JP2009012541A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle capable of providing low-fuel consumption performance by improving the efficiency for recovering regenerative energy. <P>SOLUTION: When regeneration is performed by a regenerator, the camber angle of a wheel is adjusted to reduce the rolling resistance of the wheel. When a kinetic energy is converted into an electric energy during the traveling of the vehicle, the conversion loss is reduced by reducing the conversion loss (hysteresis loss due to deformation of wheel) occurring during the conversion. Consequently, a fuel consumption-saved performance can be provided by improving the efficiency for recovering regenerative energy. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention operates a camber angle adjusting device for a vehicle including a wheel, a camber angle adjusting device that adjusts the camber angle of the wheel, and a regeneration device that regenerates the rotational energy of the wheel into electric energy, The present invention relates to a vehicle control device that controls the camber angle of a wheel, and more particularly to a vehicle control device that can improve the recovery efficiency of regenerative energy and obtain fuel-saving performance.

  In a so-called electric vehicle or hybrid vehicle that uses an electric motor as a drive source, at the time of deceleration, the regenerative operation of the electric motor (operating the electric motor as a generator while charging the storage battery (battery) that is the power source of the electric motor) In general, regenerative braking is performed by converting kinetic energy during traveling into electrical energy and obtaining braking force by resistance at that time.

  Since regenerative braking can recover regenerative energy, it is advantageous in improving fuel efficiency, and it is preferable to use such regenerative braking preferentially. Therefore, for example, Patent Document 1 discloses that when the required braking force set according to the operation state of the brake pedal is smaller than a predetermined value, only regenerative braking is performed, and when the required braking force is larger than the predetermined value. A technique for performing friction braking using frictional force is disclosed.

Further, if the friction brake is not always used properly, rust is generated on the friction engagement surface, resulting in a decrease in braking performance and noise vibration during braking. Therefore, for example, Patent Document 2 discloses a technique of using friction braking moderately while giving priority to regenerative braking in order to maintain the friction engagement surface in a good state.
JP-A-10-264793 JP 2006-224768 A

  By the way, in the case of regenerative braking, it is extremely preferable to convert all of the kinetic energy during vehicle travel into electric energy from the viewpoint of improving fuel efficiency. However, in the above-described conventional technology, conversion loss due to air resistance and wheel rolling resistance during vehicle travel occurs, so that there is a problem in that recovery efficiency of regenerative energy is poor and fuel consumption performance is insufficient.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device capable of improving the recovery efficiency of regenerative energy and obtaining fuel saving performance.

  In order to achieve this object, the vehicle control device according to claim 1 is operable as a regenerative brake for decelerating the vehicle speed, regenerates the rotational energy of the wheel as electric energy, and can store the electric energy. And a camber angle adjusting device that adjusts the camber angle of the wheel. The camber angle adjusting device is controlled to set a predetermined camber angle of the wheel. Camber angle control means for adjusting to the camber angle, and the camber angle control means controls the camber angle adjustment device so that the rolling resistance of the wheel becomes smaller when performing regeneration by the regeneration device. .

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein a deceleration request detecting means for detecting a driver's deceleration request and a road surface condition for detecting a road surface condition of the road surface on which the vehicle travels. And a necessary friction coefficient calculating means for calculating a required friction coefficient based on a deceleration request detected by the deceleration request detecting means and a road surface condition detected by the traveling road surface detecting means, and the camber angle adjustment. The means adjusts the camber angle of the wheel to a predetermined camber angle according to the necessary coefficient of friction and the deceleration request.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 2, wherein the necessary braking force calculating means for calculating a necessary braking force required to decelerate the vehicle in response to the deceleration request. And a camber angle map that stores the relationship between the friction coefficient of the wheel and the rolling resistance and the camber angle, and the camber angle adjusting means has a minimum friction coefficient that is a minimum friction coefficient that the wheel can exhibit. And calculating a camber angle at which rolling resistance is minimized when the required braking force is obtained only from the regenerative brake and the required friction coefficient is smaller than the minimum friction coefficient. While calculating based on an angle map, the camber angle of the said wheel is adjusted by making the calculated camber angle into a predetermined camber angle.

The vehicle control device according to claim 4 is a vehicle control device according to claim 2, further comprising a camber angle map for storing a friction coefficient of the wheel and a relationship between a rolling resistance and a camber angle,
The vehicle includes a mechanical braking device that applies a braking force to the wheel, and the camber angle adjusting unit calculates a minimum friction coefficient and a maximum friction coefficient that the wheel can exhibit based on the camber angle map, When a necessary braking force is obtained from the regenerative brake and the mechanical braking device, and the necessary friction coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, a camber angle corresponding to the necessary friction coefficient is set. While calculating based on the camber angle map, the camber angle of the wheel is adjusted using the calculated camber angle as a predetermined camber angle.

  The vehicle control device according to claim 5 is the vehicle control device according to claim 3, wherein the vehicle includes a mechanical braking device that applies a braking force to the wheel, and the camber angle adjusting means includes the wheel. Is calculated based on the camber angle map, the required braking force is obtained from the regenerative brake and the mechanical braking device, and the required friction coefficient is greater than the minimum friction coefficient. When it is smaller than the maximum friction coefficient, the camber angle corresponding to the required friction coefficient is calculated based on the camber angle map, and the camber angle of the wheel is adjusted with the calculated camber angle as a predetermined camber angle.

  The vehicle control device according to claim 6 is the vehicle control device according to any one of claims 3 to 5, wherein the wheel includes a driven wheel and a drive wheel that is rotationally driven by the regeneration device, The camber angle adjusting means adjusts the camber angles of the driving wheel and the driven wheel to a predetermined camber angle according to the necessary friction coefficient and the deceleration request.

  The vehicle control device according to claim 7 is the vehicle control device according to claim 2, and is required for decelerating request detection means for detecting a driver's deceleration request, and for decelerating the vehicle in response to the deceleration request. A required braking force calculating means for calculating the required braking force, and a camber angle map for storing a relationship between a friction coefficient of the wheel and a rolling resistance and a camber angle, wherein the wheel includes a driven wheel and the regenerative device. The vehicle includes a mechanical braking device that applies a braking force to the wheel, and the camber angle adjusting means has a minimum friction coefficient and a maximum friction coefficient that the wheel can exhibit. Calculated based on the camber angle map, the required braking force is obtained from the regenerative brake and the mechanical braking device, and the required friction coefficient is larger than the minimum friction coefficient. When the camber angle corresponding to the necessary friction coefficient is smaller than the maximum friction coefficient, the camber angle corresponding to the required friction coefficient is calculated based on the camber angle map, and the camber angle of the drive wheel is adjusted with the calculated camber angle as a predetermined camber angle. The camber angle at which the rolling resistance is minimized is calculated based on the camber angle map, and the camber angle of the driven wheel is adjusted with the calculated camber angle as a predetermined camber angle.

  According to the vehicle control device of the first aspect, when the camber angle adjusting device is operated while the vehicle is running and the camber angle is adjusted to the wheel, the characteristics of the wheel (for example, , Grip characteristics and rolling resistance characteristics) are changed. In this case, when a wheel is rotated as the vehicle travels, the rotational energy of the wheel is regenerated to electrical energy by the regenerative device and stored in the power storage device.

  Here, according to the present invention, when the camber angle adjusting means is provided and regeneration is performed by the regenerative device, the camber angle of the wheel can be adjusted so that the rolling resistance of the wheel becomes smaller.

  Thereby, when converting the kinetic energy at the time of vehicle travel into electric energy, the conversion loss (deformation hysteresis loss of the wheel) generated during the conversion can be reduced to reduce the conversion loss. Therefore, since more electrical energy can be regenerated by the regenerative device using the energy corresponding to the reduced conversion loss, it is possible to improve the recovery efficiency of regenerative energy and obtain fuel saving performance. There is an effect that can be done.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device according to the first aspect, the camber adjusting means has a wheel according to the required friction coefficient calculated by the required friction coefficient calculation means. Since the camber angle is adjusted, the sliding (slip or lock) of the wheel can be suppressed. As a result, when the kinetic energy during vehicle travel is converted to electrical energy, the kinetic (rotational) energy of the wheel can be reliably converted into electrical energy as much as the sliding of the wheel is suppressed. As a result, it is possible to suppress a reduction in the recovery efficiency of the recovered energy, and there is an effect that fuel saving performance can be improved. At the same time, the braking performance can be ensured.

  Further, according to the present invention, the road surface detection means for detecting the road surface condition of the road surface on which the vehicle travels is provided, and the necessary friction coefficient is calculated by the required friction coefficient calculation means based on the road surface condition detected by the road surface detection means. Since it is a structure to calculate, control can be changed according to a road surface condition. Therefore, there is an effect that the sliding (slip or lock) of the wheel can be more reliably suppressed, and the kinetic (rotational) energy of the wheel can be reliably converted into electric energy.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the second aspect, the camber angle adjusting means can obtain the necessary braking force only from the regenerative brake and is necessary. When the friction coefficient is smaller than the minimum friction coefficient, the camber angle at which the rolling resistance is minimized is calculated based on the camber angle map and the calculated camber angle is set as a predetermined camber angle so that the camber angle of the wheel is adjusted. When converting kinetic energy during vehicle travel into electrical energy, conversion loss (wheel deformation hysteresis loss) that occurs during the conversion can be minimized. As a result, conversion loss can be reduced, and more electrical energy can be regenerated by the regenerative device using the energy corresponding to the reduced conversion loss, thereby improving the recovery efficiency of the regenerative energy. There is an effect that fuel saving performance can be obtained.

  According to the vehicle control device of the fourth aspect, in addition to the effect exhibited by the vehicle control device according to the second aspect, the camber angle adjusting means displays the minimum friction coefficient and the maximum friction coefficient that the wheel can exhibit in the camber angle map. When the required braking force is obtained from the regenerative brake and the mechanical braking device and the required friction coefficient is greater than the minimum friction coefficient and smaller than the maximum friction coefficient, the camber angle corresponding to the required friction coefficient is cambered. Calculates based on the angle map and adjusts the camber angle of the wheel using the calculated camber angle as a predetermined camber angle, so that the minimum friction coefficient is exerted on the wheel and its sliding (slip or lock) is suppressed. can do.

  As a result, when the kinetic energy during vehicle travel is converted to electrical energy, the kinetic (rotational) energy of the wheel can be reliably converted into electrical energy as much as the sliding of the wheel is suppressed. As a result, it is possible to suppress a reduction in the recovery efficiency of the recovered energy, and there is an effect that fuel saving performance can be improved. At the same time, the braking performance can be ensured.

  In addition, the camber angle of the wheel is adjusted so that the rolling resistance of the wheel becomes smaller while suppressing the sliding (slip or lock) of the wheel, so that the conversion loss when converting the kinetic energy into electric energy (the wheel (Deformation hysteresis loss) can be reduced and the recovery efficiency of regenerative energy can be increased, and the fuel saving performance can be improved accordingly.

  According to the vehicle control device of the fifth aspect, in addition to the effect exhibited by the vehicle control device according to the third aspect, the camber angle adjusting means calculates the maximum friction coefficient that the wheel can exhibit based on the camber angle map. When the necessary braking force is obtained from the regenerative brake and the mechanical braking device, and the necessary friction coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, the camber angle corresponding to the necessary friction coefficient is based on the camber angle map. Since the calculated camber angle is used as the predetermined camber angle and the camber angle of the wheel is adjusted, the minimum necessary friction coefficient can be exerted on the wheel, and the sliding (slip or lock) can be suppressed. .

  As a result, when the kinetic energy during vehicle travel is converted to electrical energy, the kinetic (rotational) energy of the wheel can be reliably converted into electrical energy as much as the sliding of the wheel is suppressed. As a result, it is possible to suppress a reduction in the recovery efficiency of the recovered energy, and there is an effect that fuel saving performance can be improved. At the same time, the braking performance can be ensured.

  In addition, the camber angle of the wheel is adjusted so that the rolling resistance of the wheel becomes smaller while suppressing the sliding (slip or lock) of the wheel, so that the conversion loss when converting the kinetic energy into electric energy (the wheel (Deformation hysteresis loss) can be reduced and the recovery efficiency of regenerative energy can be increased, and the fuel saving performance can be improved accordingly.

  According to the vehicle control device of the sixth aspect, in addition to the effect exhibited by the vehicle control device according to any one of the third to fifth aspects, the wheels are driven wheels and drive wheels that are rotationally driven by the regenerative device. And the camber angle adjusting means adjusts the camber angles of the driving wheel and the driven wheel to a predetermined camber angle according to the required friction coefficient and the deceleration request, so that the wheel (driven wheel and driving wheel) slides (slip or lock). ) Can be suppressed. As a result, when the kinetic energy during vehicle travel is converted to electrical energy, the kinetic (rotational) energy of the wheel can be reliably converted into electrical energy as much as the sliding of the wheel is suppressed. As a result, it is possible to suppress a reduction in the recovery efficiency of the recovered energy, and there is an effect that fuel saving performance can be improved. At the same time, the braking performance can be ensured.

  According to the vehicle control device of the seventh aspect, in addition to the effect exerted by the vehicle control device according to the second aspect, the camber angle adjusting means determines the minimum friction coefficient and the maximum friction coefficient that can be exhibited by the wheel in the camber angle map. When the necessary braking force is obtained from the regenerative brake and the mechanical braking device, and the necessary friction coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, the camber angle corresponding to the necessary friction coefficient is calculated. Since the camber angle of the drive wheel is adjusted based on the camber angle map and the calculated camber angle as a predetermined camber angle, the drive wheel can be prevented from sliding (slip or lock). As a result, the rotation of the drive wheel can be reliably transmitted to the motor device, and the conversion from kinetic (rotational) energy to electrical energy can be efficiently performed. The fuel consumption performance can be improved by suppressing the decrease. At the same time, braking performance can be ensured.

  On the other hand, the driven wheel is a wheel that does not need to transmit the rotation of the driven wheel to the motor device for regeneration, and is a wheel that only needs to be driven as the vehicle travels. The angle adjusting device calculates the camber angle at which the rolling resistance is minimized based on the camber angle map and adjusts the camber angle of the driven wheel using the calculated camber angle as a predetermined camber angle. Is converted into electrical energy, the conversion loss (deformation hysteresis loss of the wheel) that occurs during the conversion can be minimized to effectively reduce the conversion loss. Thereby, the collection | recovery efficiency of regenerative energy can be improved and fuel-saving performance can be achieved further.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a vehicle control device 100 according to an embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in the present embodiment) wheels 2 supported by the vehicle body frame BF, and a part of the wheels 2 (the present one). The embodiment mainly includes a wheel drive device 3 that independently rotates the left and right front wheels 2FL, 2FR), and a camber angle adjustment device 4 that performs steering drive of each wheel 2 and adjustment of the camber angle. The camber angle of 2 is controlled by the vehicle control device 100, and the two types of treads provided on the wheels 2 are selectively used (see FIGS. 5 and 6), thereby improving driving performance and achieving fuel saving. It is configured to be able to.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes four wheels, that is, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction. Note that the left and right front wheels 2FL and 2FR are configured as drive wheels to which a rotational driving force is applied from the wheel drive device 3 and are independently rotated, and the left and right rear wheels 2RL and 2RR are configured as the vehicle 1 It is comprised as a driven wheel driven with driving | running | working.

  As described above, the wheel driving device 3 is a rotational driving device for independently rotating the left and right front wheels 2FL and 2FR. As shown in FIG. 1, the wheel driving device 3 includes two electric motors (FL and FR motors 3FL). , 3FR) are arranged on the left and right front wheels 2FL, 2FR (that is, as an in-wheel motor). When the driver operates the accelerator pedal 52, a rotational driving force is applied to the left and right front wheels 2FL and 2FR from each wheel driving device 3, and the left and right front wheels 2FL and 2FR correspond to the operation amount of the accelerator pedal 52. It is rotated at the rotation speed.

  The wheels 2 (front and rear wheels 2FL to 2RR) are configured such that a steering angle and a camber angle can be adjusted by a camber angle adjusting device 4. The camber angle adjusting device 4 is a drive device for adjusting the rudder angle and camber angle of each wheel 2, and as shown in FIG. 1, a total of four (FL to RR actuators) at positions corresponding to each wheel 2. 4FL to 4RR) are arranged.

  For example, when the driver operates the steering 54, a part (for example, only the front wheels 2FL and 2FR side) or all of the camber angle adjusting device 4 is driven, and the steering angle corresponding to the operation amount of the steering 54 is set to the wheel. To 2. Thereby, the steering operation of the wheel 2 is performed, and the vehicle 1 is turned in a predetermined direction.

  Further, the camber angle adjusting device 4 is used for the traveling state of the vehicle 1 (for example, constant speed traveling, acceleration / deceleration, braking, straight traveling, or turning) and the state of the road surface G on which the wheels 2 travel (for example, The camber angle of the wheel 2 is adjusted by the vehicle control device 100 in accordance with a change in state such as when the road surface is dry and when the road surface is rainy.

  Here, with reference to FIG. 2, the detailed structure of the wheel drive device 3 and the camber angle adjusting device 4 is demonstrated. FIG. 2A is a cross-sectional view of the wheel 2, and FIG. 2B is a schematic diagram schematically illustrating a method for adjusting the rudder angle and camber angle of the wheel 2.

  In FIG. 2A, illustration of power supply wiring for supplying a drive voltage to the wheel drive device 3 is omitted. Further, the virtual axis Xf-Xb, the virtual axis Yl-Yr, and the virtual axis Zu-Zd in FIG. 2B respectively correspond to the front-rear direction, the left-right direction, and the up-down direction of the vehicle 1.

  As shown in FIG. 2 (a), the wheel 2 (front and rear wheels 2FL to 2RR) mainly includes a tire 2a made of a rubber-like elastic material and a wheel 2b made of an aluminum alloy or the like. The wheel drive device 3 (FL, FR motors 3FL, 3FR) is disposed as an in-wheel motor on the inner periphery of the wheel 2b.

  The tire 2a is different from the first tread 21 disposed inside the vehicle 1 (right side in FIG. 2A) and the first tread 21. The tire 2a is disposed outside the vehicle 1 (left side in FIG. 2A). The second tread 22 is provided. The detailed configuration of the wheel 2 (tire 2a) will be described later with reference to FIG.

  As shown in FIG. 2 (a), the wheel drive device 3 has a drive shaft 3a protruding on the front side (left side in FIG. 2 (a)) connected to and fixed to the wheel 2b, via the drive shaft 3a. The rotational driving force can be transmitted to the wheels 2. A camber angle adjusting device 4 (FL to RR actuators 4FL to 4RR) is connected and fixed to the rear surface of the wheel driving device 3.

  For the rear wheels 2RL and 2RR, a connecting member 6 (see FIG. 1) is disposed on the inner peripheral portion of the wheel 2b instead of the wheel driving device 3, and the connecting member 6 includes a front side. Further, the wheel 2b is connected and fixed via the drive shaft 3a, and the camber angle adjusting device 4 is connected and fixed to the rear surface thereof.

  The camber angle adjusting device 4 includes a plurality (three in the present embodiment) of hydraulic cylinders 4a to 4c, and the rod portions of the three hydraulic cylinders 4a to 4c are connected to the wheel drive device 3 or the connecting member. 6 (see FIG. 1) is connected and fixed to the back side (right side in FIG. 2A) via a joint portion (universal joint in the present embodiment) 60.

  As shown in FIG. 2B, the hydraulic cylinders 4a to 4c are arranged at substantially equal intervals in the circumferential direction (that is, at intervals of 120 ° in the circumferential direction), and one hydraulic cylinder 4b has a virtual axis Zu. Arranged on -Zd.

  As a result, each hydraulic cylinder 4a-4c drives each rod portion to extend or contract in a predetermined direction by a predetermined length, so that the wheel drive device 3 or the connecting member 6 (see FIG. 1) is imaginary axis Xf-Xb. , Zu-Xd as a swing center, and as a result, a predetermined camber angle and steering angle are given to each wheel 2.

  For example, as shown in FIG. 2B, the rod portion of the hydraulic cylinder 4b is driven to contract and the rod portions of the hydraulic cylinders 4a and 4c are driven in a state where the wheel 2 is in the neutral position (the straight traveling state of the vehicle 1). Is driven to extend, the wheel driving device 3 or the connecting member 6 (see FIG. 1) is rotated around the imaginary line Xf-Xb (arrow A in FIG. 2 (b)), and the wheel 2 is moved in the negative direction (negative camber). A camber angle (an angle formed by the center line of the wheel 2 with respect to the virtual line Zu-Zd) is given. On the other hand, when the hydraulic cylinder 4b and the hydraulic cylinders 4a and 4c are respectively extended and retracted in the opposite direction, a camber angle in the positive direction (positive camber) is given to the wheel 2.

  Further, when the rod portion of the hydraulic cylinder 4a is driven to contract and the rod portion of the hydraulic cylinder 4c is driven to extend in a state where the wheel 2 is in the neutral position (straight traveling state of the vehicle 1), the wheel drive device 3 or The connecting member 6 (see FIG. 1) is rotated around the imaginary line Zu-Zd (arrow B in FIG. 2B), and the steering angle of the toe-in tendency on the wheels 2 (the center line of the wheels 2 is relative to the reference line of the vehicle 1) An angle determined independently of the traveling direction of the vehicle 1). On the other hand, when the hydraulic cylinder 4a and the hydraulic cylinder 4c are extended and contracted in the opposite direction, a steering angle with a toe-out tendency is given to the wheels 2.

  In addition, although the drive method of each hydraulic cylinder 4a-4c illustrated here demonstrates the case where it drives from the state which has the wheel 2 in a neutral position as above-mentioned, combining these drive methods, each hydraulic pressure is demonstrated. An arbitrary camber angle and rudder angle can be imparted to the wheel 2 by controlling the expansion and contraction drive of the cylinders 4a to 4c.

  Returning to FIG. The accelerator pedal 52 and the brake pedal 53 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the depression state (depression amount, depression speed, etc.) of each pedal 52, 53. Then, the operation control of the wheel drive device 3 is performed.

  The steering 54 is an operation member operated by the driver, and the turning radius of the vehicle 1 is determined according to the operation state (rotation angle, rotation speed, etc.), and the operation control of the camber angle adjusting device 4 is performed. Is called. The wiper switch 55 is an operation member operated by the driver, and operation control of a wiper (not shown) is performed according to the operation state (operation position and the like).

  Similarly, the winker switch 56 and the high grip switch 57 are operation members operated by the driver, and in the former case, the operation control of the winker (not shown) is performed according to the operation state (operation position, etc.). In the latter case, the operation control of the camber angle adjusting device 4 is performed.

  The state in which the high grip switch 57 is turned on corresponds to the state in which high grip performance is selected as the characteristic of the wheel 2, and the state in which the high grip switch 57 is turned off selects low rolling resistance as the characteristic of the wheel 2. It corresponds to the state that was done. However, in the present embodiment, the camber angle of the wheel 2 is automatically adjusted by the CPU 71 (see FIG. 3) regardless of the operation state of the high grip switch 57.

  The vehicle control device 100 is a vehicle control device for controlling each part of the vehicle 1 configured as described above. For example, the operation state of each of the pedals 52 and 53 is detected and the detection result is determined. By operating the wheel drive device 3, the rotational speed of each wheel 2 is controlled.

  Alternatively, the operation state of the accelerator pedal 52, the brake pedal 53, and the steering 54 is detected, and the camber angle adjusting device 4 is operated according to the detection result to adjust the camber angle of each wheel. The two types of treads 21 and 22 are selectively used (see FIGS. 5 and 6) to improve the running performance and achieve fuel saving. Here, with reference to FIG. 3, the detailed structure of the control apparatus 100 for vehicles is demonstrated.

  FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 71, fixed value data, and the like, and the RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. .

  The ROM 72 is provided with a friction coefficient map 72a shown in FIG. 7 and a camber angle map 72b shown in FIG. The ROM 72 stores a program of the flowchart (camber control process) shown in FIG.

  Here, the friction coefficient map 72a and the camber angle map 72b will be described with reference to FIGS. FIG. 7 is a schematic diagram schematically showing the contents of the friction coefficient map 72a. The friction coefficient map 72a is a map that stores the relationship between the depression amount (operation amount) of the brake pedal 53 and the necessary front-rear friction coefficient.

  Based on the content of the friction coefficient map 72a, the CPU 71 determines a friction coefficient that the wheel 2 should exhibit in the current running state of the vehicle 1 (that is, a friction coefficient necessary to prevent the wheel 2 from slipping or locking). calculate. The required longitudinal friction coefficient indicated on the vertical axis is a friction coefficient in the vehicle longitudinal direction (vertical direction in FIG. 1) necessary to prevent the wheels 2 from slipping or locking.

  According to the friction coefficient map 72a, as shown in FIG. 7, when the brake pedal 53 is not operated (brake operation amount = 0), the required front-rear friction coefficient is defined as the minimum value μfmin, and the brake pedal The required front-rear friction coefficient changes linearly in proportion to the operation amount (depression amount) of 53, and the required front-rear friction is obtained when the operation amount of the brake pedal 53 is operated to the maximum (brake operation amount = 100%). The coefficient is defined to be the maximum value μfmax.

  FIG. 8 is a schematic diagram schematically showing the contents of the camber angle map 72b. The camber angle map 72b is a map that stores the friction coefficient of the wheel 2 and the relationship between the rolling resistance and the camber angle, and represents the friction coefficient that the wheel 2 can exhibit. The camber angle map 72b is based on actual measurement values measured for the wheels 2.

  The CPU 71 determines a camber angle to be given to the wheel 2 based on the content of the camber angle map 72b. In FIG. 8, the solid line 501 corresponds to the friction coefficient, and the solid line 502 corresponds to the rolling resistance.

  Further, the camber angle on the horizontal axis is the negative camber (that is, the side where the grounding (grounding pressure or grounding area) of the high grip first tread 21 is increased on the right side of FIG. 8), the left side of FIG. 8 (θy side from 0 degree angle) is the positive camber (that is, the side where the grounding (ground pressure or grounding area) of the second tread 22 of low rolling resistance increases, see FIG. 6), Each corresponds.

  Here, in the camber angle map 72b, three types of maps are stored corresponding to three types of operation states of a road surface state switch described later. However, in FIG. 8, the drawing is simplified to facilitate understanding. Therefore, only one type of map (map for dry pavement) is shown as a representative example, and illustration of the other two types is omitted.

  That is, the camber angle map 72b stores three types of maps, a dry pavement map, an unpaved map, and a wet pavement map, and the CPU 71 operates a road surface state switch (road surface state switch sensor device 558a). When the condition is detected and a dry pavement is instructed, a dry pavement map is displayed. When an unpaved road is instructed, an unpaved road map is displayed. Then, the map for rainy pavement is read out, and the operation control of the camber angle adjusting device 4 is performed based on the contents.

  According to the camber angle map 72b, as shown in FIG. 8, in the state where the camber angle is 0 degrees (that is, the state where the first tread 21 and the second tread 22 are uniformly grounded), the friction coefficient is minimum. The value μb is obtained. The same applies to the rolling resistance, which is the minimum value.

  When the camber angle changes from the state where the camber angle is 0 degrees (that is, the state where the first tread 21 and the second tread 22 are uniformly grounded) toward the negative camber side (θa side), along with the change, The grounding (grounding pressure or grounding area) of the first tread 21 having a high grip characteristic gradually increases (the grounding (grounding pressure or grounding area) of the second tread 22 having a low rolling resistance gradually decreases). And rolling resistance) are specified to increase gradually.

  When the camber angle reaches θa (hereinafter referred to as “first camber angle θa”), the second tread 22 is separated from the traveling road surface, and only the first tread 21 is in contact with the traveling road surface. Thus, the friction coefficient reaches the maximum value μa.

  Even if the camber angle further changes from the second camber angle θa toward the negative camber side, the second tread 22 is already separated from the traveling road surface, so the friction coefficient hardly changes, and the friction coefficient is The maximum value μa is maintained.

  The change in rolling resistance decreases gradually after the camber angle reaches the first camber angle θa, but gradually increases as the camber angle changes. That is, the camber angle changes toward the negative camber side, and the canvas last gradually increases with the change, so that the rolling resistance gradually increases.

  Here, after the camber angle reaches the first camber angle θa, although the rolling resistance increases, the friction coefficient is generally maintained constant because the change in the friction coefficient is more than the influence of the canvas last. This is because it is easily affected by the high grip performance of the 1 tread 21.

  On the other hand, as shown in FIG. 8, in the area on the positive camber side (left side in FIG. 8) from 0 degrees, the camber angle is 0 degrees (that is, the first tread 21 and the second tread 22 are grounded evenly. The friction coefficient hardly changes even when the positive camber is changed from the current state to the positive camber side, and the minimum value μb is maintained.

  That is, the camber angle changes from 0 degree toward the plus direction, and with this change, the grounding (ground pressure or grounding area) of the second tread 22 having a low rolling resistance gradually increases (high grip performance first). The friction coefficient is maintained at the minimum value μb in spite of the contact of the tread 21 (the contact pressure or the contact area gradually decreases).

  In general, since the second tread 22 having a low rolling resistance is configured to be harder than the first tread 21 having a high grip property, the grounding of the second tread 22 is highly gripping due to the grounding of the first tread 21. This is to prevent the contribution to.

  On the other hand, the change in rolling resistance gradually increases with the change in camber angle. That is, the camber angle changes toward the positive camber side, and the canvas last gradually increases with the change, so that the rolling resistance gradually increases.

  Here, although the rolling resistance increases, the friction coefficient is kept constant, as described above, in general, when the change in the friction coefficient is lower than the influence of the canvas last, the second tread 22 rolls lower. This is because it is easily affected by resistance.

  Here, for the unpaved road map and the wet pavement map, which are not shown in FIG. 8, the solid lines of the dry pavement map are translated in a direction in which the friction coefficient and rolling resistance are reduced. In any of the maps, the camber angle at which the friction coefficient and rolling resistance are minimum values is 0 degrees, and the camber angle at which the friction coefficient is maximum values is the first camber angle θa.

  Returning to FIG. As described above, the wheel driving device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and the two FLs that apply rotational driving force to the left and right front wheels 2FL, 2FR. , To RR motors 3FL to 3RR and a drive circuit (not shown) for driving and controlling the motors 3FL to 3RR based on a command from the CPU 71. Note that the wheel drive device 3 is configured to function as a regenerative device, as will be described later.

  As described above, the camber angle adjusting device 4 is a driving device for adjusting the rudder angle and camber angle of each wheel 2, and the driving force for adjusting the angle is applied to each wheel 2 (wheel driving device 3). It mainly includes four FL to RR actuators 4FL to 4RR to be applied, and a drive circuit (not shown) that drives and controls each of the actuators 4FL to 4RR based on a command from the CPU 71.

  The FL to RR actuators 4FL to 4RR include three hydraulic cylinders 4a to 4c, a hydraulic pump 4d (see FIG. 1) for supplying oil (hydraulic pressure) to each of the hydraulic cylinders 4a to 4c, and the hydraulic pumps. An electromagnetic valve (not shown) that switches the supply direction of oil supplied to each hydraulic cylinder 4a to 4c, and an expansion / contraction sensor (not shown) that detects the amount of expansion / contraction of each hydraulic cylinder 4a to 4c (rod portion). It is mainly prepared for.

  When the drive circuit of the camber angle adjusting device 4 controls driving of the hydraulic pump based on an instruction from the CPU 71, the hydraulic cylinders 4a to 4c are expanded and contracted by the oil (hydraulic pressure) supplied from the hydraulic pump. When the solenoid valve is turned on / off, the driving direction (extension or contraction) of each hydraulic cylinder 4a-4c is switched.

  The drive circuit of the camber angle adjusting device 4 monitors the expansion / contraction amount of each hydraulic cylinder 4a-4c by the expansion / contraction sensor, and the hydraulic cylinders 4a-4c reaching the target value (expansion / contraction amount) instructed by the CPU 71 are expanded / contracted. Is stopped. In addition, the detection result by an expansion-contraction sensor is output to CPU71 from a drive circuit, and CPU71 can obtain the present steering angle and camber angle of each wheel 2 based on the detection result.

  The mechanical brake control device 300 is a control device for applying to each of the wheels 2FL to 2RR a braking force by a mechanical brake according to the operation state (depression amount, depressing speed, etc.) of the brake pedal 53 by the driver. Note that the mechanical brake in the present embodiment is configured as a friction braking brake that obtains a braking force by pressing a brake pad against a brake disc with hydraulic pressure (hydraulic pressure). The mechanical brake corresponds to the mechanical braking device according to claims 4, 5 and 7.

  When the brake pedal sensor device 53a detects the operation of the brake pedal 53 by the driver (that is, the request for deceleration by the driver (deceleration request)), the detection result is output to the CPU 71. The CPU 71 sets an application amount of the mechanical brake (hydraulic pressure) based on the detection result (including a case where no hydraulic pressure is applied to the mechanical brake, as will be described later), and outputs it to the mechanical brake control device 300. .

  The mechanical brake control device 300 controls the hydraulic pressure applied to the brake actuators (not shown) of the wheels 2FL to 2RR based on the applied amount. As a result, a braking force by a mechanical brake according to the operation state of the brake pedal 53 is applied to each of the wheels 2FL to 2RR.

  On the other hand, the FL motor 3FL and the FR motor 3FR that respectively drive the left and right front wheels 2FL and 2FR constitute a regenerative brake device together with a regenerative circuit (not shown), and function as a regenerative motor. In this case, the FL motor 3FL and the FR motor 3FR rotate the left and right front wheels 2FL and 2FR to regenerate the rotational energy of the left and right front wheels 2FL and 2FR as electric energy, and the left and right front wheels 2FL and 2FR By inhibiting the rotation, it is operated as a regenerative brake that reduces the vehicle speed.

  A regenerative circuit (not shown) incorporates an inverter that converts alternating current into direct current, and rotates these motors 3FL, 3FR as a regenerative motor based on a control signal from the CPU 71, thereby rotating the left and right front wheels 2FL, 2FR. The energy is regenerated as electric energy, and the electric power generated by the FL and FR motors 3FL and 3FR by the regeneration is supplied to a battery (not shown) as a power storage device. In this embodiment, a battery that is a storage battery is described as an example of a power storage device, but a capacitor may be used as long as electrical energy can be stored.

  That is, the vehicle 1 according to the present embodiment is a vehicle that performs braking in cooperation with the regenerative brake by the FL and FR motors 3FL and 3FR and the mechanical brake. Here, with reference to FIG. 9, the braking method performed by cooperation of this regenerative brake and a mechanical brake is demonstrated.

  FIG. 9 is a schematic diagram showing the correlation between the operating state of the brake pedal 53 and the braking force. In the schematic diagram shown in FIG. 9, the horizontal axis indicates the operation amount of the brake pedal 53 detected by the brake pedal sensor device 53a, and indicates that the operation amount of the brake pedal 53 increases toward the right side in the drawing. On the other hand, the vertical axis indicates the braking force applied to the vehicle 1 and indicates that the braking force applied to the vehicle 1 increases as it goes upward in the figure.

  Here, in FIG. 9, a dotted line 701 corresponds to the entire braking force, and the entire braking force is 0 when the brake pedal 53 is not operated, as shown in FIG. When the brake pedal 53 is operated by the above, it increases linearly in proportion to the operation amount of the brake pedal 53.

  In FIG. 9, a solid line 702 corresponds to the braking force by the regenerative brake, and a solid line 703 corresponds to the braking force by the mechanical brake. As shown in FIG. 9, the entire braking force is covered by the braking force generated by the regenerative brake until the amount of operation of the brake pedal 53 reaches “X” after the brake pedal 53 starts to be depressed by the driver.

  Therefore, the operation amount of the brake pedal 53 operated by the driver, in other words, the braking force (required braking force) required for the deceleration of the vehicle requested by the driver is obtained (actually achieved) by operating the regenerative brake. When the CPU 71 determines that the vehicle can be operated, only the regenerative brake is operated to decelerate the vehicle. The determination is made based on whether the required braking force is until a preset braking threshold “X” is reached (less than the braking threshold “X”).

  Therefore, when the operation amount of the brake pedal 53 is in the range from “0” to “X”, the CPU 71 uses the wheel drive device 3 (FL, FR) to obtain all the braking force according to the operation amount of the brake pedal 53 from the regenerative brake. A control signal is output to the motors 3FL, 3FR). In the present embodiment, the braking threshold “X” is a value determined in advance by experimental data or the like for each vehicle. However, the driving condition of the vehicle, the road surface condition such as a bad road, or the driving environment such as weather is used. May be changed as appropriate.

  When the amount of operation of the brake pedal 53 by the driver is further increased and the amount of operation of the brake pedal 53 becomes “X” or more, braking by regenerative braking and mechanical braking is performed. Therefore, the operation amount of the brake pedal 53 operated by the driver, in other words, the braking force (required braking force) required for deceleration of the vehicle requested by the driver is obtained (actuated) by operating the regenerative brake. If the CPU 71 determines that it can be obtained (achieved) by operating both the regenerative brake and the mechanical brake as a mechanical brake device, the regenerative brake and the mechanical brake Actuate both to slow down the vehicle. The determination is made based on whether the required braking force has reached a preset braking threshold “X” (more than the braking threshold “X”).

  Therefore, in a range where the operation amount of the brake pedal 53 is “X” or more, the CPU 71 determines the regenerative brake application amount (braking force) and the mechanical brake application amount (braking force) according to the operation amount of the brake pedal 53. Are set, and the set braking force is output to the wheel drive device 3 (FL, FR motors 3FL, 3FR) and the brake mechanical brake control device 30. Therefore, braking by the mechanical brake is started to the left and right rear wheels 2RL and 2RR which are the driven wheels when the operation amount of the brake pedal 53 becomes “X” or more.

  The required braking force calculation means described in claims 3 and 7 is a process for determining the relationship between the operation amount of the brake pedal 53 and the braking threshold “X”, that is, the operation amount of the brake pedal 53 is determined by the braking threshold “X”. "Or less than or equal to the braking threshold" X ".

  Returning to FIG. The vehicle speed sensor device 32 is a device for detecting the ground speed (absolute value and traveling direction) of the vehicle 1 with respect to the road surface G, and outputting the detection result to the CPU 71, and the longitudinal and lateral acceleration sensors 32a and 32b. And a control circuit (not shown) that processes the detection results of the acceleration sensors 32a and 32b and outputs the result to the CPU 71.

  The longitudinal acceleration sensor 32a is a sensor that detects the acceleration in the longitudinal direction (the vertical direction in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 32b is the lateral direction of the vehicle 1 (body frame BF) ( FIG. 1 is a sensor that detects acceleration in the left-right direction. In the present embodiment, each of the acceleration sensors 32a and 32b is configured as a piezoelectric sensor using a piezoelectric element.

  The CPU 71 time-integrates the detection results (acceleration values) of the respective acceleration sensors 32a and 32b input from the control circuit of the vehicle speed sensor device 32 to calculate the speeds in two directions (front and rear and left and right directions), respectively. By synthesizing these two-direction components, the ground speed (absolute value and traveling direction) of the vehicle 1 can be obtained.

  The ground load sensor device 34 is a device for detecting the load received by the ground contact surface of each wheel 2 from the road surface G and outputting the detection result to the CPU 71. RR load sensors 34FL to 34RR and a processing circuit (not shown) for processing the detection results of the load sensors 34FL to 34RR and outputting them to the CPU 71 are provided.

  In the present embodiment, each of the load sensors 34FL to 34RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 34FL to 34RR is disposed on a suspension shaft (not shown) of each wheel 2, and the load received by the wheel 2 from the road surface G in the front-rear direction of the vehicle 1 (virtual axis Xf-Xb direction). , Detection is performed in three directions, the left-right direction (virtual axis Y1-Yr direction) and the up-down direction (virtual axis Zu-Zd direction) (see FIG. 2B).

  The CPU 71 estimates the friction coefficient μ of the road surface G on the ground contact surface of each wheel 2 from the detection results (ground load) of the load sensors 34FL to 34RR input from the ground load sensor device 34 as follows.

  For example, focusing on the front wheel 2FL, if the loads in the front-rear direction, the left-right direction, and the vertical direction of the vehicle 1 detected by the FL load sensor 34FL are Fx, Fy, and Fz, respectively, the portion corresponding to the ground contact surface of the front wheel 2FL is detected. The friction coefficient μ in the longitudinal direction of the vehicle 1 on the road surface G is Fx / Fz (μx = Fx / Fz) when the front wheel 2FL is slipping with respect to the road surface G (μx = Fx / Fz), and the front wheel 2FL slips with respect to the road surface G. In the non-slip state, it is estimated that the value is larger than Fx / Fz (μx> Fx / Fz).

  The same applies to the friction coefficient μy in the left-right direction of the vehicle 1. In the slip state, μy = Fy / Fz, and in the non-slip state, the value is estimated to be larger than Fy / Fz. Of course, it is possible to detect the friction coefficient μ by other methods. Examples of other techniques include known techniques disclosed in Japanese Patent Application Laid-Open Nos. 2001-315633 and 2003-118554.

  The wheel rotation speed sensor device 35 is a device for detecting the rotation speed of each wheel 2 and outputting the detection result to the CPU 71. Four FL to RR rotations for detecting the rotation speed of each wheel 2 respectively. Speed sensors 35FL to 35RR and a processing circuit (not shown) that processes the detection results of the rotational speed sensors 35FL to 35RR and outputs them to the CPU 71 are provided.

  In this embodiment, each rotation sensor 35FL-35RR is provided in each wheel 2, and detects the angular velocity of each wheel 2 as a rotation speed. That is, each rotation sensor 35FL-35RR is an electromagnetic pickup provided with a rotating body that rotates in conjunction with each wheel 2 and a pickup that electromagnetically detects the presence or absence of a large number of teeth formed in the circumferential direction of the rotating body. It is configured as a sensor of the type.

  The CPU 71 can obtain the actual peripheral speed of each wheel 2 from the rotational speed of each wheel 2 input from the wheel rotational speed sensor device 35 and the outer diameter of each wheel 2 stored in advance in the ROM 72. It is possible to determine whether or not each wheel 2 is slipping by comparing the peripheral speed with the traveling speed (ground speed) of the vehicle 1.

  The accelerator pedal sensor device 52a is a device for detecting the operation state of the accelerator pedal 52 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the accelerator pedal 52; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 53a is a device for detecting the operation state of the brake pedal 53 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the brake pedal 53; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 54a is a device for detecting the operation state of the steering 54 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the operation state of the steering 54, and the angle sensor. And a control circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  The wiper switch sensor device 55a is a device for detecting the operation state of the wiper switch 55 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operation state (operation position) of the wiper switch 55. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The winker switch sensor device 56a is a device for detecting the operating state of the winker switch 56 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operating state (operating position) of the winker switch 56. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The high grip switch sensor device 57a is a device for detecting the operation state of the high grip switch 57 and outputting the detection result to the CPU 71, and a positioning sensor for detecting the operation state (operation position) of the high grip switch 57. (Not shown) and a control circuit (not shown) for processing the detection result of the positioning sensor and outputting it to the CPU 71 are mainly provided.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. The CPU 71 obtains the depression amounts of the pedals 52 and 53 and the operation angle of the steering wheel 54 based on the detection results input from the control circuits of the sensor devices 52a to 54a, and time-differentiates the detection results to obtain each pedal 52. 53, and the rotation speed (operation speed) of the steering wheel 54 can be obtained.

  The road surface state switch sensor device 58a is a device for detecting the operation state of a road surface state switch (not shown) and outputting the detection result to the CPU 71, and detecting the operation state (operation position) of the road surface state switch. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting it to the CPU 71.

  The road surface state switch is an operation member operated by the driver. When the road surface state switch is switched by the driver according to the road surface state, the camber angle is changed according to the operation state (operation position). Operation control of the adjusting device 4 is performed by the CPU 71. Specifically, the road surface condition switch is configured as a three-stage (three-position type) rocker switch, the first position is in a state where the traveling road surface is a dry paved road, and the second position is an unpaved road surface. The third position is in a state where the traveling road surface is a rain-paved road. Each corresponds.

  Examples of the other input / output device 36 shown in FIG. 3 include a rain sensor for detecting the rainfall and an optical sensor for detecting the state of the road surface G in a non-contact manner.

  Next, the detailed configuration of the wheel 2 will be described with reference to FIGS. 4 to 6. FIG. 4 is a schematic diagram schematically showing a top view of the vehicle 1. 5 and 6 are schematic views schematically showing the front view of the vehicle 1. FIG. 5 shows a state in which a negative camber is applied to the wheel 2. FIG. 6 shows a positive camber on the wheel 2. In FIG. The state to which is given is shown.

  As described above, the wheel 2 includes two types of treads, the first tread 21 and the second tread 22, and, as shown in FIG. 4, in each wheel 2 (front wheels 2FL, 2FR and rear wheels 2RL, 2RR), The first tread 21 is disposed inside the vehicle 1, and the second tread 22 is disposed outside the vehicle 1.

  In the present embodiment, both treads 21 and 22 have the same width dimension (dimension in the left-right direction in FIG. 4). Further, the first tread 21 is configured to have a higher grip force (high grip performance) than the second tread 22. On the other hand, the second tread 22 is configured to have a characteristic of low rolling resistance (low rolling resistance) as compared to the first tread 21. That is, the first tread 21 is set to have a lower rubber hardness (low hardness) than the second tread 22. In other words, the second tread 22 has a higher rubber hardness (high hardness) than the first tread 21.

  For example, as shown in FIG. 5, when the camber angle adjusting device 4 is operated and controlled, and the camber angles θL and θR of the wheels 2 are adjusted in the negative direction (negative camber), the first one disposed inside the vehicle 1. The grounding (grounding pressure or grounding area) Rin of the tread 21 is increased, and the grounding (grounding pressure or grounding area) Rout of the second tread 22 arranged outside the vehicle 1 is decreased. Thereby, the high grip performance of the first tread 21 can be used to improve the running performance (for example, turning performance, acceleration performance, braking performance, or vehicle stability in the rain).

  On the other hand, as shown in FIG. 6, when the camber adjustment devices 4 are controlled and the camber angles θL and θR of the wheels 2 are adjusted in the positive direction (positive camber direction), the camber adjustment devices 4 are arranged inside the vehicle 1. The grounding (grounding pressure or grounding area) of the 1 tread 21 is reduced, and the grounding (grounding pressure or grounding area) of the second tread 22 disposed outside the vehicle 1 is increased. Thereby, the fuel-saving performance can be improved by utilizing the low rolling resistance of the second tread 22.

  Next, camber control processing will be described with reference to FIG. FIG. 10 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the vehicle control device 100 is turned on, and by adjusting the camber angle applied to the wheel 2, During braking, regenerative energy recovery efficiency will be improved to improve fuel efficiency.

  Regarding the camber control process, the CPU 71 first determines the road surface condition (S51). This process is performed by confirming the detection result by the road surface state switch sensor device 58a (see FIG. 3) and acquiring the operation state of the road surface state switch by the driver. That is, as described above, when the operation position of the road surface state switch is confirmed as the first position, the CPU 71 determines that the road surface state is a dry road surface, and if it is the second position, determines that the road surface state is an unpaved road surface, If it is the third position, it is determined that the road surface is rainy.

  Next, in the process of S52, the operation state of the brake pedal 53 is detected (S52), and the necessary front-rear friction coefficient corresponding to the detected operation state is read from the friction coefficient map 72a (see FIG. 7) (S53). As a result, a friction coefficient in the vehicle front-rear direction (the vertical direction in FIG. 1) necessary to prevent the wheels 2 from slipping or locking can be obtained.

  Next, in the process of S54, the steering angle of the wheel 2 and the ground speed (vehicle speed) of the vehicle 1 are detected (S54), and the necessary lateral friction coefficient is calculated from the detected steering angle and vehicle speed (S55). As described above, the CPU 71 detects the steering angle of the wheels 2 and the ground speed of the vehicle 1 based on the detection results of the steering sensor device 54a and the vehicle speed sensor device 32.

  Here, the necessary lateral friction coefficient is a friction coefficient in the left-right direction of the vehicle (the left-right direction in FIG. 1) necessary for preventing the wheels 2 from slipping in the vehicle 1 that is turning, as will be described next. Calculated.

  That is, first, the relationship between the steering angle σ of the wheel 2, the Ackermann turning radius R0, and the wheel base I of the vehicle 1 can be expressed by tan σ = I / R0. This relational expression can be approximated as σ = I / R0 when the steering angle σ is a small angle. By transforming this with respect to the Ackermann turning radius R0, R0 = I / σ can be obtained.

  On the other hand, the relationship between the actual turning radius R of the vehicle 1 and the ground speed (vehicle speed) v of the vehicle 1 is determined by using the stability factor K measured for the vehicle 1, and R / R0 = 1 + K from the steering characteristics of the vehicle 1. Can be represented by v2. R = I (1 + K · v2) / σ can be obtained by transforming this with respect to the actual turning radius R and substituting the previously determined Ackerman turning radius R0.

  Here, if the weight of the vehicle 1 is m, the centrifugal force F acting on the vehicle 1 during turning is F = m · v2 / R, and the actual turning radius R previously obtained is substituted for this. Thus, F = m · v 2 · σ / (I (1 + K · v 2)) can be obtained. The frictional force for avoiding the slip of the wheel 2 in the lateral direction (the left-right direction of the vehicle 1) may be a value larger than the centrifugal force F. Therefore, the necessary lateral friction coefficient μw is the centrifugal force F. By dividing by the weight m, it can be expressed by μw = F / m = v2 · σ / (I (1 + K · v2)).

  After obtaining the necessary longitudinal friction coefficient and the necessary lateral friction coefficient in the processing of S53 and S55, based on the necessary longitudinal friction coefficient and the necessary lateral friction coefficient (that is, the resultant force of the vectors facing the longitudinal direction and the lateral direction of the vehicle 1) ), A necessary friction coefficient is calculated (S56), and the process proceeds to S57.

  In the process of S57, it is determined whether or not the required braking force can be exerted only by regenerative braking, and the necessary friction coefficient calculated in the process of S56 and the minimum value μb of the friction coefficient that the wheel 2 can exhibit. To determine whether the required friction coefficient is equal to or less than the minimum value μb (S57).

  That is, it is confirmed based on the result detected in the process of S52 whether the operation amount of the brake pedal 53 is less than “X” (brake operation amount <X, see FIG. 9) which is a boundary for operating the mechanical brake. As a result of the confirmation, if the brake operation amount is less than X, it is determined that the braking force corresponding to the operation amount of the brake pedal 53 can be exerted (can be covered) only by regenerative braking.

  Note that the minimum value μb of the friction coefficient that the wheel 2 can exhibit is read from the camber angle map 72b (see FIG. 8), as described above. In this case, the CPU 71 selects a map corresponding to the road surface condition determined in the process of S51 from among the three types of maps, and reads the minimum value μb based on the contents of the selected map.

  As a result of the determination in S57, when it is determined that the necessary braking force can be exhibited only by regenerative braking and the necessary friction coefficient is not more than the minimum value μb (S57: Yes), the camber angle map 72b (FIG. 8). The camber angle that minimizes the rolling resistance is read as a predetermined camber angle (S58) and adjusted to the read camber angle (predetermined camber angle) so that the wheel 2 (driving wheel and driven wheel) is predetermined. Is added (S59), and the camber control process is terminated.

  Specifically, for example, the necessary friction coefficient calculated in the process of S56 is μy, and the relationship of μy ≦ μb is established (S57: Yes). In this case, the friction coefficient is not more than μb. Is read out as a predetermined camber angle ("S0" in the present embodiment from the camber angle map 72b in FIG. 8) (S58), and this read camber angle (" 0 ") is given to the driving wheel and the driven wheel as a predetermined camber angle (adjusted to the read camber angle) (S59). That is, the camber angle corresponding to the necessary coefficient of friction μy is read as θy from the camber angle map 72b shown in FIG. 8, and the read camber angle θy is not given to the wheel 2 (drive wheel and driven wheel).

  Thus, in the present embodiment, as shown in FIG. 8, when the necessary friction coefficient μy calculated in the process of S56 is below the minimum value μb of the friction coefficient that the wheel 2 can exhibit, Even if a camber angle having an absolute value larger than “0” degree is given, a reduction in rolling resistance (achievement of fuel-saving driving) cannot be expected, so the wheel 2 is the smallest within a range where the minimum value μb can be exhibited. An angle (“0” degree) is given as a predetermined camber angle.

  That is, in the present embodiment, when the wheel drive device 3 (regeneration device) performs regeneration, the camber angle of the wheel 2 is adjusted so that the rolling resistance of the wheel 2 (drive wheel and driven wheel) is minimized. be able to.

  As a result, when converting kinetic energy during traveling of the vehicle 1 into electrical energy, conversion loss (rolling resistance of the wheel 2 (deformation hysteresis loss)) generated during the conversion is minimized, and conversion loss is reduced. Therefore, the recovery efficiency of regenerative energy can be improved and fuel saving performance can be obtained accordingly.

  On the other hand, in the process of S57, when it is determined that the necessary braking force cannot be exhibited only by regenerative braking, or the necessary friction coefficient is larger than μb (S57: No), then the necessary friction coefficient is the minimum value. It is determined whether it is larger than μb and smaller than the maximum value μa (S60). Note that the maximum value μa of the friction coefficient that the wheel 2 can exhibit is read from the camber angle map 72b (see FIG. 8) as described above.

  As a result of the determination in S60, when it is determined that the necessary friction coefficient is larger than the minimum value μb and less than the maximum value μa (S60: Yes), it corresponds to the necessary friction coefficient (that is, equivalent to the necessary friction coefficient). The camber angle (which becomes a friction coefficient) is read from the camber angle map 72b for each wheel 2 (drive wheel and driven wheel) (S61), and the read camber angle is set to a predetermined camber for each wheel 2 (drive wheel and driven wheel). It is given as a corner (the camber angle of each wheel 2 is adjusted to the read camber angle) (S62), and this camber control process is terminated.

  Specifically, in this case, for example, for one wheel 2, the necessary friction coefficient calculated in the process of S56 is μx, and the relationship of μb <μx <μa is established (S60). : Yes), the camber angle corresponding to the required friction coefficient μx is read out as θx from the camber angle map 72b shown in FIG. 8 (S61), and the read camber angle θx is adjusted as a predetermined camber angle for one wheel 2. (S62) and these processes are executed for each wheel 2.

  As described above, in the present embodiment, the wheel 2 can exhibit the minimum necessary coefficient of friction and the sliding (slip or lock) thereof can be suppressed, so that the kinetic (rotational) energy of the wheel 2 is converted into electric energy. Can be reliably converted. Therefore, it can suppress that the collection | recovery efficiency of collection | recovery energy falls with the sliding of the wheel 2, and can aim at the improvement of a fuel-saving performance. At the same time, acceleration / braking performance and turning performance can be ensured.

  Furthermore, since the camber angle of the wheel 2 is adjusted so that the rolling resistance of the wheel 2 becomes smaller while suppressing the sliding (slip or lock) of the wheel 2, conversion loss when converting kinetic energy into electric energy. (Deformation hysteresis loss of the wheel 2) can be reduced, the recovery efficiency of regenerative energy can be increased, and fuel saving performance can be improved accordingly.

  On the other hand, in the process of S60, when it is determined that the necessary friction coefficient is greater than the minimum value μb and not less than the maximum value μa (S60: No), the necessary friction coefficient is equal to or greater than the maximum value μa. In this case (S60: No), the maximum camber angle (that is, the first camber angle θa described above, see FIG. 8) is given to the wheel 2 (drive wheel and driven wheel) (S63), and the notification process (S64). ) To finish this camber control process.

  Specifically, in this case, the necessary friction coefficient μz calculated in the process of S56 is equal to or greater than the maximum value μa (μb ≦ μz) (S60: No). The camber angle corresponding to the coefficient μz is not read as, for example, θz from the camber angle map 72b shown in FIG. 8, but in this case, the camber angle to be given to the wheel 2 is determined as the first camber angle θa, and this is determined as the wheel 2 (S63).

  Thus, in the present embodiment, as shown in FIG. 8, when the necessary friction coefficient μz calculated in the process of S56 exceeds the maximum value μa of the friction coefficient that the wheel 2 can exhibit, the wheel 2 Even if a camber angle having an absolute value larger than 1 camber angle θa is given, it is judged that a further increase in the friction coefficient (improvement of grip performance) cannot be expected, and the wheel 2 can exhibit the maximum value μa. The smallest angle within the range (an angle close to 0 degree), that is, the first camber angle θa is given. Thereby, it is possible to avoid the camber angle from becoming unnecessarily large and to ensure the running stability of the vehicle 1. At the same time, since the conversion loss described above during braking can be reduced and the recovery efficiency of regenerative energy can be increased, fuel saving performance can be improved accordingly.

  In the notification process (S64), the fact that the wheel 2 slips or locks (or may be) due to sudden braking or the like is output from the speaker and displayed on the monitor device, so that the driver is notified. Inform. Thereby, it can contribute to the improvement of safety.

  Here, in the flowchart (camber control process) shown in FIG. 10, the processes of S59, S62 and S63 are performed as the camber angle control means according to claim 1, and the process of S52 is performed as the deceleration request detection means according to claim 2. Further, the processing of S51 corresponds to the traveling road surface detection means, the processing of S56 corresponds to the necessary friction coefficient calculation means, and the processing of S52 corresponds to the deceleration request detection means according to claim 7.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values given in the above embodiment are merely examples, and other numerical values can naturally be adopted.

  In the above embodiment, the case where the camber angles θR and θL applied to the left and right wheels 2 are the same angle (θR = θL) is not necessarily limited to this, and the camber angles θR and θL are different from each other. It is naturally possible to provide camber angles θR and θL (θR <θL or θL <θR).

  In the above embodiment, the case where the first treads 21 and 221 are disposed on the vehicle inner side and the second tread 22 is disposed on the vehicle outer side has been described. However, the present invention is not limited to this positional relationship. Of course, it is possible to appropriately change every two.

  For example, the first treads 21 and 221 may be disposed on the vehicle outer side, and the second tread 22 may be disposed on the vehicle inner side. The first treads 21 and 221 may be disposed on the vehicle outer side and the rear wheels may be disposed on the second tread. 22 may be arranged inside the vehicle, respectively. Alternatively, this positional relationship may be different for each wheel 2.

  In the above embodiment, the case where one wheel has two types of treads has been described. However, the present invention is not necessarily limited to this, and other modes can naturally be adopted. For example, two wheels each having a tread having different characteristics may be combined in parallel (that is, as a so-called double tire).

  In the above-described embodiment, the case where the change in the required front-rear friction coefficient with respect to the brake operation amount changes linearly in the friction coefficient map 72a has been described (see FIG. 7), but such a configuration is an example, Of course it is possible to do. For example, such a change can naturally be a curve.

  In the above embodiment, the case where the vehicle control device 100 includes only one friction coefficient map 72a has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to include a plurality of friction coefficient maps.

  For example, a plurality of friction coefficient maps (for example, a dry pavement map, an unpaved map, and a rainy pavement map corresponding to the operation range of the road surface switch are configured with different contents corresponding to the road surface conditions. 3 types) may be prepared, and in the process of S53 of FIG. 10, the necessary front-rear friction coefficient may be read from the map corresponding to the operation state of the road surface state switch.

  In the above embodiment, the case where the wheel drive device 3 that rotationally drives the wheel 2 is configured by a motor device has been described. However, the drive source of the wheel 2 is not necessarily limited to this, and another drive source is adopted. Of course it is possible to do. Examples of other driving sources include a gasoline engine and a diesel engine. In this case, a so-called alternator corresponds to the regenerative device according to claim 1 (the regenerative device that regenerates the rotational energy of the wheel 2 into electric energy).

  In the above embodiment, the case has been described in which the left and right front wheels 2FL and 2FR are drive wheels and the left and right rear wheels 2RL and 2RR are driven wheels. However, the present invention is not necessarily limited to this arrangement. Of course, the reverse arrangement is possible.

  The modification of this invention is shown below. 2. The vehicle control device according to claim 1, wherein the camber angle adjusting unit calculates a necessary friction coefficient based on a traveling state of the vehicle so that the wheels do not slip with respect to a traveling road surface. 3. The wheel camber angle so that the wheel exhibits a friction coefficient equivalent to the friction coefficient calculated by the required friction coefficient calculation means, and the rolling resistance of the wheel becomes smaller. The vehicle control device 1 is characterized by adjusting the above.

  According to the vehicle control device 1, in addition to the effect exhibited by the vehicle control device according to claim 1, there is an effect that it is possible to achieve both acceleration / braking / turning performance and fuel saving performance.

  That is, there is a correlation between the rolling resistance of the wheel and the friction coefficient, and if the rolling resistance of the wheel (ie, hysteresis loss) is reduced, fuel economy can be achieved, but it is difficult to ensure grip performance, acceleration performance, The braking performance or the turning performance is degraded. On the other hand, if the wheel grip characteristics are improved, acceleration performance, braking performance or turning performance can be improved, but rolling resistance increases, resulting in deterioration of fuel consumption.

  On the other hand, according to the present invention, the regenerative camber adjusting means adjusts the camber angle of the wheel so that the wheel exhibits a friction coefficient equivalent to the friction coefficient calculated by the necessary friction coefficient calculating means. Can be prevented from slipping or slipping. As a result, the kinetic (rotational) energy of the wheel can be reliably converted into electric energy, so that the recovery efficiency of the recovered energy is prevented from decreasing with the sliding of the wheel, and the fuel saving performance is improved. be able to. At the same time, acceleration / braking performance and turning performance can be ensured.

  Furthermore, the camber adjusting means during regeneration adjusts the camber angle of the wheel so as to reduce the rolling resistance of the wheel while suppressing the sliding (slip or lock) of the wheel, so that the kinetic energy is converted into electric energy. It is possible to reduce the conversion loss at the time (deformation hysteresis loss of the wheel) and improve the fuel saving performance.

  The camber angle adjusting means at the time of regeneration is such that when the friction coefficient calculated by the necessary friction coefficient calculating means exceeds the maximum friction coefficient that the wheel can exhibit, the camber angle at which the wheel exhibits the maximum friction coefficient is obtained. In addition, it is preferable to adjust the camber angle of the wheel.

  In this case, it is more preferable that the camber angle is the smallest angle (an angle close to 0 degrees) in a range where the wheel exhibits the maximum friction coefficient. In the above range, while the rolling resistance increases with the camber angle, the friction coefficient converges to a constant value even if the camber angle is increased, and no further improvement in grip performance can be expected. Therefore, by setting the smallest angle, the conversion loss (deformation hysteresis loss) due to rolling resistance is reduced, fuel efficiency is obtained, and the camber angle is prevented from becoming unnecessarily large, so that the vehicle travels stably. This is because the sex can be secured.

  Further, in this case, a notification means for notifying the driver that the friction coefficient that the wheel can exhibit is exceeded (for example, output of a warning sound or a warning display on a monitor) or a means for reducing the vehicle speed. (For example, a braking instruction by a braking device or an instruction to reduce the output of the engine or the like) is preferably provided. As a result, it is possible to notify the driver that the vehicle is running beyond the limit performance (acceleration braking performance / turning performance), or to reduce the vehicle speed mechanically regardless of the driver's operation. Can contribute to the improvement of safety.

  In addition, the camber angle adjusting means at the time of regeneration is a range in which the wheel exhibits the minimum friction coefficient when the friction coefficient calculated by the necessary friction coefficient calculation means is below the minimum friction coefficient that the wheel can exhibit. It is preferable to adjust the camber angle so that the rolling resistance becomes the smallest angle (for example, an angle close to 0 degree). Avoiding unnecessarily large camber angle, ensuring vehicle running stability, minimizing conversion loss (deformation hysteresis loss) due to rolling resistance, and further improving fuel efficiency Because you can.

  In the vehicle control device 1, the vehicle includes a motor device configured as the regenerative device, and the wheels are driven by the motor device and driven by the driving of the vehicle. A driving wheel, and the camber angle adjusting means includes a driving wheel adjusting means for adjusting a camber angle of the driving wheel, and a driven wheel adjusting means for adjusting a camber angle of the driven wheel. The camber angle of the drive wheel is adjusted so that the drive wheel exhibits a friction coefficient equivalent to the friction coefficient calculated by the required friction coefficient calculation means, and the rolling resistance of the drive wheel becomes smaller. The driven wheel adjusting means adjusts the camber angle of the driven wheel so that the rolling resistance of the driven wheel is minimized.

  According to the vehicle control device 2, in addition to the effects exhibited by the vehicle control device 1, the drive wheel adjusting means causes the drive wheel to exhibit a friction coefficient equivalent to the friction coefficient calculated by the necessary friction coefficient calculation means. Since the camber angle of the wheel is adjusted, sliding (slip or lock) of the drive wheel can be suppressed. As a result, the rotation of the drive wheel can be reliably transmitted to the motor device, and the conversion from kinetic (rotational) energy to electrical energy can be efficiently performed. The fuel consumption performance can be improved by suppressing the decrease. At the same time, acceleration / braking performance and turning performance can be ensured.

  The drive wheel adjusting means adjusts the camber angle of the drive wheel so as to reduce the rolling resistance of the drive wheel while suppressing the sliding (slip or lock) of the drive wheel, so that the above effect is secured. On the other hand, the conversion loss (wheel deformation hysteresis loss) at the time of converting kinetic energy into electric energy can be reduced, and fuel saving performance can be improved.

  On the other hand, the driven wheel is a wheel that does not need to transmit the rotation of the driven wheel to the motor device for regeneration, and is a wheel that only needs to be driven as the vehicle travels. The driving wheel adjusting means adjusts the camber angle of the driven wheel so that the rolling resistance is minimized. Therefore, when converting the kinetic energy of the vehicle into electric energy, the conversion loss (wheels generated during the conversion) Conversion loss can be effectively reduced. Thereby, the collection | recovery efficiency of regenerative energy can be improved and fuel-saving performance can be achieved further.

  Here, in the flowchart (camber control process) shown in FIG. 10, the process of S56 is performed as the necessary friction coefficient calculating means described in the vehicle control apparatus 1, and the process of S59 is performed as the drive wheel adjusting means described in the vehicle control apparatus 2. However, the processing of S59 corresponds to the driven wheel adjusting means. The motor device described in the vehicle control device 2 corresponds to the wheel drive device 3 (FL, FR motors 3FL, 3FR).

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in one embodiment of this invention is mounted. (A) is sectional drawing of a wheel, (b) is a schematic diagram which illustrates typically the adjustment method of the steering angle and camber angle of a wheel. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed typically the top view of the vehicle. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state by which the negative camber was provided to the wheel. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the positive camber was provided to the wheel. It is the schematic diagram which illustrated the content of the friction coefficient map typically. It is the schematic diagram which illustrated the content of the camber angle map typically. It is a schematic diagram which shows the correlation with the operating state of a brake pedal, and braking force. It is a flowchart which shows a camber control process.

Explanation of symbols

100 Vehicle Control Device 1 Vehicle 2 Wheel 2FL Front Wheel (Wheel, Drive Wheel)
2FR front wheels (wheels, drive wheels)
2RL Rear wheel (wheel, driven wheel)
2RR Rear wheel (wheel, driven wheel)
3 Wheel drive device (regenerative device)
3FL FL motor (regenerative device)
3FR FR motor (regenerative device)
4 Camber angle adjusting device 4FL to 4RR FL to RR actuator (camber angle adjusting device)
4a to 4c Hydraulic cylinder (part of camber angle adjusting device)
4d Hydraulic pump (part of camber angle adjusting device)

Claims (7)

A regenerative device that can operate as a regenerative brake that decelerates the vehicle speed, regenerates the rotational energy of the wheel as electric energy, and stores the electric energy, and a camber angle that adjusts the camber angle of the wheel In a vehicle control device used for a vehicle including an adjustment device,
A camber angle control means for controlling the camber angle adjusting device to adjust the camber angle of the wheel to a predetermined camber angle;
The camber angle control means controls the camber angle adjustment device so that the rolling resistance of the wheel becomes smaller when performing regeneration by the regeneration device. Deceleration request detecting means for detecting a driver's deceleration request;
Traveling road surface detection means for detecting the road surface condition of the road surface on which the vehicle travels;
Necessary friction coefficient calculation means for calculating a required friction coefficient based on the deceleration request detected by the deceleration request detection means and the road surface condition detected by the traveling road surface detection means,
2. The vehicle control device according to claim 1, wherein the camber angle adjusting means adjusts the camber angle of the wheel to a predetermined camber angle in accordance with the required friction coefficient and the deceleration request. A required braking force calculation means for calculating a required braking force required to decelerate the vehicle according to the deceleration request;
A camber angle map for storing a relationship between a friction coefficient of the wheel and a rolling resistance and a camber angle;
The camber angle adjusting means calculates a minimum friction coefficient that is a minimum friction coefficient that the wheel can exhibit based on the camber angle map, and the necessary braking force is obtained only from the regenerative brake, and the necessary When the friction coefficient is smaller than the minimum friction coefficient, the camber angle at which the rolling resistance is minimized is calculated based on the camber angle map, and the camber angle of the wheel is adjusted with the calculated camber angle as a predetermined camber angle. The vehicle control device according to claim 2, wherein: A camber angle map for storing the friction coefficient of the wheel and the relationship between the rolling resistance and the camber angle;
The vehicle includes a mechanical braking device that applies a braking force to the wheels,
The camber angle adjusting means calculates a minimum friction coefficient and a maximum friction coefficient that can be exhibited by the wheel based on the camber angle map, the necessary braking force is obtained from the regenerative brake and the mechanical braking device, and When the required friction coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, a camber angle corresponding to the necessary friction coefficient is calculated based on the camber angle map, and the calculated camber angle is set to a predetermined camber angle. The vehicle control device according to claim 2, wherein a camber angle of the wheel is adjusted as an angle. The vehicle includes a mechanical braking device that applies a braking force to the wheels,
The camber angle adjusting means calculates a maximum friction coefficient that the wheel can exhibit based on the camber angle map, the required braking force is obtained from the regenerative brake and the mechanical brake device, and the required friction When a coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, a camber angle corresponding to the necessary friction coefficient is calculated based on the camber angle map, and the calculated camber angle is set as a predetermined camber angle, 4. The vehicle control device according to claim 3, wherein a camber angle of the wheel is adjusted. The wheel includes a driven wheel and a drive wheel that is rotationally driven by the regenerative device,
6. The camber angle adjusting means adjusts camber angles of the driving wheel and driven wheel to a predetermined camber angle according to the necessary friction coefficient and the deceleration request. Vehicle control device. Deceleration request detecting means for detecting a driver's deceleration request;
A required braking force calculation means for calculating a required braking force required to decelerate the vehicle according to the deceleration request;
A camber angle map for storing the friction coefficient of the wheel and the relationship between the rolling resistance and the camber angle;
The wheel includes a driven wheel and a drive wheel that is rotationally driven by the regenerative device,
The vehicle includes a mechanical braking device that applies a braking force to the wheels,
The camber angle adjusting means calculates a minimum friction coefficient and a maximum friction coefficient that can be exhibited by the wheel based on the camber angle map, the necessary braking force is obtained from the regenerative brake and the mechanical braking device, and When the required friction coefficient is larger than the minimum friction coefficient and smaller than the maximum friction coefficient, a camber angle corresponding to the necessary friction coefficient is calculated based on the camber angle map, and the calculated camber angle is set to a predetermined camber angle. The camber angle of the driven wheel is adjusted as the angle, the camber angle at which the rolling resistance is minimized is calculated based on the camber angle map, and the camber angle calculated as the predetermined camber angle is used as the camber angle of the driven wheel. The vehicle control device according to claim 2, wherein the angle is adjusted.

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