
In a typical vehicle, the engine, the motor, and the front suspension cross member are attached to the pair of front side members 16. The upper ends of the pair of front suspensions are attached by being inserted into steel plate through holes 30 provided in a sheet metal between the pair of front side members 16 and the pair of front upper members 20. The rear suspension cross member is attached to the pair of rear side members 28. The upper ends of the pair of rear suspensions are attached by being inserted into through holes of the rear bulkhead 23 attached to the pair of rear side members 28. The vehicle body 1 is held on the front and rear wheels through a pair of front suspensions and a pair of rear suspensions.

  An external force corresponding to the traveling state during traveling acts on the vehicle body 1. The external force during travel is input to the vehicle body 1 from the front suspension mounting position, the front suspension cross member mounting position, the rear suspension mounting position, and the rear suspension cross member mounting position. The vehicle body 1 needs to be formed so as not to be easily deformed by these external forces. In addition, the vehicle body 1 is required to have a plurality of performances such as collision safety, traveling performance, and riding feeling. For this reason, the vehicle body 1 generally needs to be formed with high rigidity.

However, it cannot be said that a plurality of performances required for the vehicle body 1, for example, collision safety and running performance are always compatible.
For example, the front side member 16 as a skeleton member protruding forward from the passenger compartment supports the engine.
For running performance, the front side member 16 is required to be formed with high rigidity that can sufficiently support the engine against the cornering force so that the engine is not displaced during cornering.
On the other hand, for collision safety performance, the front side member 16 is formed so as to be able to buckle against a strong impact and absorb the impact and to absorb the impact of the collision while securing a certain degree of rigidity. Is required.
In general, the collision safety performance is given priority over the running performance. Driving performance is sacrificed.
Since the strength of the front side member 16 is limited in this way, the front side member 16 may be bent or twisted by a strong load during cornering. This distortion of the vehicle body affects driving performance such as operation responsiveness and steering stability.
Such restriction of the rigidity of the vehicle body is not limited to the front side member 16. The rigidity of the members constituting the vehicle body may be limited due to collision safety performance or the like.
For example, even when a skeleton member of a vehicle body is reinforced using a rigid body such as a sheet metal, the rigidity of the vehicle body 1 is limited due to the safety of collision.
As a result, the vehicle body may be distorted during traveling.

  As described above, the vehicle body is required to reinforce the strength of the skeleton member and realize high driving performance desired for the vehicle body, for example, high operation responsiveness and steering stability required for a sports vehicle.

In the present embodiment, the wire 42 is used to reinforce the rigidity of the vehicle body 1 in order to make up for insufficient rigidity according to various traveling conditions during traveling. In particular, by adjusting the tension of the wire 42 according to the traveling state, the rigidity of the vehicle body 1 during traveling can be adaptively changed with respect to the traveling state. By varying the rigidity of the vehicle body 1 with respect to the traveling state during traveling, the rigidity of the vehicle body 1 required according to the traveling state is obtained while maintaining high collision safety performance due to the rigidity balance of the vehicle body 1 itself. Can do. The vehicle body 1 is less likely to be distorted during traveling.
On the other hand, in the single-rigid vehicle body 1 simply stiffened by a rigid body such as a sheet metal or a metal rod, if the driving performance and the feeling of riding are not given priority over the collision safety performance, It is difficult to get a ride.

FIG. 3 is a block diagram showing an example of the rigidity control device 41 of the vehicle body 1 mounted on the vehicle body 1 of FIG.
3 includes a plurality of wires 42, a plurality of movable pulleys 45, a plurality of auxiliary wires 46, an actuator 47, and a control for adjusting the tension according to the traveling state. A controller 48 that outputs a signal to the actuator 47 and a tension detector 49 that detects the tension of the wire 42 are provided. In addition, the controller 48 is connected to an information source device 50 mounted on the vehicle, for example, a travel control device 51, a navigation device 52, a driving support device 53, and a communication device 54, in order to acquire information for determining the traveling state. Is done.
In addition, when the wire 42 cannot be arrange | positioned linearly, you may use guide members, such as a pulley and a rib in which the wire 42 is hung.

The wire 42 is connected to the vehicle body 1 and applies tension to the traveling vehicle body 1. The collision safety performance of the vehicle body 1 is basically ensured by the frame member and the frame structure of the vehicle body 1. Therefore, the wire 42 may be any wire that can withstand the tension applied to the vehicle body 1. The wire 42 may be, for example, a metal wire obtained by twisting piano wires.
Unlike the sheet metal or metal rod used for stiffening the vehicle body 1, the wire 42 has flexibility. The wire 42 exhibits tension in the pulling direction in which the distance between both ends is increased, but does not exert tension in the shortening direction in which the distance between both ends is narrowed. By attaching the wire 42 so as to be loosened when the vehicle body 1 buckles, it is difficult to inhibit the deformation of the vehicle body 1. The wire 42 basically does not impair the collision safety performance of the vehicle body 1 itself. The vehicle body 1 collides from the front-rear direction or the left-right direction. What is necessary is just to provide the wire 42 along the front-back direction or the left-right direction of the vehicle body 1, for example.
Both ends of the plurality of wires 42 in FIG. 3 are attached to the vehicle body 1 so as to extend along the skeleton member on the opposite side of the skeleton member. Here, the plurality of wires 42 are bridged between the dashboard 15 and the radiator panel 17 so as to extend along the front side member 16 on the upper and lower sides opposite to the front side member 16.
A movable pulley 45 is hung on each wire 42.
The end of the wire 42 may be directly attached to the vehicle body 1 by screwing, welding, or the like.

The method of attaching the wire 42 to the vehicle body 1 is not limited to FIG. For example, one end of the wire 42 may be attached to the skeleton member and the other end may be attached to the actuator 47.
FIG. 4 is a diagram schematically showing a skeleton member of the vehicle body 1 and an external force input unit for the vehicle body 1.
In FIG. 4, four skeleton members 61 are assembled in a cross beam shape. An external force input unit 62 exists outside the cross beam frame. The external force input unit 62 is, for example, a front suspension mounting position. In the case of the vehicle body 1 in FIG. 1, the sheet metal through-hole 30 is attached between the front side member 16 as the skeleton member 61 and the front upper member 20.
The wire 42 is attached to the other skeleton member 61 on both sides to which the skeleton member is connected, for example, along one of the skeleton members 61.
As described above, by arranging the plurality of wires 42 on the opposite side of the skeleton member 61 and along the extending direction of the skeleton member 61, the rigidity of the skeleton member 61 can be improved. Further, it is possible to make it difficult to apply a force in the direction of bending the skeleton member 61 to the skeleton member 61.

The actuator 47 applies a tension to the wire 42 directly or indirectly. The actuator 47 adjusts the tension of the wire 42 during traveling. Thereby, the rigidity and rigidity balance of the vehicle body 1 change during traveling.
The actuator 47 may be, for example, an electric motor 58 to which a reel 57 for winding the wire 42 is attached. The wire 42 is wound around the reel 57 by the driving force of the electric motor 58. A tension according to the driving force of the electric motor 58 acts on the wire 42 and its attachment position. Instead of the electric motor 58, an oil motor or an engine that burns fuel may be used. A ratchet mechanism that maintains the winding state of the wire 42 in a constant state may be used together with the electric motor 58, the oil motor, or the engine.
By adjusting the tension of the wire 42 by the actuator 47, the tension according to the traveling state can be applied to the traveling vehicle body 1. On the other hand, when the tension of the wire 42 is fixed, the wire 42 always applies a constant tension to the vehicle body 1. Appropriate tension according to the traveling state cannot be applied to the traveling vehicle body 1. The vehicle body 1 is originally formed so as to obtain a predetermined rigidity. When the tension of the wire 42 does not correspond to the external force, the vehicle body 1 may be deformed different from the original deformation planned by the vehicle body itself. The operability and ride feeling of the automobile may change greatly even if the rigidity or rigidity balance of the vehicle body 1 is slightly changed. By configuring so that the tension of the wire 42 can be adjusted during traveling, the rigidity of the vehicle body 1 during traveling is changed according to changes in the traveling state, and good operability and riding feeling according to the traveling state can be obtained. Can do.
In FIG. 3, the actuator 47 applies tension to each of the plurality of wires 42 through the plurality of auxiliary wires 46 and the plurality of movable pulleys 45. Both ends of the first auxiliary wire 46 are connected to the plurality of moving pulleys 45 laid on the plurality of wires 42, and one end of the second auxiliary wire 46 is connected to the moving pulley laid on the first auxiliary wires 46. The other end of the second auxiliary wire 46 is connected to the actuator 47. The actuator 47 drives the movable pulley 45 to indirectly apply tension to the wire 42 that applies tension to the vehicle body 1. The actuator 47 can apply the same tension to the plurality of wires 42.
The connection between the plurality of wires 42 that apply tension to the vehicle body 1 and the actuator 47 is not limited to FIG. 3. For example, the actuator 47 may be directly connected to each wire 42. In this case, the actuator 47 needs to be attached to the skeleton member of the vehicle body 1 with a strength that can withstand the tension of the wire 42.

The tension detection unit 49 directly or indirectly detects the tension that the wire 42 acts on the vehicle body 1. The tension detector 49 may be a strain gauge, for example. The strain gauge can be attached to the surface of the wire 42. The strain gauge is deformed by expansion and contraction according to the tension of the wire 42, and detects the tension of the wire 42 by a change in resistance value due to the deformation. Note that one end of the wire 42 may be attached to the vehicle body 1 via the tension detector 49. In this case, the tension detector 49 needs to be attached to the vehicle body 1 with a strength that can withstand the tension of the wire 42.
The tension detector 49 outputs a detection signal indicating the tension that the wire 42 acts on the vehicle body 1 to the actuator 47. The actuator 47 adjusts the tension applied to the wire 42 so that the detected tension of the actual wire 42 detected by the tension detector 49 converges to the target tension indicated by the controller 48.
In FIG. 3, the tension detector 49 is attached to the auxiliary wire 46 and indirectly detects the tension of the wire 42 that applies tension to the vehicle body 1.
Note that the tension detector 49 may directly detect the tension of the wire 42.

The controller 48 outputs a control signal for adjusting the tension according to the traveling state to the actuator 47. The controller 48 may be, for example, an ECU (Engine Control Unit) mounted on the vehicle or another microcomputer.
The microcomputer has, for example, a CPU (Central Processing Unit), a memory, an input / output port, and a system bus connecting these. The input / output port is connected to the actuator 47. The CPU reads and executes a program stored in the memory. Thereby, the controller 48 is realized.
The controller 48 repeatedly determines the traveling state during traveling. Examples of the running state of the running vehicle include acceleration, deceleration, stop, right turn, left turn, and speed range. The controller 48 specifies the tension of the wire 42 corresponding to the determined running state, generates a control signal, and outputs the generated control signal to the actuator 47 from the input / output port.

FIG. 5 is a flowchart for controlling the rigidity of the vehicle body 1 according to the traveling state by the rigidity control device 41 of FIG.
The controller 48 repeatedly executes the control of FIG. 5 while the vehicle is traveling.
The controller 48 executes the rigidity control of FIG. 5 at the operation input timing of the accelerator, the brake, and the steering by the driver.

In the rigidity control of the vehicle body 1 according to the traveling state, the controller 48 first acquires information (control utilization parameter) for determining the external force acting on the vehicle body 1 according to the traveling state of the vehicle (step ST1).
The controller 48 acquires information from the travel control device 51 of the vehicle, for example. The travel control device 51 controls the brake and engine output of each wheel and stabilizes the travel of the vehicle when a side slip of the front wheel or the rear wheel is detected by VDC (Vehicle Dynamics Control). The traveling control device 51 adjusts the damping force of the damper of the magnetic ride suspension used for the front suspension or the rear suspension according to the traveling state. The travel control device 51 detects the accelerator opening, the brake operation amount, and the steering angle of the steering by the driver. The controller 48 acquires these detection information, operation information, and control information from the travel control device 51 as vehicle behavior data.
The controller 48 acquires information from the navigation device 52, for example. The navigation device 52 searches and guides the guide route from the current location according to the destination setting. For the route search, link data indicating roads included in the map data, terrain data, and the like are used. The controller 48 acquires, for example, guidance route information, terrain information, and road information from the navigation device 52 as navigation information.
Moreover, the controller 48 acquires information from the driving assistance apparatus 53, for example. The driving support device 53 images the surroundings or the front of the vehicle with a camera attached to the vehicle body 1, predicts the possibility of collision with an object in the captured image, and issues an alarm. Further, when the dangerous state continues after the alarm, collision avoidance control such as stopping the vehicle is executed. The controller 48 acquires, for example, a captured image around or ahead of the vehicle, information on the dangerous object, and risk prediction information from the driving support device 53.
Moreover, the controller 48 acquires traffic information etc. from the communication apparatus 54, for example. The communication device 54 receives traffic information using, for example, ITS (Intelligent Transport System), VICS (Vehicle Information and Communication System), or the like. The traffic information includes traffic jam information on the road scheduled to travel. The controller 48 acquires, for example, traffic information from the communication device 54.

After acquiring information for determining the traveling state, the controller 48 determines the possibility of collision prior to determining the traveling state and external force based on the acquired information (step ST2).
The controller 48 determines the presence / absence of a dangerous object with a high possibility of collision based on, for example, a captured image in front of the vehicle or danger prediction information acquired from the driving support device 53.
For example, if the danger prediction information predicts a collision, the controller 48 determines that there is a possibility of collision. If the danger prediction information does not predict a collision, the controller 48 determines that there is no possibility of collision.

When it is determined that there is a possibility of collision, the controller 48 executes collision tension control instead of normal tension control described later (step ST3).
The controller 48 outputs a control signal at the time of collision prediction instead of the control signal according to the normal traveling state. The controller 48 outputs, for example, a control signal for releasing the tension of the wire 42 to the actuator 47. When a control signal for releasing the tension of the wire 42 is input, the actuator 47 stops driving the motor so that the tension of the wire 42 becomes zero. The tension on the wire 42 is released.
By determining the possibility of collision and executing control for releasing the tension of the wire 42 in this way, it is possible to prevent the tension of the wire 42 from acting on the vehicle body 1 before the vehicle actually collides. Since the vehicle body 1 can collide in a state where the tension of the wire 42 is not applied, the vehicle body 1 can collide under the collision performance built therein. The possibility that the collision safety performance of the vehicle body 1 is lowered due to the tension of the wire 42 can be eliminated.
Further, in the processing routine for controlling the rigidity of the vehicle body 1 in accordance with the traveling state, there is a possibility of a collision immediately after obtaining information for determining the traveling state and before actually controlling the rigidity of the vehicle body 1. And the tension of the wire 42 is released. The wire 42 can be released without causing tension fluctuations.
On the other hand, for example, when the control for releasing the tension by executing the collision determination outside the rigidity control routine is executed, depending on the timing of releasing the tension of the wire 42, the tension of the wire 42 is first determined by the rigidity control routine. May change, after which the tension of the wire 42 may be released. During the period of avoiding the collision, the tension of the wire 42 may fluctuate, and unnecessary behavior may occur in the vehicle body 1 immediately before the collision.

On the other hand, if it is determined that there is no possibility of collision, the controller 48 continues normal tension control.
The controller 48 determines the traveling state of the vehicle and the external force acting on the vehicle body 1 based on the acquired information (step ST4). The controller 48 acquires a tension that suppresses the distortion of the vehicle body 1 due to the determined external force (step ST5). The controller 48 outputs a control signal indicating the acquired tension to the actuator 47 (step ST6). When the control signal is updated, the actuator 47 adjusts the tension of the wire 42 so that the detected tension of the wire 42 becomes the newly instructed target tension. The actuator 47 pulls the auxiliary wire 46 so as to press the moving pulley 45 against the wire 42, and applies tension to the wire 42.
Thereby, tension is applied between a pair of attachment positions where both ends of the wire 42 are attached so that the gap between them is not narrowed. A tension corresponding to the traveling state acts on the traveling vehicle body 1. The rigidity of the vehicle body 1 changes according to the traveling state during traveling. The rigidity of the vehicle body 1 can be changed so as to suppress the distortion of the vehicle body 1 due to an external force acting on the vehicle body 1 according to the traveling state.

Next, a specific example of the control in steps ST4 to ST6 will be described.
The controller 48 acquires the vehicle dynamics control operation state or the magnetic ride suspension damper control information as vehicle behavior information. In addition, information on the accelerator opening, the brake operation, or the steering angle is acquired as operation input information to the vehicle body. In addition, a captured image outside the vehicle, navigation information, or traffic information is acquired as the prediction information of the travel route.

The controller 48 determines the traveling state of the vehicle based on the acquired information.
The traveling state includes, for example, an acceleration state, a deceleration state, a stop state, a turning state, or a speed range.
The controller 48 determines whether the traveling state of the vehicle itself is any state. Based on the acquired vehicle dynamics control operation state, magnetic ride suspension damper control information, accelerator opening information, brake operation information, or steering angle information, the controller 48 accelerates, decelerates, stops, and turns. Or judge the speed range.

Further, the controller 48 determines the state of the road on which the vehicle travels based on the acquired captured image outside the vehicle, navigation information, or traffic information.
Finally, the controller 48 calculates and obtains the tension corresponding to the external force acting on the vehicle body 1 based on the determined traveling state of the vehicle body itself and the determined state of the road on which the vehicle travels.
In this way, the controller 48 determines the final traveling state in consideration of not only the traveling state of the vehicle body itself but also the state of the traveling road. The final traveling state varies depending on the state of the traveling road.

If the determined traveling state has changed from the previous one, the controller 48 updates the control signal. As a result, the tension of the wire 42 changes.
In addition, when the determined traveling state is the same as the previous time, the controller 48 does not update the control signal. The controller 48 continues to output the previous control signal. The tension of the wire 42 is maintained as it was last time.

  As described above, in this embodiment, the wire 42 is attached to the vehicle body 1 and the actuator 47 adjusts the tension of the wire 42 according to the traveling state. The rigidity of the vehicle body 1 changes according to the traveling state, and the distortion of the vehicle body 1 can be suppressed. By increasing the rigidity of the vehicle body 1 according to the traveling state, it is possible to achieve high traveling performance desired for the vehicle body 1. For example, high operation responsiveness and steering stability required for a sports vehicle can be realized.

  In particular, a plurality of wires 42 are provided and attached to the vehicle body side by side around the skeleton member so as to extend along the skeleton member of the vehicle body 1. Therefore, when the actuator 47 applies equal tension to the plurality of wires 42, it is possible to improve the strength of the skeletal member and not apply a force such as bending stress to the skeleton member. The rigidity of the skeleton member in the tension direction of the plurality of wires 42 can be improved, and unnecessary force in other directions can be prevented from acting on the skeleton member. The rigidity of the skeletal member can be improved while maintaining the ability to absorb shock due to the bending of the skeleton member.

  In the present embodiment, the first wire 42 and the second wire 42 are attached above and below the front side member 16. With this arrangement, a space through which the wire 42 is passed around the front side member 16 can be easily secured. A plurality of wires 42 can be attached so that tension is applied between the front end and the rear end of the front side member 16.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

In the above embodiment, the plurality of wires 42 are arranged around the front side member 16 along the extending direction of the front side member 16.
In addition to this, for example, the plurality of wires 42 are arranged around the rear side member 28 along the extending direction of the rear side member 28.

  The said embodiment is an example which applied this invention to the vehicle body 1 of a motor vehicle. In addition, for example, the present invention can be applied to other shapes such as cars such as buses and cleaning cars, trains, motorcycles, and bicycles. Even in these vehicle bodies 1, an external force according to the traveling state acts. The present invention can also be applied to the chassis body 1. In the vehicle body 1 to which the present invention is applied, the skeleton member may be integrated with a sheet metal or a chassis base of the vehicle body 1. The vehicle body 1 may be stiffened using a rigid body such as a sheet metal.

DESCRIPTION OF SYMBOLS 1 Car body 41 Stiffness control apparatus 42 Wire 47 Actuator 48 Controller (control part)
49 Tension detection unit 50 Information source device 51 Travel control device 52 Navigation device 53 Driving support device 54 Communication device 64 Coupling unit

Claims (4)

A plurality of wires that are attached to a vehicle body to which an external force according to a running state acts during traveling and applies tension to the vehicle body;
An actuator that adjusts the tension of the plurality of wires according to a running state to change the rigidity of the vehicle body;
Have
The plurality of wires are:
Arranged along the periphery of the skeleton member so as to extend along the skeleton member of the vehicle, and attached to the vehicle body to control the distortion of the skeleton member according to the running state;
vehicle. The actuator is
An equal tension is applied to the plurality of wires provided side by side around the skeleton member.
The vehicle according to claim 1. The plurality of wires have a first wire and a second wire,
The first wire and the second wire are:
Attached to the vehicle body so as to extend along the skeleton member on the opposite side of the skeleton member,
The vehicle according to claim 1 or 2. The skeleton member is a front side member;
The first wire and the second wire are:
Provided above and below the front side member,
The vehicle according to claim 3.

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