JPH0596925A - Camber angle control device for vehicle - Google Patents

Abstract

PURPOSE:To provide a camber angle control device which effects an oversteering tendency so as to enhance the turning ability during a turn, and which restrain the cornering force from decreasing, in accordance with a vehicle speed or a steering angle so as to enhance a transient turning ability. CONSTITUTION:Desired camber angles thetaFO through thetaRI of wheels are set so that an oversteering tendency is effected during turning having a large steering angle speed psi', or outer wheels during turning have negative cambers but inner wheels during turning have positive cambers corresponding to a steering angle psiand a vehicle speed V during turning (Steps S1 to S6), and the length of a variable length type upper link is controlled to satisfy the desired camber angles thetaFO through thetaRI.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a camber angle control device for automatically controlling the camber angles of front and rear wheels of a vehicle.

[0002]

2. Description of the Related Art For example, when a vehicle body rolls during turning of a vehicle, the wheels tilt with the vehicle body in a direction opposite to the center of turning, that is, in the vehicle width direction due to centrifugal force, or as the wheel alignment changes, the ground camber. The corners change. That is, specifically, the ground camber angle of the turning outer wheel of the vehicle changes in the positive direction, and the ground camber angle of the turning inner wheel changes in the negative direction. This change in camber angle not only causes uneven wear of the tire, but also causes the canvas last to decrease the cornering force.

In order to solve such a problem, Japanese Patent Laid-Open No. Sho 60-
A camber angle control device described in Japanese Patent No. 56616 has been proposed. This camber angle control device determines the roll generation area of the vehicle based on the vehicle speed and the steering angle of the steering wheel, corrects the camber angle of the turning outer wheel in the negative direction in the roll generation area, and makes the camber angle of the turning inner wheel positive. It is designed to be corrected in the direction.

According to this camber angle control device, there is an advantage that the canvas last acting in the direction opposite to the cornering force can be reduced to improve the turning stability of the vehicle and, in turn, the running stability.

[0005]

However, the above-mentioned conventional camber angle control device assumes only the steady turning state of the vehicle and controls the camber angle under such a state. It is difficult to control. In particular, when turning the vehicle, it is desired to modify or change the steering characteristic to an oversteer tendency in order to improve the turning performance, and when the vehicle converges to turn, the steering characteristic is modified to an understeer tendency to improve the convergence. Although it is desired to change it, there is a problem that such control cannot be performed by the conventional camber angle control device that assumes only the steady turning state as described above.

The present invention has been developed in view of the above problems, makes it possible to control a transient steering characteristic, and particularly, the turning performance at the time of intentional turning and the convergence performance at the time of turning convergence. A camber angle control device that can be improved.

[0007]

A camber angle control device for a vehicle according to claim 1 of the present invention is a camber angle control device for a vehicle capable of controlling at least one of the camber angles of front wheels and rear wheels of the vehicle, Driving means capable of individually changing the camber angle of at least one of the controllable front wheel and rear wheel, steering angle detection means for detecting the steering angle of the steering wheel, and operation speed detection means for detecting the operation speed of the steering wheel. And driving the driving means on the basis of the output signal from the operation speed detecting means so that the steering characteristic of the vehicle is oversteered during turning of the vehicle in which the operation speed is generated in the same direction as the steering angle. The camber angle is controlled so as to have a tendency, and the direction in which the operation speed is generated is different from the direction in which the steering angle is generated. Tearing property is characterized in that a control means for controlling the camber angle such that the understeer tendency.

In a camber angle control device for a vehicle according to a second aspect of the present invention, the control means drives the drive means based on an output signal from the steering angle detection means, and the steering angle is increased. As described above, the camber angle of the turning outer wheel of the vehicle is greatly controlled in the negative direction, and the camber angle of the turning inner wheel of the vehicle is largely controlled in the positive direction.

A camber angle control device for a vehicle according to a third aspect of the present invention comprises a vehicle speed detecting means for detecting a longitudinal speed of the vehicle, and the control means is based on an output signal from the vehicle speed detecting means. By controlling the driving means, the control amount of the camber angle based on the output signal from the operation speed detecting means and the control amount of the camber angle based on the output signal from the steering angle detecting means as the longitudinal speed increases. Among them, at least one of them is enlarged.

[0010]

In the camber angle control device for a vehicle according to the first aspect of the present invention, the control means drives the drive means based on the output signal from the operation speed detection means so that the direction in which the operation speed is generated is steered. Since the camber angle is controlled so that the steering characteristic of the vehicle tends to oversteer when the vehicle turns in the same direction as the direction in which the degree of rotation occurs, for example, when turning the vehicle consciously operating the steering wheel quickly. The turning performance is improved, and it becomes possible to control the turning transient state. Further, since the camber angle is controlled so that the steering characteristic of the vehicle has an understeer tendency when the turning convergence of the vehicle in which the operation speed generation direction is different from the steering angle generation direction is performed, Convergence is improved.

In the camber angle control device for a vehicle according to a second aspect of the present invention, the control means drives the drive means based on an output signal from the steering angle detection means to increase the steering angle. According to the above, the camber angle of the turning outer wheel of the vehicle is increased in the negative direction and the camber angle of the turning inner wheel of the vehicle is increased in the positive direction.Therefore, depending on the steering angle given to the vehicle, the canvas last that reduces the cornering force is applied. Can be reduced by
The stability of the vehicle in a steady turning state can be improved.

In the camber angle control device for a vehicle according to a third aspect of the present invention, the control means drives the drive means based on an output signal from the vehicle speed detection means to increase the longitudinal speed. According to the above, at least one of the control amount of the camber angle based on the output signal from the operation speed detecting means and the control amount of the camber angle based on the output signal from the steering angle detecting means is increased, so that it is possible to cope with an increase in vehicle speed. As a result, the control effect in the turning transient state or the control effect in the steady turning state can be enhanced, and the turning traveling according to the intention of the driver becomes possible.

[0013]

FIG. 1 shows an embodiment of a camber angle control device of the present invention, which is applied to a vehicle equipped with a double wishbone type four-wheel independent suspension mechanism. First, the structure will be described. As shown in the figure, a suspension device 1 having a drive means for changing a camber angle is attached to each of the front and rear wheels 10FL to 10RR of the vehicle. Of these, the hub carrier 11 supporting the front wheels 10FL and 10FR is rotatably connected to the lower ends of the hub carriers 11 supporting the rear wheels 10RL and 10RR as shown in FIG. 3, respectively, as shown in FIG. Further, the side rod 13 is rotatably connected to the middle portion thereof, and the variable length upper link 14 is further connected to the upper end portion thereof, and the respective links 12, rods 13 and links 14 are made of rubber on the vehicle body side not shown. It is connected via a bush or the like.
Further, the lower link 12 and the knuckle 11 are connected by a wind-up link 15 to improve the rigidity of the wheel in the vertical direction and to effectively move the upper connection point of the hub carrier to the inner side in the vehicle width direction. As a result, the kingpin tilt angle is increased to achieve an ideal negative scrub.

A hydraulic chamber 16 and a piston 17 as shown in FIG. 4 are incorporated in the variable length upper link 14, and the length of the upper link 14 can be changed by expanding and contracting the piston 17. When the upper link 14 is lengthened, the camber angle of the wheel changes in the positive direction, and when the upper link 14 is shortened, the camber angle changes in the negative direction. A spring 18 is installed inside the hydraulic chamber 16 by a stop pin 19, and a control valve 21 for controlling the hydraulic pressure from a hydraulic source 20 is connected to the hydraulic chamber 16 and opens and closes the control valve 21. By doing so, the piston 17 is expanded and contracted. Although this hydraulic circuit will not be described in detail here, for example, the hydraulic circuit described in Japanese Patent Laid-Open No. 60-15213 previously proposed by the present applicant can be diverted. A stroke sensor 22 for detecting the stroke length of the piston 17 is attached to the variable length upper link 14.
The detection signal from 2 is output to the controller 5 shown in FIGS. The control valve 21 is opened and closed by the controller 5.
Is performed by the output signal from.

In the camber angle control device of the present invention,
A steering angular velocity sensor 2 for detecting the operating speed of the steering wheel, that is, the steering angular velocity is attached. The steering angular velocity sensor 2 is such that the output value of the detection signal thereof increases as the operating speed of the steering wheel increases.
It is possible to detect whether the steering wheel is being operated, and whether it is positive or negative. The steering angular velocity sensor 2 specifically counts pulses per unit time generated from a non-contact type absolute encoder or the like mounted on a steering shaft or the like, and a detection signal corresponding to the counted number of pulses and its direction. And the like. The detection signal of the steering angular velocity sensor 2 is output to the controller 5.

A steering angle sensor 3 for detecting the steering angle of the steering wheel is attached to the steering device. The steering angle sensor 3 is such that the absolute value of the output value of the detection signal increases as the steering angle of the steering wheel increases, and the steering angle ψ can be detected conversely from the magnitude of the output value. At the same time, it is possible to detect the direction of the steered wheels, that is, the turning direction of the vehicle, by detecting whether the rotational position of the steering wheel is steered from the moderate state to the positive or negative side. is there. As the steering angle sensor 3, specifically, the number of pulses generated from a non-contact type absolute encoder attached to a steering shaft or the like is counted, and a detection signal corresponding to the counted number of pulses and its direction is output. Things are included. The detection signal of the steering angle sensor 3 is output to the controller 5.

A vehicle speed sensor 4 is attached to the vehicle to detect a longitudinal speed (hereinafter referred to as vehicle speed) V of the vehicle and output the detection signal to the controller 5.
The controller 5 includes a calculation unit 23C and a front wheel control unit 23F.
And a rear wheel control unit 23R, of which the calculation unit 23
The steering angular velocity detection signal from the steering angular velocity sensor 2, the steering angle detection signal from the steering angle sensor 3, and the vehicle speed detection signal from the vehicle speed sensor 4 are input to C, and the front wheel control unit 2
The stroke detection signals from the stroke sensors 22 of the front wheels 10FL and 10FR are input to the 3F, and the stroke detection signals from the stroke sensors 22 of the rear wheels 10RL and 10RR are input to the rear wheel control unit 23R. The control signal from the front wheel control unit 23F based on the output signal from the arithmetic unit 23C opens and closes the control valve 21 of each front wheel, and the control signal from the rear wheel control unit 23R based on the output signal from the arithmetic unit 23C. The control valve 21 of each rear wheel is opened and closed. The computing unit 23C and the control units 23F and 23R each have a microcomputer (not shown) built therein. Among them, the computing unit 23C microcomputer includes, for example, the program shown in the flowchart of FIG. 5a and the steering shown in FIG. 6a. Angular velocity-first camber angle calculation coefficient correlation (hereinafter referred to as steering angular velocity control map), steering angle-second camber angle calculation coefficient correlation shown in FIG. 6b (hereinafter referred to as steering angle control map), and FIG.
The vehicle speed-third camber angle calculation coefficient correlation (hereinafter referred to as a vehicle speed control map) and the like shown in FIG.
The programs shown in the flowchart of FIG. 5b are stored in advance in the F and 23R microcomputers.

Next, the respective control maps will be described with reference to FIG.
And explain. First, the steering speed control map shown in FIG.
Is determined according to the steering angular velocity ψ ′ and the angular velocity ψ ′.
Front wheel side first camber angle calculation coefficient K_1f, Rear wheel side first key
Room angle calculation coefficient K_1rThe relationship with is represented. This first
1 camber angle calculation coefficient K_1f, K _1rIs the target
This is for calculating the corner angle, and this coefficient K_1f, K_1r
The target camber angle is changed according to. And steer
Transitional stearin with high operating speed of ring wheel
The turning characteristics can be controlled, especially when turning intentionally.
Of the operation to improve convergence and convergence when turning.
The camber angle increases as the steering angular velocity, which indicates the speed, increases.
It was set to change greatly. By the way, the vehicle
As shown in Fig. 9, the camber angle to the ground of the turning outer wheel
θ₀Is the positive direction, and the ground camber angle θ of the turning inner wheel is
₀Is tilted in the negative direction,
In order to change the steering characteristic to the oversteering direction,
Turn the outer wheel in the negative direction and the inner wheel in the turn
To the positive direction of the rear turning outer wheel.
Then, the turning inner wheel can be changed in the negative direction.
Front wheel side calculator for calculating these target camber angles
Number K_1fAnd the calculation coefficient K on the rear wheel side_1rAs shown in Figure 6a
The positive and negative directions are reversed. Also, each calculation coefficient K_1f，
K_1rThe upper and lower limits are set for the steering angle speed ψ '
If it becomes large, the target can-
The camber angle is set so that the camber angle is not set.
The mechanical operating limit of the controller was not exceeded.

Next, in the steering angle control map shown in FIG. 6b, the steering angle ψ and the front wheel side second camber angle calculation coefficient K _2f and the rear wheel side second camber angle calculation coefficient K _2r determined according to the steering angle ψ. Is shown. The second camber angle calculation coefficients K _2f and K _2r are coefficients for calculating a target camber angle described later, and the target camber angle is changed according to the coefficients K _2f and K _2r . Then, in order to set the target camber angle so as to improve the cornering characteristics by suppressing the decrease of the cornering force generated in the vehicle at the time of turning, it is considered that the roll amount of the vehicle increases as the steering angle increases. The camber angle is set to change greatly as the steering angle increases. By the way, in order to suppress the decrease in the cornering force and improve the cornering characteristics, it is sufficient to change the outer turning wheels of the front and rear wheels in the negative direction and the inner turning wheels in the positive direction to calculate the target camber angles thereof. The calculation coefficients K _2f and K _{2r for} the front and rear wheels are set as shown in FIG. 6b. Further, an upper limit is set for each of the calculation coefficients K _2f and K _2r so that the target camber angle is not set only by this steering angle when the steering angle ψ becomes extremely large, and the camber angle setting device has The mechanical control limit was not exceeded.

Next, in the vehicle speed control map shown in FIG. 6c, the relationship between the vehicle speed V and the front wheel side third camber angle calculation coefficient rear wheel side K _3f and the third camber angle calculation coefficient K _3r determined in accordance with the vehicle speed V is shown. Is represented. This third camber angle calculation coefficient K
_3f and K _3r are coefficients for calculating a target camber angle which will be described later, and the target camber angle is changed according to the coefficients K _3f and K _3r . The coefficients K _3f and K _3r are, as described later,
The coefficients K _1f , K _1r and the coefficients K _2f , K _2r are multiplied, and the camber angle control effect in the turning transient state based on the coefficients K _1f , K _1r and the steady turning based on the coefficients K _2f , K _2r In order to enhance the camber angle control effect in the state, FIG.
As shown in, the setting is made so that it increases as the vehicle speed increases. An upper limit is set for each of the calculation coefficients K _3f and K _3r to prevent the target camber angle from being set only by the vehicle speed V when the vehicle speed V becomes extremely high.
The mechanical operation limit of the camber angle control device was not exceeded. At the same time, the respective calculation coefficients K _3f and K _3r are set to “0” in a predetermined low speed range and set so as to increase from the predetermined vehicle speed V _{0 as the} vehicle speed increases. This is because there are few rolls generated in the vehicle when turning in the low speed range, and it can be sufficiently suppressed by a normal suspension device,
Rather, it is also for the driver who is accustomed to the steering characteristics in the low speed range of the normal suspension device so as not to change the camber angle carelessly.

Next, the operation of this camber angle control device will be described. The processing shown in FIG.
It is executed as a timer interrupt process every (for example, 5 msec). First, in step S1, the steering angular velocity ψ'is detected from the steering angular velocity sensor 2, the steering angle ψ is detected from the steering angle sensor 3, and the vehicle speed V is detected from the vehicle speed sensor 4.
Read. Here, the detection signal of the steering angular velocity sensor 2 indicates that the clockwise steering angular velocity of the steering wheel is positive,
The counterclockwise steering angular velocity is negative, and the detection signal of the steering angle sensor 3 is positive when the steering wheel is in the rotational position where the steering wheel is steered to the right from the moderate state, and negative when the steering wheel is in the rotational position where it is steered to the left. Stipulate.

Next, in step S3, the front wheel side first camber angle calculation coefficient K _1f and the rear wheel side first camber angle calculation coefficient K _1r are calculated from the steering angular speed ψ ′ according to the steering angular speed control map shown in FIG. 6a. According to the steering angle control map shown in FIG. 6b from the steering angle ψ, the front wheel side second camber angle calculation coefficient K _2f and the rear wheel side second camber angle calculation coefficient K _2r are obtained from the vehicle speed V in FIG. 6c. Accordingly, the front wheel side third camber angle calculation coefficient K _3f and the rear wheel side third camber angle calculation coefficient K _3r are respectively determined.

Next, the process proceeds to step S4 and step S4.
Using the camber angle calculation coefficients K _{1f to} K _3r and the camber angle control reference value θ _A determined in step 3, the front wheel side turning outer wheel is obtained when the steering wheel is turned right according to the following formulas 1 to 4. Target camber angle θ _FL of the left front wheel, target camber angle θ _FR of the right front wheel that becomes the front wheel side turning inner wheel, target camber angle θ _RL of the left rear wheel that becomes the rear wheel side turning outer wheel, right rear that becomes the rear wheel side turning inner wheel Calculate the target camber angle θ _RR of the wheel. In addition, as for the sign in a formula, + represents positive and-represents negative.

Θ _FL = −K _3f (V) · {K _2f (ψ) + K _3f (ψ ′)} · θ _A ……… (1) θ _FR = K _3f (V) · {K _2f (ψ) + K _3f (ψ ')} ・ θ _A ……… (2) θ _RL = −K _3r (V) ・ {K _2r (ψ) + K _3r (ψ ′)} ・ θ _A ……… (3) θ _RR = K _3r (V) · {K _2r (ψ) + K _3r (ψ ′)} · θ _A (4) Next, the process proceeds to step S5, and the target camber angle θ _FL.
The length of the variable length upper link 14 that satisfies through? _RR, namely calculates a target output value from the stroke sensor 22, the front wheel side, the rear wheel side respectively the front wheel control unit 23F, the rear wheel control unit 23R
And output to and end the program.

On the other hand, the processing shown in FIG.
Predetermined period ΔT (for example, 5 msec) similar to the process shown in a
It is executed as a timer interrupt process for each. First, in step S6, the target output value from the stroke sensor 22 calculated in step S5 is read, and each control unit 2
Stroke sensor 22 for each wheel to be controlled by 3F, 23R
Read the detection signal of.

Next, in step S7, it is compared whether or not the output value of the detection signal from the stroke sensor 22 of each wheel is equal to the target output value. If they are equal, the program is ended, and both are terminated. If they are not equal, the process proceeds to step S7. In step S8, the front and rear wheels 10FL to 10FL are used.
The piston 17 of the variable length upper link 14 of the RR is expanded and contracted to a stroke length that satisfies the target output value from the stroke sensor 22, and the program ends.

By controlling the camber angle based on the processing of FIG. 5, the steering wheel is gradually operated with time as shown in FIG. 7a at a constant vehicle speed V higher than the predetermined vehicle speed V ₀ , for example. Next, when the vehicle is gradually and slowly operated to maintain a predetermined steering angle, or when the vehicle is so-called turning more and more running, the vehicle behaves as follows. The tangent line of the steering angle curve shown in FIG. 7a corresponds to the steering angular velocity ψ ′ in FIG. 7b.

In FIG. 7a, the steering wheel is started to be moved to the right (+), and then the steering wheel is moved to the right (+) as shown in FIG. 7b.
The steering stem turning initial angular velocity [psi 'occurs, camber angle theta _FL of the left front wheel as a turning outer of the front wheel as shown in Figure 7c
Is largely controlled in the negative direction, the camber angle θ _{FR of the} right front wheel that is the turning inner wheel is greatly controlled in the positive direction as shown in FIG. 7d, and the camber of the left rear wheel that is the turning outer wheel among the rear wheels is as shown in FIG. 7e. The angle θ _RL is largely controlled in the positive direction, and the camber angle θ _RR of the right rear wheel that is the turning inner wheel is largely controlled in the negative direction as shown in FIG. 7f, and the increase in the cornering force of the front wheel is increased. Therefore, the steering characteristic tends to be over-steering, and the turning performance of the vehicle is improved.

When the steering wheel is maintained at the target steering angle, the outer turning wheels of the front and rear wheels continue to be controlled in the negative direction and the inner turning wheels are controlled in the positive direction, whereby all cornering forces of the front and rear wheels increase and become steady. The cornering characteristics of a typical vehicle are improved. FIG. 8 shows an example of a case where the steering wheel is operated in a sine wave shape and the vehicle travels in a lane change (lane change). As in the case of FIG. 7, the camber angle of each wheel is controlled and the steering characteristic tends to oversteer when the turning direction in which the steering angular velocity ψ ′ is generated in the same direction as the steering angle ψ is generated. improves. On the contrary, when the steering angle velocity ψ'is generated in a direction other than the steering angle ψ, the camber angle of each wheel is controlled in the opposite direction to the turning direction, and the steering characteristic becomes an understeering tendency. The property is improved.

Although the camber angle of the wheels is controlled by the program stored in the microcomputer in each of the above embodiments, it may be controlled by using a theoretical circuit having the same function. In the above embodiment, the steering angle and the steering angular velocity are directly detected by the sensor, but the steering angular velocity may be calculated using an appropriate means such as estimating the steering angle by differentiating it.

Further, in the camber angle control device of the present invention, the camber angle may be controlled only on the basis of the steering angular velocity, but in order to improve the overall turning performance of the vehicle, the camber angle may be controlled together with the steering angle and the vehicle speed. It is desirable to control the camber angle. Furthermore, although it is most desirable for the camber angle control device of the present invention to control the four wheels of the vehicle independently, it is also possible to control only the front wheel side or the rear wheel side independently. In that case, it is desired to positively control the front wheel side when the turning of the vehicle is required and the rear wheel side when the convergence or straight running stability of the vehicle is required.

[0032]

As described above, according to the camber angle control device of the present invention, the control means drives the drive means based on the output signal from the operation speed detecting means to generate the operation speed of the steering wheel. The direction of the steering angle is the same as the direction in which the steering angle is generated When the vehicle is turning, the camber angle is controlled so that the steering characteristics of the vehicle tend to oversteer, and the direction in which the steering wheel operation speed is generated differs from the direction in which the steering angle is generated. Since the camber angle is controlled so that the steering characteristic of the vehicle tends to understeer when the vehicle is turning, the turning performance and convergence of the vehicle when turning are improved. Moreover, the control means drives the drive means based on the output signal from the steering angle detection means, and as the steering angle increases, the camber angle of the outer turning wheel of the vehicle is greatly controlled in the negative direction, and Since the camber angle of the turning outer wheel is largely controlled in the positive direction, the canvas last which reduces the cornering force can be reduced, and the steady cornering characteristic is improved. Further, since the control amount of the camber angle according to the operation speed or the steering angle is controlled so as to increase as the vehicle speed increases, the responsiveness and stability during high-speed turning traveling are improved, and driving is improved. It enables turning traveling according to the person's intention. Therefore, it is possible to control the transitional and steady camber angles according to the vehicle speed, improve the overall turning performance, and improve the steering stability of the vehicle.

[Brief description of drawings]

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

FIG. 2 is a front wheel suspension device used in the camber angle control device of FIG. 1, (a) is a perspective view of a suspension mechanism, and (b) is a front view.

3 is a rear wheel suspension device used in the camber angle control device of FIG. 1, (a) is a perspective view of a suspension mechanism, and (b) is a front view.

FIG. 4 is a vertical cross-sectional view showing a camber angle changing actuator used in the camber angle control device of FIG.

5 is a program for controlling a camber angle in the camber angle control device of FIG. 1, (a) is a flowchart showing arithmetic processing, and (b) is a flowchart showing control processing.

6A and 6B are explanatory diagrams of a camber angle calculation coefficient in the camber angle control device of FIG. 1, where FIG. 6A is a correlation diagram of the camber angle calculation coefficient according to the steering angular velocity, and FIG. 6B is a camber according to the steering angle. FIG. 6C is a correlation diagram of the angle calculation coefficient, and FIG. 7C is a correlation diagram of the camber angle calculation coefficient according to the vehicle speed.

7A and 7B are explanatory views showing an example of a steering angle given to the camber angle control device of FIG. 1 and a control state of the camber angle of each wheel at that time, where FIG. 7A is a steering angle and FIG. Angular velocity,
(C) shows a left front wheel, (d) shows a right front wheel, (e) shows a left rear wheel, and (f) shows a right rear wheel.

FIG. 8 is an explanatory diagram showing another example of the steering angle given to the camber angle control device of FIG. 1 and the control state of the camber angle of each wheel at that time, in which (a) is the steering angle and (b) is the steering angle. Is the steering angular velocity, (c) is the left front wheel, (d) is the right front wheel, (e) is the left rear wheel, and (f) is the right rear wheel.

FIG. 9 is an explanatory diagram showing a roll state of the vehicle.

[Explanation of symbols]

 1 is a suspension device having drive means 2 is a steering angular velocity sensor (operation speed detecting means) 3 is a steering angle sensor (steering angle detecting means) 4 is a vehicle speed sensor (vehicle speed detecting means) 5 is a controller (control means) 23C is a computing unit 23F is a front wheel control unit. 23R is a rear wheel control unit.

Claims (3)

[Claims] 1. A camber angle control device for a vehicle capable of controlling at least one of the camber angles of a front wheel and a rear wheel of the vehicle, wherein the camber angle of at least one of the controllable front wheel and rear wheel can be individually changed. Means, steering angle detection means for detecting a steering angle of the steering wheel, operation speed detection means for detecting an operation speed of the steering wheel, and driving the drive means based on an output signal from the operation speed detection means. , The camber angle is controlled so that the steering characteristic of the vehicle tends to oversteer when the vehicle is turning and the direction in which the operation speed is generated is the same as the direction in which the steering angle is generated. The camber angle is controlled so that the steering characteristic of the vehicle tends to understeer when the vehicle is turning in a direction different from the direction in which A camber angle control device for a vehicle, comprising: 2. The control means drives the drive means on the basis of an output signal from the steering angle detection means, and increases the camber angle of the turning outer wheel of the vehicle in the negative direction as the steering angle increases. The camber angle control device for a vehicle according to claim 1, wherein the camber angle of the turning inner wheel of the vehicle is controlled in a positive direction while being controlled. 3. A vehicle speed detection means for detecting a longitudinal speed of the vehicle, wherein the control means drives the drive means based on an output signal from the vehicle speed detection means to increase the longitudinal speed. According to another aspect, at least one of the control amount of the camber angle based on the output signal from the operation speed detecting means and the control amount of the camber angle based on the output signal from the steering angle detecting means is increased. The camber angle control device for a vehicle according to claim 1 or claim 2.