JPS62268770A - Camber control device for vehicle - Google Patents

Abstract

PURPOSE:To make optimum camber control for the rolling condition of a vehicle body and improve turning performance by setting the ground camber of wheels to a zero or a slightly negative level at lateral acceleration or suspension displacement above a predetermined level. CONSTITUTION:There are provided means 11 and 12 for detecting the lateral acceleration of a vehicle or the displacement of a suspension, and a control unit 9 for outputting a control signal on the basis of signals from said detecting means 11 and 12. Also, there are provided actuators 5 and 8 operating on a control signal from the control unit 9 and variable camber means 4 and 7 for varying the ground camber of wheels, interlocked with the actuators 5 and 8. And the control unit 9 processes lateral acceleration information (mu) in the arithmetic circuit (a) thereof and control information (d) is obtained therefrom. In this case, the control information (d) is obtained for setting the ground camber of front and rear wheels 3 and 6 to a zero or a slightly negative level at lateral acceleration above a predetermined level. Said control information (d) is outputted as a control signal 'S' from an output circuit (c).

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a camber control system for a vehicle.

(Prior Art) Japanese Patent Application Laid-Open No. 80-193781 discloses a camber control device that changes the ground camber of a wheel according to vehicle speed.

(Problems to be Solved by the Invention) ``In order to make full use of the tire's 1@ force when rolling the vehicle, it is ideal to set the ground camber to zero or slightly negative.

However, with the vehicle speed-responsive camber control as described above, it is difficult to perform optimal camber control in accordance with the roll state of the vehicle body due to turning.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides a detection means (11) for detecting lateral acceleration or suspension displacement of a vehicle;
(12), a control unit (9) that outputs a control signal based on the detection signal of the detection means, actuators (5) and (8) that operate based on the control signal of the control unit, and actuators that operate in conjunction with the actuator. A variable camber mechanism (4) that changes the ground camber of the wheel.

(7) constitutes a camber control device, and the control unit (9) outputs a control signal that sets the ground camber of the wheel to zero or weakly negative based on lateral acceleration or suspension displacement at a fixed position. Features.

(Function) In order to cause the wheel's ground camber to be zero or weakly negative when the lateral acceleration or suspension displacement exceeds a certain level,
Optimal camber control can be performed in accordance with the vehicle body roll state by fully utilizing the way the tires are used when the vehicle turns.

(Example) Examples will be described below based on the accompanying drawings.

Figure 1 shows a schematic plan view of a vehicle equipped with a camber control device, where (1) is the steering wheel, (2) is the steering gear box, (3) is the front wheel, and (4) is the front wheel. is its variable camber mechanism, (5), (5) are its actuators, and the rear wheels (8), (8) also have variable camber mechanisms (7), (7) and actuators (8), (8). Each is provided. The four actuators (5), (5), (8), (8) in front, rear, left and right are controlled by the control unit (
Each operation is controlled by the control unit (9).
) includes a lateral acceleration detection means (1) for detecting the lateral acceleration of the vehicle.
1), and based on this, the control unit (9) controls each of the seven cutout units (5).

Control signals are output to (5), (8), and (8).

FIGS. 2 and 3 show an example of the variable front wheel camber mechanism (4), and the variable front wheel camber mechanism (0) will be explained here because the rear wheel can be constructed in substantially the same manner.

(41) is the knuckle, (42) is the lower arm, (43)
) is a tie rod, (40 is a hydraulic damper, the lower end of a hydraulic damper (44) is connected to the upper part of the knuckle (41), and the actuator (5) is connected to the upper end of this hydraulic damper (44).
) are concatenated. The damper rod (45) at the upper end of the hydraulic damper (44) has upper and lower mount rubbers (4B), (4
A bracket (47) is provided via B), and this bracket (47) is fixed to the vehicle body.

On the other hand, the actuator (5) is composed of a servo motor unit, and is fixed to the vehicle body with its push-pull rod (51) facing in the direction of vehicle lateral force.
) is attached to the damper rod (45) with the pillow pole (
52).

The control unit (9) is configured using an on-vehicle computer, and the detection signal from the detection means (11) input to the control unit (3) as shown in FIG. The circuit (a) performs arithmetic processing to obtain control information (d). This control information (d) is obtained as a function of lateral acceleration, d = f, and this function is stored as data in the memory (b), and is set, for example, as a proportionality constant or a data matrix obtained from experiments. .

Such a function is as shown in Fig. 5, and when the lateral acceleration exceeds a certain level, the ground camber of the front wheels (3), (3) and the rear wheels (8), (8) are all set to zero or weakly negative. Get sympathy@(d). This control information (d) is processed by an output circuit (c) such as A/D conversion and amplification, and then the control information (d) is processed as a control signal (
S) and is outputted from the control unit (8) to the actuators (5), (5), (8).

(8) works.

By the way, the lateral acceleration (r) may be determined from the relationship between the vehicle speed (m) and the steering angle (r) (v2, proportional to 1/r), and the camber variable mechanism and actuator are limited to those in the embodiment. No, any one can be adopted.

In the above, camber control was performed based on lateral acceleration, but camber control may also be performed based on suspension displacement. In other words, as shown in FIG. 1, suspension displacement detection means (12) are provided for each of the front and rear wheels. The suspension displacement detection information thus obtained is input to the control unit (8), and the above-mentioned camber control is performed by processing similar to the above.

Note that the suspension displacement may be detected, for example, from the damper stroke.

(Effects of the Invention) As described above, according to the present invention, optimal camber control is performed according to the vehicle body roll state in order to make the ground camber of the wheel zero or weakly negative when the lateral acceleration or suspension displacement exceeds a certain level. It is possible to improve the turning ability.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of a vehicle equipped with a camber control device, FIG. 2 is a schematic perspective view showing an example of a suspension,
FIG. 3 is a vertical sectional view of the main part, FIG. 4 is a functional block diagram of the control system, and FIG. 5 is a camber characteristic diagram. In the drawings, (3) and (8) are wheels, (4) and (7) are variable camber mechanisms, (5) and (8) are actuators,
(8) is a control unit, and (11) and (12) are detection means. Patent applicant: Honda Motor Co., Ltd. Agent
Person Patent Attorney Part 2 1) Patent Attorney Kuni Ohashi Otoma Patent Attorney
Udo Koyama Patent Attorney No 1)
Shigeru Figure 1

Claims (1)

[Scope of Claims] A detection means for detecting lateral acceleration or suspension displacement of a vehicle; a control unit for outputting a control signal based on a detection signal of the detection means; an actuator operated by the control signal of the control unit; The control unit includes a variable camber mechanism that changes the ground camber of the wheel in conjunction with the actuator, and the control unit outputs a control signal that sets the ground camber of the wheel to zero or weakly negative when the lateral acceleration or suspension displacement exceeds a certain level. A vehicle camber control device characterized by: