JPH05213036A - Camber angle control device for vehicle - Google Patents

Abstract

PURPOSE:To keep steering response unchanged even with a change in the center of gravity of a body due to camber angle control, regarding a camber angle control device for a vehicle suspension. CONSTITUTION:This control device is equipped with a camber angle adjustment mechanism A (actuator) capable of adjusting a camber angle by driving the constitutional elements of a vehicle suspension, and a control means 32 for controlling the mechanism A. In addition, there is provided a body gravity center detecting means 36 capable of detecting a change in the center of gravity of a vehicle. In this case, the control means 32 is so constituted as to perform camber angle control through the mechanism A in such a way as offsetting a steering response change generated depending upon the change of the center of gravity of the vehicle, on the basis of information from the means 36.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a camber angle in a vehicle suspension, and more particularly to a camber angle for a vehicle which can control the camber angle so that the steering response will not change much in response to a change in the vehicle weight. The present invention relates to a corner control device.

[0002]

2. Description of the Related Art In automobiles, it is known that the traveling characteristics and the like of the vehicle can be changed by adjusting the alignment of the suspension, and a camber angle (hereinafter also simply referred to as a camber) which is one of suspension elements.
Is also proposed to improve the running performance of the vehicle.

The camber angle also affects the steering feel of the vehicle. That is, when the camber angle is changed, the ground kingpin offset is changed, and the magnitude of the moment (king about the kingpin axis) Mk that the reaction force the wheel receives from the ground acts around the kingpin axis is changed. Since the driver feels the steering response according to the magnitude of the moment Mk, the camber angle affects the steering response.

[0004]

By the way, it is known that when the vehicle weight changes due to a change in the weight loaded on the vehicle, the feeling of steering force (steering response) also changes. For example, when the vehicle weight increases, the vehicle height becomes lower, and the steering feel is reduced. Such a change in steering response in the same vehicle is not preferable in terms of driving feeling.

The present invention has been devised in view of the above problems, and provides a camber angle control device for a vehicle in which the steering response does not change even if the vehicle weight changes due to the control of the camber angle. The purpose is to do.

[0006]

Therefore, the vehicle camber angle control device of the present invention is provided with a camber angle adjusting mechanism for adjusting the camber angle by driving the constituent elements of the vehicle suspension, and the camber angle adjusting device. And a vehicle weight information detection means capable of detecting a change in vehicle weight of the vehicle, the control means comprising:
The camber angle is controlled by the camber angle adjusting mechanism so as to cancel the change in steering response caused by the change in vehicle weight based on the information from the vehicle weight information detecting means.

[0007]

In the above-described camber angle control device for a vehicle of the present invention, the control means cancels the change in the steering response caused by the change in the vehicle weight based on the information from the vehicle weight information detecting means. The camber angle is controlled through the angle adjustment mechanism. Therefore, the steering response is maintained at a substantially constant feel.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle camber angle control device as an embodiment of the present invention will be described below with reference to the drawings.
Is a block diagram showing the configuration of the main part thereof, FIG. 2 is a configuration diagram schematically showing the whole thereof, FIG. 3 is a front view showing a suspension equipped with the present apparatus, FIG. 4 is a flow chart for explaining its operation, and FIG. 11 is a map relating to the setting of a control amount (correction amount) in the control of this device, FIG. 12 is a schematic side view of a wheel portion for explaining the control principle thereof, and FIG. 13 is a schematic side view of a wheel portion for explaining the control principle thereof. FIG.

This camber angle control device for a vehicle is constructed as shown in FIG. In FIG. 2, reference numeral 2 is an actuator (camber angle adjusting mechanism) that adjusts the camber angle of the left front wheel, 4 is an actuator (camber angle adjusting mechanism) that adjusts the camber angle of the right front wheel, and 6 is the camber angle of the left rear wheel. Actuator to adjust (camber angle adjustment mechanism),
Reference numeral 8 denotes an actuator (camber angle adjusting mechanism) for adjusting the camber angle of the right rear wheel. These actuators 2
Reference numerals 8 to 8 are composed of hydraulic cylinders, and are specifically provided on the suspension as shown in FIG. 3, for example.

That is, FIG. 3 is a front view of an automobile. An actuator A (= 2 to 8) is provided between the upper end of a strut S of a strut type suspension and a vehicle body F, and the actuator A is extended. Alternatively, the upper end position of the strut S is displaced in the vehicle width direction by contracting, whereby each camber θ of each wheel W can be adjusted.

Referring again to FIG. 2, the actuators 2, 4, 6 and 8 are electromagnetic control valves 10 and 1, respectively.
It is designed to be driven by 2, 14, and 16.
The control valves 10, 12, 14 and 16 are connected to the pump 20 via the supply passage 18 and to the oil reservoir 24 via the discharge passage 22. The pump 20 is driven by an engine (not shown) or the like and sucks the oil in the oil reservoir 24 and discharges it to the supply path 18. An accumulator 26 is connected to the supply passage 18, and a reservoir 24 is connected to the supply passage 18 via a relief valve 28, so that the supply passage 18 is maintained at a set pressure.

Each of the control valves 10, 12, 14 and 16 is controlled by a control signal from the drive circuit 30 to prevent the oil from being supplied to and discharged from the actuators 2 to 8 and lock the first position. ~ 8 individually takes a second position for supplying and discharging oil in the direction of expansion (positive camber direction) and a third position for supplying and discharging oil in the direction of contraction of each actuator 2-8 (negative camber direction). You can do it.

Therefore, in order to drive the current camber angle to the target camber angle, the control valves 10, 12, 14 and 16 in the first position are switched to the second position or the third position and the actuators 2 to 2 are driven. 8 is expanded / contracted so that when the target camber angle is reached, the drive circuit 3 is returned to the first position.
Control signals are sent from 0 respectively. If the control signal for changing the camber angle is not sent from the drive circuit 30, the control valves 10, 12, 14 and 16 are held in the first position.

Reference numeral 32 denotes a controller as a control means for outputting a control signal to the drive circuit 30. The controller 32 performs a predetermined program processing based on a signal input from each sensor which will be described later, to the drive circuit 30. The controller 32 outputs a control signal.
Has a camber angle setting unit (not shown) that sets the camber angle of each wheel, and a camber angle control unit (not shown) that controls the actuator.

Therefore, in the controller 32, a ROM 34 storing the above-mentioned predetermined program and maps used for the program processing, an input circuit (not shown) for inputting an output signal from each sensor, and a program are provided. It is provided with a CPU, a RAM and an output circuit for executing computation and processing, and an interface between these elements.

When the above-mentioned sensors are specifically raised, a stroke sensor (vehicle height sensor) 36 as vehicle height detecting means for detecting the vehicle height through the stroke of the suspension.
Alternatively, a steering sensor 38 as a steering detecting means for detecting a steering angle θ _H of a steering wheel (not shown), a vehicle speed sensor 40 for detecting a vehicle speed, and the left front wheel actuator 2
Sensor 42 for detecting the stroke position of the actuator, the displacement sensor 44 for detecting the stroke position of the actuator 4 for the right front wheel, the displacement sensor 46 for detecting the stroke position of the actuator 6 for the left rear wheel, and the actuator 8 for the right rear wheel. Sensor 48 for detecting the stroke position of the vehicle, a load sensor (not shown) for measuring the load for each wheel, and a lateral acceleration sensor 50 for detecting the lateral acceleration acting on the vehicle.
There is also a longitudinal acceleration sensor 51 for detecting longitudinal acceleration acting on the vehicle.

Although the vehicle height sensor 36 is installed for each wheel here, it is also possible to install only one vehicle height sensor 36 for the vehicle. Since the vehicle weight is considered to correspond to the vehicle height, the stroke sensor (vehicle height sensor) 36 functions as a vehicle weight sensor. Further, since the change in vehicle weight can be calculated from the vehicle height sensor 36 as the vehicle weight sensor, the vehicle height sensor 36 corresponds to vehicle weight information detecting means.

The longitudinal acceleration sensor 51 also serves as a longitudinal force information detecting means capable of detecting a change in longitudinal force applied to the wheel. The longitudinal acceleration sensor 51 detects the detected value from the vehicle speed sensor 40 as time. It may be configured to be integrated and calculated. In addition, the longitudinal acceleration sensor 51
One may be installed in the vehicle, but may be installed for each wheel.

Then, the controller 32 has an actuator for canceling the change in the steering response caused by the change in the vehicle weight in response to the change in the vehicle weight obtained from the vehicle height sensor 36 as the vehicle weight information detecting means. (Camber angle adjusting mechanism) A portion for performing camber angle control through 2 to 8 is provided. Such a portion is configured as shown in the block diagram of FIG. 1, for example.

That is, as shown in FIG. 1, the controller 32 includes a pneumatic trail change calculation unit 32D for calculating the pneumatic trail change ΔN ₀ of the wheels.
Amount of change ΔM in Mk of the moment around the kingpin axis of the wheel that changes according to the pneumatic trail change ΔN ₀
Kingpin axis moment change calculation unit 3 for calculating k
2E and a grounding kingpin offset adjustment amount calculation unit 32F that calculates a control amount Δd of the grounding kingpin offset d.
And a control amount setting unit 32G for setting the control amount of the caster angle for each wheel, correction amount setting units 32H, 32I for setting the correction amount for the control amount of the caster angle for each wheel, and these control amounts and corrections. A camber angle setting unit 32J that sets a target camber angle from the amount is provided.

The computing units 32D and 32E, the control amount setting unit 32G, and the correction amount setting units 32H and 32I include a vehicle weight sensor 36 and a steering angle sensor (vehicle weight information detecting means capable of detecting a vehicle weight change). Steering angle sensor) 38 and vehicle speed sensor 4
Information from various sensors such as 0, the lateral acceleration sensor 50, and the longitudinal acceleration sensor 51 is taken in.

First, the pneumatic trail change calculation unit 32D and the kingpin shaft moment change calculation unit 32.
E, the ground kingpin offset adjustment amount setting unit 32F and the control amount setting unit 32G will be described. These parts are for obtaining the control amount C ₃ of the camber angle that cancels the change in the steering response caused by the change in the vehicle weight, and the steering response changes in accordance with the change in the kingpin axis moment Mk. control amount C ₃ to the original theory that is
Is set.

As shown in FIG. 12, the pneumatic trail N is the distance between the tire center line and the force application point when the self-aligning torque acts on the tire T, the tire rolling radius R, and the tire ground contact load W. Can be calculated from the tire generated longitudinal force (driving force or braking force) F by the following formula. N = R · F / W where the wheel load W changes by ΔW and W ′ (= W + Δ
W), and when the pneumatic trail N'when the tire generated longitudinal force F changes by ΔF and becomes F '(= F + ΔF) is obtained, N' = R · F '/ W'.

The pneumatic trail change ΔN ₀ is the rate of change from the above-mentioned pneumatic trail N to the pneumatic trail N ′ and is defined by the following equation. ΔN ₀ = N ′ / N = (F ′ · W) / (F · W ′) (1) Here, the wheel loads W and W ′ are obtained from the vehicle height sensor 36. That is, there is a substantially linear relationship between the vehicle height value (vehicle height sensor value) and the wheel load W, and in the pneumatic trail change calculation unit 32D, each wheel is calculated based on the map shown in FIG. The wheel load W can be obtained from the vehicle height sensor value detected each time. In the map shown in FIG. 6, H ₀ and W ₀ are initial values when the vehicle is empty and stopped.

Further, the tire generated longitudinal forces F and F'can be calculated from the following equations. F = m · a + F ₀ (V) In the above equation, m corresponds to the wheel load W on each wheel, so it is obtained from the vehicle height sensor value based on the map shown in FIG. It is obtained from the acceleration sensor 51. F ₀ (V) is a tire generated longitudinal force when there is no change in vehicle weight. For example, by preparing a map as shown in FIG. The forces F and F'can be obtained.

However, considering that only the wheel load W changes and the tire generated longitudinal force F is constant, the equation (1) is expressed as ΔN ₀ = N ′ / N = (F · W) / (F · W ′). = W / W '... (1)', and considering that the wheel load W is constant and only the tire generated longitudinal force F changes, the equation (1) is expressed as ΔN ₀ = N '/ N = (F'. W) / (F · W ′) = F′F (1) ″.

Note that the pneumatic trail change ΔN ₀
It is also conceivable to define as the amount of change as in the following equation. ΔN ₀ = N′−N = R · F ′ / W′−R · F / W = R · (F ′ / W′−F / W) In the moment change calculation section 32E for the kingpin axis, the moment about the kingpin axis is calculated. Of the tire generated longitudinal force F, as shown in FIGS.
Assuming the ground kingpin offset d, the tire generated lateral force Fy, the pneumatic trail N, and the caster trail Nc, the moment Mk about the kingpin axis is given by the following equation.

Mk = F × d + Fy × (N + Nc) (2) The self-aligning torque SAT is expressed by the following equation. SAT = M _K −Fy × N Then, the steering response felt by the driver holding the steering wheel corresponds to the moment Mk about the kingpin axis, and if the moment Mk about the kingpin axis is kept constant, the steering response is also kept constant. Be done.

When the pneumatic trail changes from N to N ', the moment Mk about the kingpin axis.
Is as follows: Mk ′ = F × α + Fy × (N ′ + Nc) Therefore, the moment change amount ΔM around the kingpin axis
k is ΔMk = Mk′−Mk = Fy × (N′−N) = Fy × ΔN _{0 The} tire generated lateral force Fy in the above equation is obtained from the map shown in FIG. 9. The map shown in FIG. 9 can be obtained from the individual tire data. For example, FIG. 8 shows the cornering force (= tire generated lateral force) Fy with respect to the tire slip angle at a constant speed, and the tire generated lateral force Fy increases according to the slip angle. The camber angle control here is neutral response control for ensuring steering response when the steering angle is in the neutral state (that is, straight traveling state), and it is considered that the slip angle is within a certain limit. Therefore, the tire-generated lateral force Fy when the slip angle is, for example, 2 deg is adopted, and the tire-generated lateral force Fy is used.
Fig. 9 shows a model made by making y correspond to the vehicle speed V.
Is a map of.

Therefore, from the pneumatic trail change ΔN ₀ calculated by the pneumatic trail change calculation unit 32D and the tire generated lateral force Fy obtained from the map shown in FIG. 9 based on the vehicle speed V, the moment change around the kingpin axis is calculated. The quantity ΔMk can be determined. Then, the ground kingpin offset adjustment amount calculation unit 32F adjusts the ground kingpin offset d by an adjustment amount Δ so that the tire generation longitudinal force F cancels the amount of change ΔMk of the moment around the kingpin axis caused by the pneumatic trail change.
Set d.

That is, from the above equation (2), Δd may be set so that ΔMk + F × Δd = 0 holds. Therefore, the ground kingpin offset adjustment amount calculation unit 3
In 2F, Δd is calculated by Δd = −ΔMk / F.

The control amount setting unit 32G sets the control amount of the camber angle θ so that the grounding kingpin offset d changes by the adjustment amount Δd. This is because the grounding kingpin offset d changes according to the camber angle θ,
This is because the grounding kingpin offset d can be adjusted by controlling the camber angle θ. For example, generally, when the camber angle θ is changed to the positive side, the force application point of the tire is displaced to the outside of the vehicle body. In this case, for example, if the grounding kingpin is offset outward from the force applied to the tire, the grounding kingpin offset d will decrease.

The relationship between the control amount C ₃ of the camber angle θ and the ground kingpin offset d depends on the characteristics of the vehicle.
For example, it can be mapped as shown in FIG. The control amount setting unit 32G is configured to obtain the control amount C ₃ of the camber angle θ by referencing the calculated grounding kingpin offset d in such a map. The correction amount setting unit 32H sets the correction amount C ₁ corresponding to the lateral acceleration. For example, the lateral acceleration G is calculated from the map shown in FIG.
_The correction amount C ₁ is set according to _Y. This is because the camber angle θ changes in response to the rolling of the vehicle body, so that the camber angle θ is corrected. In FIG. 8, the horizontal axis indicates the lateral acceleration G _Y , the right side of the horizontal axis indicates the right lateral acceleration, and the left side of the horizontal axis indicates the left lateral acceleration.
The vertical axis represents the control correction amount C ₁ , the upper side of the vertical axis is the correction amount to the positive side, and the lower side of the vertical axis is the correction amount to the negative side. The solid line indicates the correction amount for the right wheel, and the chain line indicates the correction amount for the left wheel.

That is, generally, the camber angle θ of the wheel on the roll direction side (the outer wheel side at the time of turning) changes to the positive side, and the camber angle of the wheel on the side opposite to the roll direction (the inner wheel side at the time of turning). The angle θ changes to the negative side. Therefore, it is necessary to consider the target camber angle θ as well, and the correction amount C ₁ is set. The correction amount setting unit 32I sets the correction amount corresponding to the longitudinal acceleration, and sets the correction amount (correction coefficient) C ₂ according to the longitudinal acceleration G _F from the map as shown in FIG. 11, for example. This is because the wheel share load changes with the longitudinal acceleration G _F during acceleration or deceleration, so the camber angle θ of the wheel also changes. Therefore, it is necessary to consider the target camber angle θ as well, and the correction amount C ₂
Is set. Note that, in general, when the wheel share load increases, the camber angle θ changes to the negative side, and when the wheel share load decreases, the camber angle θ changes to the positive side. The correction amount C ₂ is set for each wheel (front wheel and rear wheel). The map shown in FIG. 11 is an example of the case where the camber angle θ changes to the negative side, and although not shown, a map for the case where the camber angle θ changes to the positive side is also prepared.

The camber angle setting section 32J is adapted to set the target camber angle θ based on the following equation. θ = C ₂ × θ ₀ + C ₁ + C ₃ (3) Since the vehicle camber angle control device as one embodiment of the present invention is configured as described above, for example, as shown in FIG. The camber angle is set for each wheel.

That is, first, immediately after the ignition switch of the automobile is turned on, parameters related to control are initially set (step S1), and the sensors 36 to 51 are set.
The detection signal is read from (step S2). In the next step S3, the threshold value θ at which the magnitude of the steering angle θ _H | θ _H | is close to 0
_If it is larger than ₀ , the steering angle | θ _H |
If it is not larger than ₀ |, it means that the vehicle is traveling straight ahead.
If the steering angle θ is larger than the threshold value | θ ₀ |, the process proceeds to step S6 and it is determined that the vehicle is turning, and the process proceeds to step S4.

When the process proceeds to step S4, the correction amount setting unit 32H sets the correction amount C ₁ in correspondence with the lateral acceleration using a map as shown in FIG. Then, the process proceeds to step S5, and the control amount C ₃ is set to 0. Control amount C
_The reason why _{3 is set} to 0 is that the control relating to the steering response is performed at the neutral position and is not performed during turning.

When the process proceeds to step S6, it is considered that there is no roll. Therefore, the correction amount C ₁ is set to 0 so that the correction corresponding to the roll is not performed. Then, in step S7, the pneumatic trail change calculation unit 32D calculates a pneumatic trail change ΔN ₀ caused by a change in vehicle weight or the like. Further, the process proceeds to step S8, and the kingpin shaft moment change calculation unit 32E
A moment change amount ΔMk about the kingpin axis is calculated. In the following step S9, the ground kingpin offset adjustment amount calculation unit 32F sets the adjustment amount Δd of the ground kingpin offset d so that the moment change amount ΔMk about the kingpin axis is offset by the tire generated longitudinal force F.

Then, in step S10, the control amount setting unit 32G controls the camber angle θ by using a map, for example, as shown in FIG. 10, so that the grounding kingpin offset d changes by the adjustment amount Δd. Set the quantity C ₃ . In steps S4, S5 or steps S6 to S10,
When the control amount C ₃ and the correction amount C ₁ are set, step S
11, the correction amount setting unit 32I sets the correction amount C ₂ for the change in the camber angle θ according to the acceleration / deceleration based on the detected value of the longitudinal acceleration using a map as shown in FIG. 11, for example. To do.

Further, in step S12, the camber angle setting unit 32J calculates the target camber angle θ according to the above equation (3) based on the control amount C ₃ and the correction amounts C ₁ and C _2. .. Such steps S2-S
The operation 12 is performed at every predetermined control cycle, and the camber angle is sometimes appropriately controlled according to the traveling state of the vehicle and the state of the road surface on which the vehicle is traveling.

Then, the controller 32 causes the control valves 10 to 10 of the actuators 2 to 8 (A) so that the actual camber angle becomes the target camber angle θ set in this way.
16 are controlled. As a result, the vehicle weight may change,
Even when the longitudinal force generated on the wheels changes due to a change in driving force or braking force, the magnitude of the steering force hardly changes, and the steering response is maintained almost constant.
As a result, the problem that the steering response is weakened due to an increase in vehicle weight is eliminated. Further, for example, the problem that the steering response becomes excessive during driving or the steering response becomes weak during braking is solved. Then, the driver can drive with a stable steering feeling, and the driving feeling of the vehicle is improved.

Further, since this control is set for each wheel, the camber adjustment of each wheel is performed even when the load of the vehicle is accelerated or decelerated even if the total weight of the vehicle does not change. Therefore, there is also an effect that a change in posture of the vehicle during acceleration or deceleration (for example, nose dive or nose squat) can be reduced. The above maps (see FIGS. 5 to 11) are examples, and various map modes can be considered based on the characteristic tendency of each map.

Further, the pneumatic trail change ΔN ₀
It is also conceivable that the calculation of ## EQU1 ## should be focused on only the change in the vehicle weight component and not the change in the front-rear direction force of the wheels.

[0044]

As described above in detail, according to the vehicle camber angle control device of the present invention, the camber angle adjusting mechanism capable of adjusting the camber angle by driving the constituent elements of the vehicle suspension, and the camber angle adjusting mechanism. And a vehicle weight information detecting means capable of detecting a change in the vehicle weight of the vehicle, wherein the control means controls the vehicle based on the information from the vehicle weight information detecting means. Since the camber angle is controlled by the camber angle adjusting mechanism so as to cancel the change in steering response caused by the change in the vehicle weight, even if the vehicle weight changes, the magnitude of the steering force does not change much. The steering feel is ensured even when the vehicle weight increases and the steering feel is stable. Further, even when the steering response is maintained substantially constant, the steering feeling is improved, which in turn contributes to improving the driving feeling of the vehicle.

[Brief description of drawings]

FIG. 1 is a block diagram showing a main configuration of a vehicle camber angle control device as an embodiment of the present invention.

FIG. 2 is a configuration diagram schematically showing an entire vehicle camber angle control device as one embodiment of the present invention.

FIG. 3 is a front view showing a suspension provided with a vehicle camber angle control device as one embodiment of the present invention.

FIG. 4 is a flowchart illustrating an operation of a vehicle camber angle control device as an embodiment of the present invention.

FIG. 5 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 6 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 7 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 8 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 9 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 10 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 11 is a map relating to setting of a control amount (correction amount) in the vehicle camber angle control device as one embodiment of the present invention.

FIG. 12 is a schematic side view of a wheel portion for explaining the control principle of the vehicle camber angle control device as one embodiment of the present invention.

FIG. 13 is a schematic plan view of a wheel portion for explaining the control principle of the vehicle camber angle control device as one embodiment of the present invention.

[Explanation of symbols]

2, 4, 6, 8, A Actuator for adjusting camber angle 10, 12, 14, 16 Electromagnetic control valve 18 Supply path 20 Pump 22 Discharge path 24 Oil reservoir 26 Accumulator 28 Relief valve 30 Drive circuit 32 As control means Controller 32D Pneumatic trail change calculation unit 32E Kingpin shaft moment change calculation unit 32F Ground kingpin offset adjustment amount calculation unit 32G Control amount setting unit 32H, 32I Correction amount setting unit 32J Camber angle calculation unit 34 ROM in controller 32 36 vehicles Vehicle height sensor (stroke sensor) as weight information detecting means and vehicle weight sensor 38 Steering sensor (steering angle sensor) 40 Vehicle speed sensor 42, 44, 46, 48 Displacement sensor 50 Lateral acceleration sensor 51 As longitudinal force information detecting means Longitudinal acceleration Struts W wheel of the sensor F body S strut type suspension

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Takao Morita 5-3-8, Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A camber angle adjusting mechanism capable of adjusting a camber angle by driving a constituent element of a suspension of a vehicle, and a control means for controlling the camber angle adjusting mechanism, and a change of a vehicle weight of the vehicle. And a camber angle adjusting mechanism for canceling a change in steering response caused by a change in vehicle weight based on information from the vehicle weight information detecting means. A camber angle control device for a vehicle, wherein the camber angle control device is configured to control the camber angle through.