JP2010228470A - Vehicle control device - Google Patents

Abstract

A vehicle control device capable of preventing frequent switching of camber angles during slalom traveling.
In a state where a camber angle of a wheel is adjusted to a first camber angle, it is determined that a steering speed of a steering wheel 63 is smaller than a threshold value K and a steering amount of the steering wheel 63 is determined to be smaller than a threshold value L. The camber angle of the wheel 2 is maintained at the first camber angle until the steering speed of the steering 63 does not reach the threshold K even if the steering amount of the steering 63 does not reach the threshold L. One camber angle can be maintained. Thus, even during slalom traveling where the steering amount of the steering 63 constantly changes, the camber angle adjusting device 44 is not operated every time the steering amount of the steering 63 becomes less than the threshold value L, and the camber angle is frequently changed. Switching can be prevented.
[Selection] Figure 5

Description

  The present invention relates to a vehicle control device used in a vehicle including a camber angle adjusting device for adjusting a camber angle of a wheel, and more particularly to a vehicle control device capable of preventing frequent switching of camber angles during slalom traveling. It is about.

  Conventionally, a technique for adjusting a camber angle of a wheel by operating a camber angle adjusting device is known. With regard to this type of technology, for example, in Patent Document 1, a steering angle input from a steering is detected by a steering angle detection unit, and an actuator (camber angle adjusting device) based on the steering angle detected by the steering angle detection unit. A technique for adjusting the camber angle of a wheel by operating the wheel is disclosed.

JP 2006-282066 A

  However, in the configuration in which the actuator is operated based on the steering angle input from the steering as in the technique disclosed in Patent Document 1, the actuator is operated every time the steering angle changes during slalom traveling in which the steering angle constantly changes. Has a problem that the camber angle is frequently switched.

  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 that can prevent frequent switching of camber angles during slalom traveling.

  In order to achieve this object, a vehicle control device according to claim 1 includes a plurality of wheels, a steering member operated to steer a wheel configured to be steerable among the plurality of wheels, Steering speed acquisition means for acquiring a steering speed of the steering member, which is used in a vehicle including a camber angle adjustment device that adjusts a camber angle of at least some of the wheels. Based on the steering amount acquisition means for acquiring the steering amount of the steering member, the steering speed of the steering member acquired by the steering speed acquisition means, and the steering amount of the steering member acquired by the steering amount acquisition means, Camber control means for operating the camber angle adjusting device.

  The vehicle control device according to claim 2 is a vehicle control device according to claim 1, wherein the steering device determines whether the steering speed of the steering member acquired by the steering speed acquisition means is equal to or higher than a predetermined steering speed. Speed judgment means, and steering amount judgment means for judging whether the steering amount of the steering member acquired by the steering amount acquisition means is equal to or greater than a predetermined steering amount, and the camber control means includes the steering speed When the determination means determines that the steering speed of the steering member is equal to or higher than a predetermined steering speed, or when the steering amount determination means determines that the steering amount of the steering member is equal to or higher than a predetermined steering amount, First camber angle adjusting means for adjusting the camber angle of the wheel to the first camber angle by operating the camber angle adjusting device, and the camber angle of the wheel is adjusted by the first camber angle adjusting means. In the state adjusted to one camber angle, the steering speed determining means determines that the steering speed of the steering member is lower than a predetermined steering speed, and the steering amount determining means determines that the steering amount of the steering member is a predetermined steering speed. First camber angle maintaining means for maintaining the camber angle of the wheel at the first camber angle until it is determined to be smaller than the amount.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 2, further comprising vehicle speed acquisition means for acquiring a traveling speed of the vehicle, wherein the predetermined steering that serves as a determination criterion of the steering speed determination means. At least one of the speed and the predetermined steering amount serving as a determination criterion of the steering amount determination means is set according to the traveling speed of the vehicle acquired by the vehicle speed acquisition means.

  The vehicle control device according to claim 4 is the vehicle control device according to claim 2 or 3, wherein the wheels are arranged inside or outside the vehicle with respect to the first tread and the first tread. The first tread is configured to have a higher gripping force than the second tread, and the second tread has a lower rolling resistance than the first tread. And the camber control means determines that the steering speed of the steering member is lower than a predetermined steering speed by the steering speed determination means and the steering amount of the steering member is predetermined by the steering amount determination means. A second camber angle adjusting means for operating the camber angle adjusting device to adjust the camber angle of the wheel to a second camber angle when it is determined that the steering amount is smaller than the steering amount; In the state where the camber angle of the wheel is adjusted to the first camber angle by the one camber angle adjusting means, the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. While the ground contact ratio of the first tread with respect to the ground contact of the second tread increases, the first camber angle adjusting means is in a state where the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. Thus, the contact ratio of the second tread with respect to the contact of the first tread is larger than the state in which the camber angle of the wheel is adjusted to the first camber angle.

  According to the vehicle control device of the first aspect, the camber control means is based on the steering speed of the steering member acquired by the steering speed acquisition means and the steering amount of the steering member acquired by the steering amount acquisition means. Activate the angle adjuster.

  Here, at the time of slalom traveling in which the steering member for steering the wheel is repeatedly operated, the steering speed of the steering member constantly changes at a period different from the steering amount of the steering member. Therefore, even if the steering amount of the steering member changes, the camber angle adjustment is performed by operating the camber angle adjusting device based on the steering amount of the steering member and the steering speed of the steering member that constantly changes at a different period from the steering amount. The state in which the apparatus is operated can be maintained. Therefore, even during slalom travel where the steering amount of the steering member constantly changes, the camber angle adjusting device is not operated every time the steering amount of the steering member changes, and frequent switching of the camber angle is prevented. There is an effect that can be.

  Further, since the camber angle adjusting device is operated based on the steering amount and the steering speed of the steering member, the camber angle adjusting device is based on the state quantity of the vehicle that changes as the vehicle turns or the amount of change in the state quantity. Compared with the case of operating the camber, the time lag until the camber angle adjusting device is operated can be suppressed by the amount that the turning can be judged earlier, and the camber angle can be adjusted quickly. is there.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device of the first aspect, the camber control means is configured such that the steering speed of the steering member is greater than or equal to a predetermined steering speed by the steering speed determination means. Since the first camber angle adjusting means for operating the camber angle adjusting device is provided when it is determined that the steering amount is determined to be greater than or equal to a predetermined steering amount by the steering amount determining means. Even if the steering amount of the steering member is less than the predetermined steering amount, the camber angle adjusting device can be operated when the steering speed of the steering member becomes equal to or higher than the predetermined steering speed. As a result, during a sudden turn in which the steering speed of the steering member changes faster than the steering amount, the time lag from when the steering member is operated until the camber angle adjusting device is activated can be suppressed, and the camber angle can be adjusted. The effect is that it can be done quickly.

  Furthermore, since the first camber angle adjusting means adjusts the camber angle of the wheel to the first camber angle, for example, the first camber angle is set to a camber angle at which canvas last occurs or the high grip characteristic of the wheel is exhibited. By setting the camber angle, there is an effect that grip performance can be ensured.

  The camber control means determines that the steering speed of the steering member is lower than a predetermined steering speed by the steering speed determination means in a state where the camber angle of the wheel is adjusted to the first camber angle by the first camber angle adjustment means. And the first camber angle maintaining means for maintaining the camber angle of the wheel at the first camber angle until the steering amount determining means determines that the steering amount of the steering member is smaller than the predetermined steering amount. Even if the steering amount of the steering member does not reach the predetermined steering amount, the camber angle can be maintained at the first camber angle until the steering speed of the steering member does not reach the predetermined steering speed. As a result, even during slalom traveling where the steering amount of the steering member constantly changes, the camber angle adjusting device is not operated every time the steering amount of the steering member becomes less than the predetermined steering amount. There is an effect that it is possible to prevent frequent switching.

  According to the vehicle control device of the third aspect, in addition to the effect exhibited by the vehicle control device according to the second aspect, the steering speed that is the determination reference of the steering speed determination means and the steering that is the determination reference of the steering amount determination means Since at least one of the quantities is set according to the traveling speed of the vehicle acquired by the vehicle speed acquiring means, there is an effect that frequent switching of the camber angle can be prevented efficiently and reliably.

  That is, even if the steering amount or the steering speed of the steering member is the same, it is more necessary to adjust the camber angle in order to ensure the safety of the vehicle when traveling at high speed than when traveling at low speed. Therefore, in this case, the steering speed that is the judgment reference of the steering speed judgment means or the steering amount that is the judgment reference of the steering amount judgment means is set low, and the camber angle with respect to the change in the steering speed or steering amount of the steering member is set. It is desirable to operate the adjustment device sensitively. However, if the steering speed that is the judgment reference of the steering speed judgment means or the steering amount that is the judgment reference of the steering amount judgment means is set low, conversely, the camber angle is unnecessarily adjusted during low speed traveling. On the other hand, according to the present invention, the camber is set by setting at least one of the steering speed as the judgment reference of the steering speed judgment means and the steering amount as the judgment reference of the steering amount judgment means according to the traveling speed of the vehicle. The angle is not unnecessarily adjusted, and frequent switching of the camber angle can be efficiently prevented.

  On the other hand, even when the steering speed or the steering amount of the steering member is the same, it is less necessary to adjust the camber angle by operating the camber angle adjusting device when traveling at low speed than when traveling at high speed. Therefore, in this case, the steering speed that is the judgment reference of the steering speed judgment means or the steering amount that is the judgment reference of the steering amount judgment means is set high, and the camber angle with respect to the change in the steering speed or steering amount of the steering member is set. It is desirable to actuate the adjustment device insensitively. However, if the steering speed that is the judgment reference of the steering speed judgment means or the steering amount that is the judgment reference of the steering amount judgment means is set high, conversely, during high-speed driving, the adjustment of the camber angle is delayed or the camber angle is set as required. Adjustment will not be possible. On the other hand, according to the present invention, the camber is set by setting at least one of the steering speed as the judgment reference of the steering speed judgment means and the steering amount as the judgment reference of the steering amount judgment means according to the traveling speed of the vehicle. The angle adjustment is not delayed and the camber angle cannot be adjusted as necessary, so that frequent switching of the camber angle can be reliably prevented.

  According to the vehicle control device of the fourth aspect, in addition to the effect exerted by the vehicle control device according to the second or third aspect, the camber control means is configured such that the steering speed of the steering member is controlled by the steering speed determination means. When it is determined that the speed is smaller than the speed and the steering amount determination means determines that the steering amount of the steering member is smaller than the predetermined steering amount, the camber angle adjusting device is operated to control the camber angle of the wheel. Second camber angle adjusting means for adjusting the angle to a corner, and when the camber angle of the wheel is adjusted to the first camber angle by the first camber angle adjusting means, the camber angle of the wheel is set to the second camber angle by the second camber angle adjusting means. Since the contact ratio of the first tread to the contact of the second tread is larger than the state adjusted to the camber angle, the camber angle of the wheel is adjusted to the first camber angle. By exhibiting high properties of grip of the first tread, there is an effect that it is possible to secure a grip performance.

  On the other hand, in the state where the wheel camber angle is adjusted to the second camber angle by the second camber angle adjusting means, the first camber angle adjusting means is more than the state where the wheel camber angle is adjusted to the first camber angle. Since the contact ratio of the second tread with respect to the contact of the 1 tread increases, when the camber angle of the wheel is adjusted to the second camber angle, the characteristics of the second tread having low rolling resistance are exhibited, thereby reducing fuel consumption. There is an effect that it can be planned.

  Further, since the second camber angle adjusting means adjusts the camber angle of the wheel to the second camber angle, for example, the second camber angle is set to a camber angle at which the canvas last is reduced, thereby reducing fuel consumption. There is an effect that can be.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. (A) is the schematic diagram which showed typically the content of the steering steering speed map, (b) is the schematic diagram which showed typically the content of the steering amount map. It is a flowchart which shows a camber control process. 6 is a graph showing the relationship between the steering speed and amount of steering and the camber angle of a wheel in a time series during slalom traveling. It is the block diagram which showed the electrical structure of the vehicle control apparatus in 2nd Embodiment. (A) is the schematic diagram which showed typically the content of the accelerator operation speed map, (b) is the schematic diagram which showed typically the content of the accelerator operation amount map. It is a flowchart which shows the camber control process in 2nd Embodiment. 4 is a graph showing the relationship between the accelerator pedal operation speed and operation amount and the wheel camber angle, and the brake pedal operation speed and operation amount and the wheel camber angle in time series.

  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 the first embodiment of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  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 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, a wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), a plurality of suspension devices 4 that connect the wheels 2 and the vehicle body frame BF, and some of the wheels 2 ( In the present embodiment, a steering device 5 for steering left and right front wheels 2FL, 2FR) is mainly provided.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel.

  Further, as shown in FIG. 1, the wheel 2 includes two types of treads of a first tread 21 and a second tread 22, and in each wheel 2, the first tread 21 is disposed inside the vehicle 1, A tread 22 is disposed outside the vehicle 1. In the present embodiment, the widths of both treads 21 and 22 (dimensions in the left-right direction in FIG. 1) are configured to be the same width.

  The first tread 21 and the second tread 22 are made of a material whose hardness is higher than that of the first tread 21, and the first tread 21 has a higher gripping power than the second tread 22. On the other hand, the second tread 22 is configured to have a smaller rolling resistance than the first tread 21 (low rolling characteristics).

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL and 2FR, and is configured by an electric motor 3a as described later (see FIG. 3). Further, as shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2 FL and 2 FR via a differential gear (not shown) and a pair of drive shafts 31.

  When the driver operates the accelerator pedal 61, a rotational driving force is applied to the left and right front wheels 2FL, 2FR from the wheel drive device 3, and the left and right front wheels 2FL, 2FR rotate according to the operation amount of the accelerator pedal 61. Driven. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  The suspension device 4 functions as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2, and is provided corresponding to each wheel 2 as shown in FIG. It has been. Further, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting mechanism for adjusting the camber angle of the wheel 2.

  Here, with reference to FIG. 2, the detailed structure of the suspension apparatus 4 is demonstrated. FIG. 2 is a front view of the suspension device 4. Here, only the configuration that functions as a camber angle adjusting mechanism will be described, and the configuration that functions as a suspension is the same as a known configuration, and thus description thereof is omitted. Moreover, since the structure of each suspension apparatus 4 is common in each wheel 2, the suspension apparatus 4 corresponding to the right front wheel 2FR is illustrated in FIG. 2 as a representative example. However, in FIG. 2, illustration of the drive shaft 31 and the like is omitted for easy understanding.

  As shown in FIG. 2, the suspension device 4 transmits a knuckle 43 supported by the vehicle body frame BF via a strut 41 and a lower arm 42, an FR motor 44FR that generates a driving force, and a driving force of the FR motor 44FR. The worm wheel 45 and the arm 46 are configured to mainly include a movable plate 47 that is swingably driven with respect to the knuckle 43 by the driving force of the FR motor 44FR transmitted from the worm wheel 45 and the arm 46. .

  The knuckle 43 supports the wheel 2 so as to be steerable. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the strut 41, and the lower end (lower side in FIG. 2) is connected via a ball joint. Are coupled to the lower arm 42.

  The FR motor 44FR applies a driving force for swinging driving to the movable plate 47, is constituted by a DC motor, and a worm (not shown) is formed on its output shaft 44a.

  The worm wheel 45 transmits the driving force of the FR motor 44FR to the arm 46, meshes with a worm formed on the output shaft 44a of the FR motor 44FR, and forms a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47, and has one end (right side in FIG. 2) via the first connecting shaft 48 as shown in FIG. The other end (left side in FIG. 2) is connected to the upper end (upper side in FIG. 2) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45.

  The movable plate 47 supports the wheel 2 in a rotatable manner. As described above, the upper end (upper side in FIG. 2) is coupled to the arm 46, and the lower end (lower side in FIG. 2) is interposed via the camber shaft 50. The knuckle 43 is pivotally supported so as to be swingable.

  According to the suspension device 4 configured as described above, when the FR motor 44FR is driven, the worm wheel 45 rotates and the rotational motion of the worm wheel 45 is converted into linear motion of the arm 46. As a result, when the arm 46 moves linearly, the movable plate 47 is driven to swing with the camber shaft 50 as the swing shaft, and the camber angle of the wheel 2 is adjusted.

  In the present embodiment, the first connecting shaft 48, the rotating shaft 45a, the rotating shaft 45a of each connecting shaft 48, 49 and the worm wheel 45 in the direction from the vehicle body frame BF toward the wheel 2 (arrow R direction). A first camber state positioned in a straight line in the order of the second connecting shaft 49, and a second camber state positioned in a straight line in the order of the rotating shaft 45a, the first connecting shaft 48, and the second connecting shaft 49 (see FIG. 2), the camber angle of the wheel 2 is adjusted so that one of the camber states is established.

  Thereby, in the state where the camber angle of the wheel 2 is adjusted, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 46 is generated, and the camber angle of the wheel 2 can be maintained. .

  In the present embodiment, in the first camber state, the camber angle of the wheel 2 is adjusted to the first camber angle (3 ° in the present embodiment), and a negative camber is imparted to the wheel 2. As a result, the ground contact ratio of the first tread 21 with respect to the ground contact of the second tread 22 is increased, so that the high grip characteristics of the first tread 21 are exhibited and the canvas last is generated to ensure the grip performance. it can.

  On the other hand, in the second camber state (the state shown in FIG. 2), the camber angle of the wheel 2 is adjusted to the second camber angle (0 ° in the present embodiment). Here, since the second tread 22 is made of a material having higher hardness than the first tread 21, when the camber angle of the wheel 2 is adjusted to 0 °, the grounding of the first tread 21 is the first. Blocked by the 2 tread 22. As a result, the contact ratio of the second tread 22 with respect to the contact of the first tread 21 is increased, so that the low rolling characteristics of the second tread 22 are exhibited, and the occurrence of canvas rust is avoided, thereby reducing fuel consumption. be able to.

  Returning to FIG. The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering gear.

  According to the steering device 5, the operation (rotation) of the steering 63 by the driver is first transmitted to the universal joint 52 via the steering column 51, and the pinion 53 a of the steering box 53 is changed while the angle is changed by the universal joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b moves by the linear motion of the rack 53b. As a result, the tie rod 54 pushes and pulls the knuckle 55, so that a predetermined steering angle is given to the wheel 2.

  The accelerator pedal 61 and the brake pedal 62 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the operation state (depression amount, depressing speed, etc.) of the pedals 61 and 62. The wheel drive device 3 is driven and controlled. The steering 63 is a steering member operated by the driver, and the left and right front wheels 2FL and 2FR are steered by the steering device 5 in accordance with the operation state (rotation angle, rotation speed, etc.).

  The vehicle control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the camber angle adjusting device 44 (see FIG. 3).

  Next, a detailed configuration of the vehicle control device 100 will be described with reference to FIG. 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. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74, and the ROM 72 stores a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIG. 5), fixed value data, and the like. It is a non-rewritable nonvolatile memory. Further, as shown in FIG. 3, the ROM 72 is provided with a steering steering speed map 72a and a steering steering amount map 72b.

  Here, the steering steering speed map 72a and the steering steering amount map 72b will be described with reference to FIG. FIG. 4A is a schematic diagram schematically showing the contents of the steering speed map 72a. The steering steering speed map 72a is a map that defines the relationship between the traveling speed of the vehicle 1 and the threshold K of the steering speed (rotational speed) of the steering 63 for adjusting the camber angle of the wheel 2 to the first camber angle. The CPU 71 acquires a threshold value K for adjusting the camber angle of the wheel 2 to the first camber angle at the current traveling speed of the vehicle 1 based on the content of the steering steering speed map 72a.

  According to the steering steering speed map 72a, as shown in FIG. 4A, the threshold value K is not defined when the traveling speed of the vehicle 1 is smaller than Va. That is, when the traveling speed of the vehicle 1 is smaller than Va, the camber angle of the wheel 2 is not adjusted regardless of the steering speed of the steering 63.

  Further, as shown in FIG. 4A, the threshold value K is defined as the maximum value Kmax when the traveling speed of the vehicle 1 is Va, and decreases in a curve as the traveling speed of the vehicle 1 increases from Va. It is stipulated in. And when the traveling speed of the vehicle 1 is Vb, it is prescribed | regulated to the minimum value Kmin, and even if the traveling speed of the vehicle 1 increases from Vb, it is prescribed | regulated uniformly with the minimum value Kmin.

  FIG. 4B is a schematic diagram schematically showing the contents of the steering amount map 72b. The steering steering amount map 72b is a map that defines the relationship between the traveling speed of the vehicle 1 and the threshold L of the steering amount (rotation angle) of the steering 63 for adjusting the camber angle of the wheel 2 to the first camber angle. The CPU 71 acquires a threshold value L for adjusting the camber angle of the wheel 2 to the first camber angle at the current traveling speed of the vehicle 1 based on the content of the steering steering amount map 72b.

  According to the steering amount map 72b, as shown in FIG. 4B, the threshold value L is not defined when the traveling speed of the vehicle 1 is lower than Vc. That is, when the traveling speed of the vehicle 1 is smaller than Vc, the camber angle of the wheel 2 is not adjusted regardless of the steering amount of the steering 63.

  Further, as shown in FIG. 4B, the threshold value L is defined as the maximum value Lmax when the traveling speed of the vehicle 1 is Vc, and decreases in a curve as the traveling speed of the vehicle 1 increases from Vc. It is stipulated in. And when the traveling speed of the vehicle 1 is Vd, it is prescribed | regulated to minimum value Lmin, and even if the traveling speed of the vehicle 1 increases from Vd, it is prescribed | regulated uniformly with minimum value Lmin.

  Returning to FIG. The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed, and is provided with a camber flag 73a as shown in FIG.

  The camber flag 73a is a flag indicating whether the camber angle of the wheel 2 is adjusted to the first camber angle or the second camber angle. The CPU 71 determines that the camber angle of the wheel 2 is adjusted to the first camber angle when the camber flag 73a is on, and the camber angle of the wheel 2 is the second camber when the camber flag 73a is off. Judge that it is adjusted to the corner.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and an electric motor 3a that applies a rotational driving force to the left and right front wheels 2FL, 2FR. A drive control circuit (not shown) for driving and controlling the electric motor 3a based on an instruction from the CPU 71 is mainly provided. However, the wheel drive device 3 is not limited to the electric motor 3a, and other drive sources can naturally be adopted. Examples of other drive sources include a hydraulic motor and an engine.

  The camber angle adjusting device 44 is a device for adjusting the camber angle of each wheel 2, and as described above, the driving force for swing driving is applied to the movable plate 47 (see FIG. 2) of each suspension device 4. A total of four FL to RR motors 44FL to 44RR to be provided respectively, and a drive control circuit (not shown) for driving and controlling these motors 44FL to 44RR based on instructions from the CPU 71 are mainly provided.

  The time measuring device 80 is a device for measuring time, a time measuring circuit (not shown) for measuring time based on an instruction from the CPU 71, processing the time measured by the time measuring circuit, and outputting it to the CPU 71. Output circuit (not shown).

  The acceleration sensor device 81 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The acceleration sensor device 81a includes a longitudinal acceleration sensor 81a, a lateral acceleration sensor 81b, and the acceleration sensors 81a and 81b. It mainly includes an output circuit (not shown) that processes the detection result and outputs it to the CPU 71.

  The longitudinal acceleration sensor 81a is a sensor that detects acceleration in the longitudinal direction of the vehicle 1 (body frame BF) (the arrow FB direction in FIG. 1), and the lateral acceleration sensor 81b is the vehicle 1 (body frame BF). This is a sensor that detects acceleration in the left-right direction (arrow LR direction in FIG. 1). In the present embodiment, each of these acceleration sensors 81a and 81b is configured as a piezoelectric sensor using a piezoelectric element.

  Further, the CPU 71 time-integrates the detection results (acceleration values) of the acceleration sensors 81a and 81b input from the acceleration sensor device 81 to calculate speeds in two directions (front-rear direction and left-right direction), respectively. By combining the two-direction components, the traveling speed of the vehicle 1 can be acquired.

  The accelerator pedal sensor device 61a is a device for detecting the operation amount of the accelerator pedal 61 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the accelerator pedal 61; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 62a is a device for detecting the operation amount of the brake pedal 62 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression amount of the brake pedal 62; It mainly includes an output circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 63a is a device for detecting the steering amount of the steering 63 and outputting the detection result to the CPU 71, an angle sensor (not shown) for detecting the rotation angle of the steering 63, and the angle sensor. And an output circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. Further, the CPU 71 time-differentiates the detection results (operation amount and steering amount) of the angle sensors input from the sensor devices 61a, 62a, and 63a, and the depression speed of the pedals 61 and 62 and the rotation speed of the steering 63. Can be obtained.

  The navigation device 82 is a device for acquiring the current position of the vehicle 1 using GPS and acquiring the road condition on the route on which the vehicle 1 is scheduled to travel. Acquired by a current position acquisition unit (not shown) that acquires the current position, an information storage unit (not shown) that stores various information (such as road conditions) in association with map data, etc., and the current position acquisition unit An output circuit (not shown) that mainly processes the current position of the vehicle 1 and various information stored in the information storage unit and outputs the processed information to the CPU 71 is mainly provided. Based on the current position of the vehicle 1 and various information input from the navigation device 82, the CPU 71 can acquire the road situation on the route on which the vehicle 1 is scheduled to travel.

  The navigation device 82 according to the present embodiment includes an information storage unit that stores various types of information in association with map data or the like, but instead of the information storage unit, various types of information are associated with map data or the like. An information reading unit that reads various information from the stored storage medium may be provided, and various information read by the information reading unit may be output to the CPU 71.

  Examples of the other input / output device 90 illustrated in FIG. 3 include a rain sensor that detects rainfall and an optical sensor that detects a road surface state in a non-contact manner.

  Next, camber control processing will be described with reference to FIG. FIG. 5 is a flowchart showing camber control processing. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on. The steering speed (rotational speed) and the steering amount of the steering 63 This is a process for adjusting the camber angle of the wheel 2 based on (rotation angle).

  Regarding the camber control process, the CPU 71 first acquires the traveling speed of the vehicle 1 (S1), and determines whether or not the acquired traveling speed of the vehicle 1 is equal to or lower than a predetermined traveling speed (for example, 10 km / h). (S2).

  As a result, when it is determined that the traveling speed of the vehicle 1 exceeds the predetermined traveling speed (S2: No), the steering speed (rotational speed) of the steering 63 is acquired (S3), and the acquisition is performed. It is determined whether or not the steering speed of the steering 63 is equal to or higher than the threshold value K (S4). In the process of S4, first, the threshold value K corresponding to the traveling speed of the vehicle 1 acquired in the process of S1 is read from the steering steering speed map 72a, and the steering of the stelling 63 acquired in the process of the read threshold value K and S3. By comparing with the speed, it is determined whether or not the steering speed of the current steering 63 is equal to or higher than a threshold value K.

  As a result, when it is determined that the steering speed of the steering 63 is equal to or higher than the threshold value K (S4: Yes), it is then determined whether the camber flag 73a is on (S5), and the camber flag 73a is set. If it is determined that the camber angle is off (S5: No), the camber angle adjusting device 44 is operated to set the camber angles of the wheels 2 (all wheels 2FL to 2RR in the present embodiment) to the first camber angle. The adjustment is made (S6), the camber flag 73a is turned on (S7), and the camber control process is terminated.

  That is, if it is determined that the steering speed of the steering wheel 63 is equal to or higher than the threshold value K as a result of the process of S4, the steering wheel 63 is suddenly operated by the driver and the vehicle 1 turns sharply. Is adjusted to the first camber angle to give the wheel 2 a negative camber. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the steering speed of the steering wheel 63 is smaller than the threshold value K (S4: No) as a result of the processing of S4, then the steering amount (rotation angle) of the steering wheel 63 is acquired (S8). It is determined whether or not the acquired steering amount of the steering 63 is equal to or greater than a threshold value L (S9). In the process of S9, first, the threshold value L corresponding to the traveling speed of the vehicle 1 acquired in the process of S1 is read from the steering steering amount map 72b, and the steering of the stelling 63 acquired in the process of the read threshold value L and S8. It is determined whether or not the current steering amount of the steering 63 is equal to or greater than a threshold value L by comparing the amount.

  As a result, when it is determined that the steering amount of the steering 63 is greater than or equal to the threshold value L (S9: Yes), it is determined whether the camber flag 73a is on (S5), and the camber flag 73a is off. When it is determined that there is (S5: No), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the first camber angle (S6), and the camber flag 73a is turned on (S7). ), The camber control process is terminated.

  That is, as a result of the process of S9, when it is determined that the steering amount of the steering 63 is equal to or greater than the threshold value L, for example, the vehicle 1 is traveling on a sharp curve or turning right or left, Alternatively, since the U-turn is being performed, the camber angle of the wheel 2 is adjusted to the first camber angle, and a negative camber is imparted to the wheel 2. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the steering amount of the steering 63 is smaller than the threshold value L (S9: No) as a result of the process of S9, it is then determined whether or not the camber flag 73a is on (S10). When it is determined that the camber flag 73a is on (S10: Yes), the time measuring device 80 starts measuring time (S11).

  Next, it is determined whether or not a predetermined time (for example, 3 seconds) has elapsed since the start of timing in the process of S11 (S12), and when it is determined that the predetermined time has not elapsed ( S12: No), the process of S12 is repeatedly executed until it is determined that a predetermined time has elapsed.

  On the other hand, when it is determined that the predetermined time has passed as a result of the processing of S12 (S12: Yes), the camber angle adjusting device 44 is operated to set the wheels 2 (in the present embodiment, all the wheels 2FL to 2F). 2RR) is adjusted to the second camber angle (S13), the camber flag 73a is turned off (S14), and the camber control process is terminated.

  That is, when it is determined that the steering speed of the steering wheel 63 is smaller than the threshold value K as a result of the process of S4 and the steering amount of the steering wheel 63 is determined to be smaller than the threshold value L as a result of the process of S9 (S4: No and S9: No), for example, the vehicle 1 is traveling straight or running on a gentle curve, and it is not necessary to secure grip performance. Therefore, the camber angle of the wheel 2 is adjusted to the second camber angle. , Stop giving negative camber. Thereby, the canvas last can be reduced, and the high grip characteristics of the first tread 21 can be suppressed and fuel consumption can be reduced. Furthermore, in the present embodiment, the camber angle of the wheel 2 is adjusted to 0 ° as the second camber angle, so that the occurrence of canvas rust is avoided and the low rolling resistance of the second tread 22 is exhibited to further reduce the camber angle. Fuel consumption can be improved.

  If it is determined that the camber flag 73a is OFF as a result of the process of S10 (S10: No), since the camber angle of the wheel 2 has already been adjusted to the second camber angle, the process from S11 to S14 is performed. The process is skipped and the camber control process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or lower than the predetermined traveling speed as a result of the process of S2 (S2: Yes), it is then determined whether or not the camber flag 73a is on. If it is determined that the camber flag 73a is on (S15: Yes), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the second camber angle (S13). ), The camber flag 73a is turned off (S14), and the camber control process is terminated.

  That is, if it is determined that the traveling speed of the vehicle 1 is equal to or lower than the predetermined traveling speed as a result of the process of S2 (S2: Yes), the vehicle 1 is traveling at a low speed, and it is not necessary to ensure grip performance. Therefore, the camber angle of the wheel 2 can be adjusted to the second camber angle to reduce fuel consumption.

  If it is determined that the camber flag 73a is OFF as a result of the process of S15 (S15: No), the camber angle of the wheel 2 has already been adjusted to the second camber angle. The process is skipped and the camber control process is terminated.

  As described above, according to the present embodiment, when it is determined that the steering speed of the steering 63 is greater than or equal to the threshold value K or when the steering amount of the steering 63 is determined to be greater than or equal to the threshold value L (S4). : Yes or S9: Yes), the camber angle adjusting device 44 is operated. Therefore, even if the steering amount of the steering 63 does not reach the threshold value L, the steering speed of the steering 63 becomes equal to or higher than the threshold value K. Can be activated. As a result, during a sudden turn in which the steering speed of the steering 63 changes faster than the steering amount, a time lag from when the steering 63 is operated until the camber angle adjusting device 44 is activated can be suppressed, and the camber angle can be adjusted. Can be done quickly.

  Further, in a state where the camber angle of the wheel 2 is adjusted to the first camber angle, it is determined that the steering speed of the steering 63 is smaller than the threshold value K and the steering amount of the steering 63 is determined to be smaller than the threshold value L. (S4: No and S9: No), since the camber angle of the wheel 2 is maintained at the first camber angle, even if the steering amount of the steering 63 does not satisfy the threshold L, the steering speed of the steering 63 does not satisfy the threshold K. Until, the camber angle can be maintained at the first camber angle. Thus, even during slalom traveling where the steering amount of the steering 63 constantly changes, the camber angle adjusting device 44 is not operated every time the steering amount of the steering 63 becomes less than the threshold value L, and the camber angle is frequently changed. Switching can be prevented.

  Here, with reference to FIG. 6, the adjustment of the camber angle of the wheel 2 during slalom traveling will be described. FIG. 6 is a graph showing in time series the relationship between the steering speed and steering amount of the steering 63 and the camber angle of the wheel 2 during slalom traveling.

  As shown in FIG. 6, when the vehicle 1 is traveling in the slalom, first, the steering 63 is operated in one direction, and the steering speed of the steering 63 becomes equal to or higher than the threshold value K or the steering amount of the steering 63 becomes equal to or higher than the threshold value L. Thus, the camber angle of the wheel 2 is adjusted to the first camber angle. FIG. 6 illustrates a case where the camber angle of the wheel 2 is adjusted to the first camber angle when the steering speed of the steering 63 is equal to or higher than the threshold value K.

  Next, when the steering 63 starts to be operated in the other direction in accordance with the turning operation of the steering 63, the steering speed of the steering 63 becomes less than the threshold value K. However, since the steering amount of the steering 63 changes with a delay with respect to the steering speed, at this time, the steering amount of the steering 63 becomes equal to or greater than the threshold value L, and the camber angle of the wheel 2 is maintained at the first camber angle.

  Thereafter, the steering amount of the steering 63 becomes less than the threshold value L, but at this time, the steering speed of the steering 63 becomes equal to or higher than the threshold value K, so that the camber angle of the wheel 2 is maintained at the first camber angle.

  Thus, during slalom traveling in which the steering 63 is repeatedly operated, the steering speed constantly changes at a different period from the steering amount of the steering 63. Therefore, even if the steering amount of the steering 63 is changed by operating the camber angle adjusting device 44 based on the steering amount of the steering 63 and the steering speed constantly changing at a different period from the steering amount, the camber angle adjusting device 44 is changed. It is possible to maintain the state where the is operated. Therefore, even during slalom traveling in which the steering amount of the steering 63 constantly changes, the camber angle adjusting device 44 is not operated every time the steering amount of the steering 63 changes, thereby preventing frequent switching of the camber angle. be able to.

  Further, according to the present embodiment, the steering speed threshold value K of the steering wheel 63 and the steering gear threshold value L for adjusting the camber angle of the wheel 2 to the first camber angle are set to the traveling speed of the vehicle 1. Accordingly, the camber angle can be prevented from being frequently switched efficiently and reliably.

  That is, even if the steering speed or the steering amount of the steering 63 is the same, it is more necessary to adjust the camber angle in order to ensure the safety of the vehicle 1 when traveling at high speed than when traveling at low speed. Therefore, in this case, it is desirable to set the threshold value K or the threshold value L low so that the camber angle adjusting device 44 operates sensitively to changes in the steering speed or the steering amount of the steering 63. However, if the threshold value K or the threshold value L is set low, the camber angle is unnecessarily adjusted during low-speed traveling. On the other hand, by setting the threshold value K and the threshold value L according to the traveling speed of the vehicle 1, the camber angle is not unnecessarily adjusted, and the frequent switching of the camber angle is efficiently prevented. Can do.

  On the other hand, even if the steering speed or the steering amount of the steering 63 is equal, it is less necessary to adjust the camber angle by operating the camber angle adjusting device 44 when traveling at low speed than when traveling at high speed. Therefore, in this case, it is desirable to set the threshold value K or the threshold value L high so that the camber angle adjusting device 44 operates insensitive to changes in the steering speed or the steering amount of the steering 63. However, if the threshold value K or the threshold value L is set high, conversely, during high-speed traveling, the adjustment of the camber angle is delayed or the camber angle cannot be adjusted as necessary. On the other hand, setting the threshold value K and the threshold value L according to the traveling speed of the vehicle 1 ensures that the camber angle is not delayed and the camber angle cannot be adjusted as necessary, so that the camber angle is surely obtained. Can be prevented from switching frequently.

  Furthermore, according to the present embodiment, it is determined that the steering speed of the steering wheel 63 is smaller than the threshold value K and the steering amount of the steering wheel 63 is the threshold value L in a state where the camber angle of the wheel 2 is adjusted to the first camber angle. When it is determined that the camber angle of the wheel 2 is adjusted to the second camber angle by operating the camber angle adjusting device 44 after a predetermined time has elapsed (S4: No and S9: No). Until the predetermined time elapses, the camber angle can be maintained at the first camber angle. Thus, in a road situation where the steering 63 is frequently operated such as a mountain road, the camber angle adjusting device 44 is not operated each time the steering 63 is operated, and frequent switching of the camber angle is prevented. Can do.

  In the flowchart (camber control process) shown in FIG. 5, the process of S3 is performed as the steering speed acquisition unit according to claim 1, the process of S8 is performed as the steering amount acquisition unit, and the processes of S6 and S13 are performed as the camber control unit. As a steering speed determination means according to claim 2, the process of S4 is performed, the process of S9 is performed as the steering amount determination means, and the process of S6 is performed as the first camber angle adjustment means, as the first camber angle maintaining means. Corresponds to the process of S5 (S5: Yes), the process of S1 as the vehicle speed acquisition means according to claim 3, and the process of S13 as the second camber angle adjustment means according to claim 4.

  Next, a second embodiment will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted. In the second embodiment, the vehicle 1 in the first embodiment is controlled by the vehicle control device 200.

  FIG. 7 is a block diagram showing an electrical configuration of the vehicle control apparatus 200 according to the second embodiment. As shown in FIG. 7, the vehicle control device 200 includes a CPU 71, a ROM 272, and a RAM 73, which are connected to the input / output port 75 via the bus line 74. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The ROM 272 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIG. 10), fixed value data, and the like. As shown in FIG. A speed map 272a and an accelerator operation amount map 272b are provided.

  Here, the accelerator operation speed map 272a and the accelerator operation amount map 272b will be described with reference to FIG. FIG. 8A is a schematic diagram schematically showing the contents of the accelerator operation speed map 272a. The accelerator operation speed map 272a is a map that defines the relationship between the traveling speed of the vehicle 1 and the threshold M of the operation speed (depression speed) of the accelerator pedal 61 for adjusting the camber angle of the wheel 2 to the first camber angle. . The CPU 71 acquires a threshold M for adjusting the camber angle of the wheel 2 to the first camber angle at the current traveling speed of the vehicle 1 based on the contents of the accelerator operation speed map 272a.

  According to the accelerator operation speed map 272a, as shown in FIG. 8A, the threshold value M is defined as the minimum value Mmin when the traveling speed of the vehicle 1 is 0, and as the traveling speed of the vehicle 1 increases. It is defined to be large in a curve. When the traveling speed of the vehicle 1 is Vmax (maximum traveling speed), the maximum value Mmax is defined.

  FIG. 8B is a schematic diagram schematically showing the contents of the accelerator operation amount map 272b. The accelerator operation amount map 272b is a map that defines the relationship between the traveling speed of the vehicle 1 and the threshold value N of the operation amount (depression amount) of the accelerator pedal 61 for adjusting the camber angle of the wheel 2 to the first camber angle. . The CPU 71 acquires a threshold value N for adjusting the camber angle of the wheel 2 to the first camber angle at the current traveling speed of the vehicle 1 based on the contents of the accelerator operation amount map 272b.

  According to the accelerator operation amount map 272b, as shown in FIG. 8B, the threshold value N is defined as the minimum value Nmin when the traveling speed of the vehicle 1 is 0, and as the traveling speed of the vehicle 1 increases. It is defined to be large in a curve. When the traveling speed of the vehicle 1 is Vmax (maximum traveling speed), the maximum value Nmax is defined.

  Next, camber control processing in the second embodiment will be described with reference to FIG. FIG. 9 is a flowchart showing camber control processing in the second embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power source of the vehicle control device 200 is turned on, and the operation speed (depression speed) of the pedals 61 and 62 is determined. In addition, the camber angle of the wheel 2 is adjusted based on the operation amount (depression amount).

  Regarding the camber control process in the second embodiment, the CPU 71 first acquires the traveling speed of the vehicle 1 (S1), acquires the operation speed (depressing speed) of the accelerator pedal 61 (S23), and acquires the acquired accelerator. It is determined whether or not the operation speed of the pedal 61 is equal to or higher than the threshold value M (S24). In the process of S24, first, the threshold value M corresponding to the traveling speed of the vehicle 1 acquired in the process of S1 is read from the accelerator operation speed map 272a, and the read threshold value M and the accelerator pedal 61 acquired in the process of S23 are read. By comparing with the operation speed, it is determined whether or not the current operation speed of the accelerator pedal 61 is equal to or higher than a threshold value M.

  As a result, when it is determined that the operation speed of the accelerator pedal 61 is equal to or higher than the threshold value M (S24: Yes), it is then determined whether or not the camber flag 73a is on (S5), and the camber flag 73a. Is judged to be off (S5: No), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the first camber angle (S6), and the camber flag 73a is turned on. (S7), and the camber control process is terminated.

  That is, if it is determined that the operation speed of the accelerator pedal 61 is equal to or higher than the threshold value M as a result of the process of S24, the accelerator pedal 61 is suddenly operated by the driver and the vehicle 1 is accelerated rapidly. The camber angle is adjusted to the first camber angle to give a negative camber to the wheel 2. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the operation speed of the accelerator pedal 61 is smaller than the threshold value M (S24: No) as a result of the processing of S24, then, the operation amount (depression amount) of the accelerator pedal 61 is acquired (S28). ), It is determined whether or not the acquired operation amount of the accelerator pedal 61 is equal to or greater than a threshold value N (S29). In the process of S29, first, the threshold value N corresponding to the travel speed of the vehicle 1 acquired in the process of S1 is read from the accelerator operation amount map 272b, and the read threshold value N and the accelerator pedal 61 acquired in the process of S28 are read. By comparing with the operation amount, it is determined whether or not the current operation amount of the accelerator pedal 61 is greater than or equal to a threshold value N.

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is greater than or equal to the threshold value N (S29: Yes), it is determined whether or not the camber flag 73a is on (S5), and the camber flag 73a is off. Is determined (S5: No), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the first camber angle (S6), and the camber flag 73a is turned on ( S7), the camber control process is terminated.

  That is, if it is determined that the operation amount of the accelerator pedal 61 is greater than or equal to the threshold value N as a result of the processing of S29, the vehicle 1 is accelerating even if it is not sudden acceleration, so the camber angle of the wheel 2 is Adjust the camber angle to 1 and give a negative camber to the wheel 2. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is smaller than the threshold value N (S29: No) as a result of the processing of S29, then, the operation speed (depression speed) of the brake pedal 62 is acquired (S30). ), It is determined whether or not the acquired operation speed of the brake pedal 62 is equal to or higher than a predetermined value (S31). In the process of S31, the operation speed of the brake pedal 62 acquired in the process of S30 is compared with a threshold value stored in advance in the ROM 272, and whether the current operation speed of the brake pedal 62 is equal to or higher than a predetermined value. Judge whether or not.

  As a result, when it is determined that the operation speed of the brake pedal 62 is equal to or higher than the predetermined value (S31: Yes), it is then determined whether or not the camber flag 73a is on (S5), and the camber flag 73a. Is judged to be off (S5: No), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the first camber angle (S6), and the camber flag 73a is turned on. (S7), and the camber control process is terminated.

  That is, if it is determined as a result of the processing of S31 that the operation speed of the brake pedal 62 is equal to or higher than the predetermined value, the brake pedal 62 is operated by the driver and the vehicle 1 is being braked. The camber angle is adjusted to the first camber angle to give a negative camber to the wheel 2. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the operation speed of the brake pedal 62 is smaller than the predetermined value as a result of the process of S31 (S31: No), then, the operation amount (depression amount) of the brake pedal 62 is acquired (S32). ), It is determined whether or not the acquired operation amount of the brake pedal 62 is equal to or greater than a predetermined value (S33). In the process of S33, the operation amount of the brake pedal 62 acquired in the process of S32 is compared with the threshold value stored in advance in the ROM 272, and whether the current operation amount of the brake pedal 62 is equal to or greater than a predetermined value. Judge whether or not.

  As a result, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined value (S33: Yes), it is determined whether or not the camber flag 73a is on (S5), and the camber flag 73a is off. Is determined (S5: No), the camber angle adjusting device 44 is operated to adjust the camber angle of the wheel 2 to the first camber angle (S6), and the camber flag 73a is turned on ( S7), the camber control process is terminated.

  That is, as a result of the processing of S33, when it is determined that the operation amount of the brake pedal 62 is equal to or greater than the predetermined value, the brake pedal 62 is operated by the driver and the vehicle 1 is being braked. The camber angle is adjusted to the first camber angle to give a negative camber to the wheel 2. Thereby, the canvas last can be generated and the high grip characteristics of the first tread 21 can be exhibited, and the grip performance can be ensured.

  If it is determined that the camber flag 73a is on as a result of the process of S5 (S5: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle. The process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is smaller than the predetermined value as a result of the processing of S33 (S33: No), it is then determined whether or not the camber flag 73a is on (S10). ), When it is determined that the camber flag 73a is on (S10: Yes), the time measuring device 80 starts measuring time (S11).

  Next, it is determined whether or not a predetermined time (for example, 3 seconds) has elapsed since the start of timing in the process of S11 (S12), and when it is determined that the predetermined time has not elapsed ( S12: No), the process of S12 is repeatedly executed until it is determined that a predetermined time has elapsed.

  On the other hand, if it is determined that the predetermined time has passed as a result of the processing in S12 (S12: Yes), the camber angle of the wheel 2 is adjusted to the second camber angle (S13), and the camber flag 73a is turned off. In step S14, the camber control process is terminated.

  That is, as a result of the process of S24, it is determined that the operation speed of the accelerator pedal 61 is smaller than the threshold value M, and as a result of the process of S29, it is determined that the operation amount of the accelerator pedal 61 is smaller than the threshold value N (S24: No and S29: No), as a result of the process of S31, it is determined that the operation speed of the brake pedal 62 is smaller than the predetermined value, and as a result of the process of S33, it is determined that the operation amount of the brake pedal 62 is smaller than the predetermined value. (S31: No and S33: No), the vehicle 1 is traveling at a constant traveling speed and it is not necessary to secure grip performance. Therefore, the camber angle of the wheel 2 is adjusted to the second camber angle. To stop giving the negative camber. Thereby, the canvas last can be reduced, and the high grip characteristics of the first tread 21 can be suppressed and fuel consumption can be reduced. Furthermore, in the present embodiment, the camber angle of the wheel 2 is adjusted to 0 ° as the second camber angle, so that the occurrence of canvas rust is avoided and the low rolling resistance of the second tread 22 is exhibited to further reduce the camber angle. Fuel consumption can be improved.

  If it is determined that the camber flag 73a is OFF as a result of the process of S10 (S10: No), since the camber angle of the wheel 2 has already been adjusted to the second camber angle, the process from S11 to S14 is performed. The process is skipped and the camber control process is terminated.

  As described above, according to the present embodiment, when the operation speed of the accelerator pedal 61 is determined to be greater than or equal to the threshold value M, or when the operation amount of the accelerator pedal 61 is determined to be greater than or equal to the threshold value N. (S24: Yes or S29: Yes) Since the camber angle adjusting device 44 is operated, even if the operation amount of the accelerator pedal 61 does not reach the threshold value N, the operation speed of the accelerator pedal 61 becomes equal to or higher than the threshold value M. The angle adjustment device 44 can be activated. As a result, at the time of rapid acceleration in which the operation speed of the accelerator pedal 61 changes faster than the operation amount, a time lag from when the accelerator pedal 61 is operated until the camber angle adjusting device 44 is activated can be suppressed. Can be adjusted quickly.

  Further, in a state where the camber angle of the wheel 2 is adjusted to the first camber angle, it is determined that the operation speed of the accelerator pedal 61 is smaller than the threshold value M and the operation amount of the accelerator pedal 61 is determined to be smaller than the threshold value N. (S24: No and S29: No) until the camber angle of the wheel 2 is maintained at the first camber angle, even if the operation speed of the accelerator pedal 61 does not reach the threshold value M, the operation amount of the accelerator pedal 61 is the threshold value. The camber angle can be maintained at the first camber angle until it is less than N. Thereby, at the time of acceleration, the camber angle of the wheel 2 can be maintained until the target traveling speed is reached, and switching of the camber angle can be prevented.

  Similarly, when it is determined that the operation speed of the brake pedal 62 is greater than or equal to a predetermined value or the operation amount of the brake pedal 62 is determined to be greater than or equal to a predetermined value (S31: Yes or S33: Yes), the camber Since the angle adjusting device 44 is operated, the camber angle adjusting device 44 can be operated when the operating speed of the brake pedal 62 becomes equal to or higher than the predetermined value even if the operation amount of the brake pedal 62 does not reach the predetermined value. As a result, the time lag from when the brake pedal 62 is operated to when the camber angle adjusting device 44 is operated can be suppressed during sudden braking in which the operation speed of the brake pedal 62 changes faster than the operation amount. Can be adjusted quickly.

  Further, in a state where the camber angle of the wheel 2 is adjusted to the first camber angle, it is determined that the operation speed of the brake pedal 62 is smaller than a predetermined value and the operation amount of the brake pedal 62 is determined to be smaller than the predetermined value. (S31: No and S33: No) until the camber angle of the wheel 2 is maintained at the first camber angle, the operation amount of the brake pedal 62 is predetermined even if the operation speed of the brake pedal 62 becomes less than the predetermined value. The camber angle can be maintained at the first camber angle until the value is not reached. Thereby, at the time of braking, the camber angle of the wheel 2 can be maintained until the target traveling speed is reached, and switching of the camber angle can be prevented.

  Here, the adjustment of the camber angle of the wheel 2 during acceleration and braking will be described with reference to FIG. FIG. 10 is a graph showing the relationship between the operation speed and operation amount of the accelerator pedal 61 and the camber angle of the wheel 2 and the relationship between the operation speed and operation amount of the brake pedal 62 and the camber angle of the wheel 2 in time series. .

  As shown in FIG. 10, when the vehicle 1 is accelerated, first, the accelerator pedal 61 is operated, and the operation speed of the accelerator pedal 61 becomes a threshold value M or more, or the operation amount of the accelerator pedal 61 becomes a threshold value N or more. The camber angle of the wheel 2 is adjusted to the first camber angle. FIG. 10 illustrates a case where the camber angle of the wheel 2 is adjusted to the first camber angle when the operation speed of the accelerator pedal 61 is equal to or higher than the threshold value M.

  Next, when the operation of the accelerator pedal 61 is loosened, the operation speed of the accelerator pedal 61 does not reach the threshold value M. However, even if the operation of the accelerator pedal 61 is loosened, if the operation amount of the accelerator pedal 61 is equal to or greater than the threshold value N, the camber angle of the wheel 2 is maintained at the first camber angle.

  As shown in FIG. 10, when the vehicle 1 is braked, first, the brake pedal 62 is operated, and the operation speed of the brake pedal 62 becomes a predetermined value or more, or the operation amount of the brake pedal 62 becomes a predetermined value or more. Thus, the camber angle of the wheel 2 is adjusted to the first camber angle. Note that FIG. 10 illustrates a case where the camber angle of the wheel 2 is adjusted to the first camber angle when the operation speed of the brake pedal 62 becomes equal to or higher than a predetermined value.

  Next, when the operation of the brake pedal 62 is loosened, the operation speed of the brake pedal 62 does not reach a predetermined value. However, even if the operation of the brake pedal 62 is loosened, the camber angle of the wheel 2 is maintained at the first camber angle if the operation amount of the brake pedal 62 is equal to or greater than a predetermined value.

  Here, for example, when the camber angle adjusting device 44 is operated based only on the operation amount of each pedal 61, 62, the camber angle adjusting device 44 becomes unnecessary with a slight operation of each pedal 61, 62. In general, a threshold value for operating the camber angle adjusting device 44 with respect to the operation amount of each pedal 61, 62 is provided in order to prevent it from being operated (similar to the case of the present embodiment).

  However, if a threshold value for operating the camber angle adjusting device 44 is provided, a time lag occurs between the operation of the pedals 61 and 62 and the operation of the camber angle adjusting device 44, and the camber angle is suddenly accelerated or suddenly braked. There was a problem in that there was a delay in adjusting the corners.

  On the other hand, according to the present embodiment, by operating the camber angle adjusting device 44 based on the operation speed and the operation amount of each pedal 61, 62, the operation speed of each pedal 61, 62 is higher than the operation amount. During rapid acceleration or rapid braking that changes quickly, a time lag from when the pedals 61 and 62 are operated to when the camber angle adjusting device 44 is activated can be suppressed. Therefore, the camber angle can be quickly adjusted during sudden acceleration or sudden braking.

  Further, for example, when the camber angle adjusting device 44 is operated based only on the operation speeds of the pedals 61 and 62, if the operation speeds of the pedals 61 and 62 are less than the threshold value, it may be during acceleration or braking. However, there is a problem that the camber angle adjusting device 44 is operated and the camber angle is switched before the target traveling speed is reached.

  On the other hand, according to the present embodiment, the camber angle adjusting device 44 is operated based on the operation speed and operation amount of each pedal 61, 62, so that the target travel speed is achieved during acceleration or braking. Until the camber angle of the wheel 2 can be maintained. Therefore, it is possible to prevent the camber angle from being switched during acceleration or braking.

  Further, according to the present embodiment, the threshold value M for the operating speed of the accelerator pedal 61 and the threshold value N for the operating amount of the accelerator pedal 61 for adjusting the camber angle of the wheel 2 to the first camber angle are the travel of the vehicle 1. Since it is set according to the speed, it is possible to prevent the camber angle from being switched during acceleration efficiently and reliably.

  That is, even if the operation speed or the operation amount of the accelerator pedal 61 is the same, the rate of acceleration of the vehicle 1 is higher when traveling at low speed than when traveling at high speed. There is a high need to adjust the camber angle. Therefore, in this case, it is desirable that the threshold value M or the threshold value N is set to be low so that the camber angle adjusting device 44 operates sensitively to changes in the operation speed or the operation amount of the accelerator pedal 61. However, if the threshold value M or the threshold value N is set low, the camber angle is unnecessarily adjusted when the vehicle 1 is traveling at a high speed even though the acceleration rate of the vehicle 1 is low. On the other hand, by setting the threshold value M and the threshold value N according to the traveling speed of the vehicle 1, the camber angle is not unnecessarily adjusted, and the switching of the camber angle can be efficiently prevented. .

  On the other hand, even if the operation speed or the operation amount of the accelerator pedal 61 is the same, the acceleration rate of the vehicle 1 is lower when traveling at high speed than when traveling at low speed, so the camber angle adjusting device 44 is operated. The need to adjust the camber angle is low. Therefore, in this case, it is desirable that the threshold value M or the threshold value N is set to be high so that the camber angle adjusting device 44 is insensitive to changes in the operation speed or the operation amount of the accelerator pedal 61. However, if the threshold value M or the threshold value N is set high, the camber angle adjustment is delayed or the camber angle cannot be adjusted as necessary during low-speed driving. On the other hand, setting the threshold value M and the threshold value N according to the traveling speed of the vehicle 1 ensures that the camber angle is not delayed and the camber angle cannot be adjusted as necessary. Can be prevented.

  Furthermore, according to the present embodiment, it is determined that the operation speed of the accelerator pedal 61 is smaller than the threshold value M and the operation amount of the accelerator pedal 61 is in a state where the camber angle of the wheel 2 is adjusted to the first camber angle. When it is determined that it is smaller than the threshold value N (S24: No and S29: No), the camber angle adjusting device 44 is operated after a predetermined time has elapsed to adjust the camber angle of the wheel 2 to the second camber angle. Therefore, the camber angle can be maintained at the first camber angle until a predetermined time elapses. As a result, in a road situation where the accelerator pedal 61 is frequently operated, such as uphill, the camber angle adjusting device 44 is not operated each time the accelerator pedal 61 is operated, and the camber angle is frequently switched. Can be prevented.

  Similarly, when the camber angle of the wheel 2 is adjusted to the first camber angle, it is determined that the operation speed of the brake pedal 62 is smaller than a predetermined value and the operation amount of the brake pedal 62 is smaller than the predetermined value. (S31: No and S33: No), the camber angle adjusting device 44 is operated after a predetermined time has elapsed to adjust the camber angle of the wheel 2 to the second camber angle. In a road situation where the brake pedal 62 is frequently operated, the camber angle adjusting device 44 is not operated each time the brake pedal 62 is operated, and frequent switching of the camber angle can be prevented.

  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 embodiments are merely examples, and other numerical values can naturally be adopted. In addition, it is naturally possible to combine part or all of the configuration in each of the above embodiments with part or all of the configuration in the other embodiments.

  In each of the above embodiments, the case where the camber angles of all the wheels 2 are adjusted to the first camber angle and the second camber angle has been described. However, the present invention is not necessarily limited to this. Only one of the wheels 2RL and 2RR may be adjusted to the first camber angle and the second camber angle.

  In each of the above-described embodiments, the case where the camber angle is adjusted to the second camber angle after a predetermined time has elapsed in the state where the camber angle of the wheel 2 is adjusted to the first camber angle has been described. The camber angle may be adjusted to the second camber angle without waiting for the elapse of a predetermined time. In this case, the camber control process can be simplified.

  Although description is omitted in each of the above embodiments, the navigation device 82 acquires information on the road on the route on which the vehicle 1 is to travel in a state where the camber angle of the wheel 2 is adjusted to the first camber angle; Means for determining whether the acquired road information satisfies a predetermined condition, and means for maintaining the camber angle of the wheel 2 at the first camber angle when the determination result is determined to satisfy a predetermined condition; It is good also as a structure provided with. Accordingly, when the planned travel route satisfies a predetermined condition, the camber angle can be maintained at the first camber angle, so that frequent switching of the camber angle can be prevented. In addition, as predetermined conditions, for example, when the route planned to travel is a curve having a predetermined radius or less, when the route planned to travel is a right turn or a left turn, the route planned to travel is an uphill or a downhill. In the case, there is a case where there is a stop or a traffic light on the route scheduled to travel.

  In each of the above-described embodiments, the steering speed threshold value K and the steering amount threshold value L of the steering 63, the operation speed threshold value M of the accelerator pedal 61, and the operation amount threshold value N are curvilinear with respect to changes in the traveling speed of the vehicle 1. However, such a configuration is merely an example, and other configurations are naturally possible. For example, such a change can naturally be changed linearly. Further, the steering speed threshold value K and the steering amount threshold value L of the steering 63 may be defined from the case where the traveling speed of the vehicle 1 is zero.

  In each of the above-described embodiments, the case where the one steering steering speed map 72a and the steering steering amount map 72b and the one accelerator operation speed map 272a and the accelerator operation amount map 272b are provided has been described, but the present invention is not necessarily limited thereto. Of course, a plurality of steering steering speed maps 72a and steering steering amount maps 72b, an accelerator operation speed map 272a, and an accelerator operation amount map 272b can be provided.

  For example, a plurality of maps (for example, a dry pavement map, a rainy pavement map, an unpaved road map, etc.) each having different contents corresponding to the road conditions are prepared, and the vehicle 1 is scheduled to travel Is obtained by the navigation device 82, and using the map corresponding to the obtained road information, the steering speed threshold value K, the steering amount threshold value L of the steering 63, and the operation speed of the accelerator pedal 61 are determined. The threshold value M and the operation amount threshold value N may be acquired.

  In each of the above embodiments, the case where the first tread 21 is disposed inside the vehicle 1 and the second tread 22 is disposed outside the vehicle 1 has been described. However, the present invention is not necessarily limited thereto. The first tread 21 may be disposed outside the vehicle 1, and the second tread 22 may be disposed inside the vehicle 1. In this case, in the first camber state described above, the camber angle of the wheel 2 is adjusted to the second camber angle, and in the second camber state, the camber angle of the wheel 2 is adjusted to the first camber angle. By configuring so that the positive camber is applied to 2, the grip performance can be ensured and the fuel consumption can be reduced as in the case of each of the above embodiments.

  In the first embodiment, the case where the camber angle of the wheel 2 is adjusted to the second camber angle when the traveling speed of the vehicle 1 is equal to or lower than the predetermined traveling speed has been described. However, the present invention is not limited to this. Instead, the camber angle may be adjusted to the first camber angle according to the steering speed threshold value K and the steering amount threshold value L of the steering 63 even when the traveling speed of the vehicle 1 is equal to or lower than the predetermined traveling speed. .

  In the second embodiment, when the travel speed of the vehicle 1 is Vmax (maximum travel speed), the operation speed threshold M of the accelerator pedal 61 is the maximum value Mmax, and the operation amount threshold N is the maximum value Nmax. However, the present invention is not necessarily limited to this. For example, when the traveling speed of the vehicle 1 is lower than Vmax, the threshold M of the operation speed of the accelerator pedal 61 is set to the maximum value Mmax. In addition, the operation amount threshold value N may be defined as the maximum value Nmax. As a result, even when the vehicle 1 is accelerated at a low acceleration rate, if the vehicle 1 travels at a predetermined travel speed or higher, the camber angle of the wheel 2 is adjusted to the first camber angle. The safety of the vehicle 1 can be ensured by setting the threshold value low.

  The concept of the invention included in the second embodiment will be described below in addition to the vehicle control device of the present invention.

  A vehicle control device used in a vehicle including a wheel configured to be rotationally driven, an operation member operated to rotationally drive the wheel, and a camber angle adjusting device that adjusts a camber angle of the wheel. The operation speed acquisition means for acquiring the operation speed of the operation member, the operation amount acquisition means for acquiring the operation amount of the operation member, the operation speed of the operation member acquired by the operation speed acquisition means, and the A vehicle control device A1 comprising: camber control means for operating the camber angle adjusting device based on the operation amount of the operation member acquired by the operation amount acquisition means.

  According to the vehicle control device A1, the camber control means controls the camber angle adjusting device based on the operation speed of the operation member acquired by the operation speed acquisition means and the operation amount of the operation member acquired by the operation amount acquisition means. Operate.

  Therefore, by operating the camber angle adjusting device based on the operation amount of the operation member and the operation speed of the operation member, the operation member is operated during sudden acceleration in which the operation speed of the operation member changes faster than the operation amount. The time lag from when the camber angle adjusting device is actuated can be suppressed. Therefore, the camber angle can be quickly adjusted during sudden acceleration.

  In addition, by operating the camber angle adjusting device based on the operation amount of the operation member and the operation speed of the operation member, even if the operation speed of the operation member is reduced during acceleration, the wheels are adjusted until the target travel speed is reached. The camber angle can be maintained. Therefore, the switching of the camber angle during acceleration can be prevented.

  Vehicle control used for a vehicle comprising a wheel configured to be rotationally driven, an operating member operated to brake the rotational driving of the wheel, and a camber angle adjusting device for adjusting a camber angle of the wheel. An operation speed acquisition unit that acquires an operation speed of the operation member, an operation amount acquisition unit that acquires an operation amount of the operation member, and an operation speed of the operation member acquired by the operation speed acquisition unit And a camber control unit that operates the camber angle adjusting device based on the operation amount of the operation member acquired by the operation amount acquisition unit.

  According to the vehicle control device A2, the camber control means controls the camber angle adjusting device based on the operation speed of the operation member acquired by the operation speed acquisition means and the operation amount of the operation member acquired by the operation amount acquisition means. Operate.

  Therefore, by operating the camber angle adjusting device based on the operation amount of the operation member and the operation speed of the operation member, the operation member is operated during sudden braking in which the operation speed of the operation member changes faster than the operation amount. The time lag from when the camber angle adjusting device is actuated can be suppressed. Therefore, the camber angle can be quickly adjusted during sudden braking.

  Further, by operating the camber angle adjusting device based on the operation amount of the operation member and the operation speed of the operation member, even when the operation speed of the operation member is loosened during braking, the wheels are adjusted until the target travel speed is reached. The camber angle can be maintained. Therefore, switching of the camber angle during braking can be prevented.

  In the vehicle control device A1 or A2, the operation speed determination means for determining whether the operation speed of the operation member acquired by the operation speed acquisition means is equal to or higher than a predetermined operation speed, and the operation amount acquisition means. And an operation amount determination means for determining whether the operation amount of the operation member is equal to or greater than a predetermined operation amount, wherein the camber control means is configured such that the operation speed of the operation member is determined by the operation speed determination means. When the operation amount determination means determines that the operation amount of the operation member is greater than or equal to a predetermined operation amount, the camber angle adjusting device is operated to determine the camber of the wheel. First camber angle adjusting means for adjusting the angle to the first camber angle, and the camber angle of the wheel being adjusted to the first camber angle by the first camber angle adjusting means. The operation speed determining means determines that the operation speed of the operation member is smaller than a predetermined operation speed, and the operation amount determination means determines that the operation amount of the operation member is smaller than the predetermined operation amount. And a first camber angle maintaining means for maintaining the camber angle of the wheel at the first camber angle.

  According to the vehicle control device A3, the camber control means determines that the operation speed of the operation member is equal to or higher than the predetermined operation speed by the operation speed determination means or the operation amount of the operation member is predetermined by the operation amount determination means. Since the first camber angle adjusting means for operating the camber angle adjusting device is provided when the operation amount is determined to be equal to or greater than the operation amount, even if the operation amount of the operation member is less than the predetermined operation amount, The camber angle adjusting device can be operated when the operation speed is equal to or higher than the predetermined operation speed. As a result, the time lag from when the operating member is operated to when the camber angle adjusting device is operated can be suppressed during sudden acceleration or sudden braking in which the operating speed of the operating member changes faster than the operating amount. The corner can be adjusted quickly.

  Furthermore, since the first camber angle adjusting means adjusts the camber angle of the wheel to the first camber angle, for example, the first camber angle is set to a camber angle at which canvas last occurs or the high grip characteristic of the wheel is exhibited. Grip performance can be ensured by using the camber angle.

  The camber control means determines that the operation speed of the operation member is lower than the predetermined operation speed by the operation speed determination means in a state where the wheel camber angle is adjusted to the first camber angle by the first camber angle adjustment means. And the first camber angle maintaining means for maintaining the camber angle of the wheel at the first camber angle until the operation amount determination means determines that the operation amount of the operation member is smaller than the predetermined operation amount. Even if the operation amount of the operation member does not reach the predetermined operation amount, the camber angle can be maintained at the first camber angle until the operation speed of the operation member does not reach the predetermined operation speed. As a result, even when the operating speed of the operating member is reduced during acceleration or braking, the camber angle adjusting device is not operated, and the switching of the camber angle can be prevented.

  The vehicle control device A3 that is subordinate to the vehicle control device A1 includes vehicle speed acquisition means for acquiring the traveling speed of the vehicle, and the predetermined operation speed and the operation amount determination means that serve as the determination criteria of the operation speed determination means. At least one of the predetermined operation amounts serving as a determination criterion is a vehicle control device A4 that is set according to the traveling speed of the vehicle acquired by the vehicle speed acquisition means.

  According to the vehicle control device A4, at least one of the operation speed that is the determination criterion of the operation speed determination unit and the operation amount that is the determination criterion of the operation amount determination unit depends on the traveling speed of the vehicle acquired by the vehicle speed acquisition unit. Therefore, it is possible to prevent the camber angle from being switched efficiently and reliably.

  That is, even if the operation amount or operation speed of the operation member is the same, the rate of acceleration of the vehicle is higher at low speeds than at high speeds, so the camber angle must be set to ensure vehicle safety. There is a high need for adjustment. Therefore, in this case, the operation speed that is the determination criterion of the operation speed determination means or the operation amount that is the determination criterion of the operation amount determination means is set low, and the camber angle is changed with respect to the change in the operation speed or operation amount of the operation member. It is desirable to operate the adjustment device sensitively. However, if the operation speed that is the determination criterion of the operation speed determination unit or the operation amount that is the determination criterion of the operation amount determination unit is set low, conversely, during high-speed traveling, the camber speed is low but the camber is low. The corners are adjusted unnecessarily. On the other hand, according to the vehicle control device A4, at least one of the operation speed that is the determination reference of the operation speed determination means and the operation amount that is the determination reference of the operation amount determination means is set according to the traveling speed of the vehicle. Thus, the camber angle is not unnecessarily adjusted, and the camber angle can be efficiently switched.

  On the other hand, even if the operation speed or the operation amount of the operation member is the same, the rate of acceleration of the vehicle is lower during high-speed traveling than when traveling at low speed. The need for adjustment is low. Therefore, in this case, the operation speed that is the determination reference of the operation speed determination means or the operation amount that is the determination reference of the operation amount determination means is set high, and the camber angle is changed with respect to the change in the operation speed or operation amount of the operation member. It is desirable to actuate the adjustment device insensitively. However, if the operation speed that is the determination criterion of the operation speed determination means or the operation amount that is the determination reference of the operation amount determination means is set high, conversely, the adjustment of the camber angle is delayed or the camber angle is adjusted as necessary at low speeds. Adjustment will not be possible. On the other hand, according to the vehicle control device A4, at least one of the operation speed that is the determination reference of the operation speed determination means and the operation amount that is the determination reference of the operation amount determination means is set according to the traveling speed of the vehicle. Thus, the camber angle adjustment is not delayed or the camber angle cannot be adjusted as necessary, and the switching of the camber angle can be surely prevented.

  In the vehicle control device A3 or A4, the wheel includes a first tread and a second tread disposed on the inner side or the outer side of the vehicle with respect to the first tread, and the first tread is the first tread. The second tread is configured to have a lower rolling resistance than the first tread, and the camber control unit includes the operation speed determination unit. The camber angle adjustment is performed when it is determined that the operation speed of the operation member is smaller than a predetermined operation speed and the operation amount determination means determines that the operation amount of the operation member is smaller than the predetermined operation amount. And a second camber angle adjusting means for operating the device to adjust the camber angle of the wheel to a second camber angle, wherein the wheel camber angle is adjusted by the first camber angle adjusting means. In the state in which the camber angle is adjusted to the first camber angle, the first camber angle with respect to the grounding of the second tread is more than in the state in which the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. While the contact ratio of the tread is increased, the camber angle of the wheel is set to the first camber angle adjusting means by the first camber angle adjusting means when the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. The vehicle control device A5 in which the ground contact ratio of the second tread with respect to the ground contact of the first tread is larger than the state adjusted to the camber angle.

  According to the vehicle control device A5, the camber control means determines that the operation speed of the operation member is lower than the predetermined operation speed by the operation speed determination means, and the operation amount of the operation member is determined by the operation amount determination means. A second camber angle adjusting means for adjusting the camber angle of the wheel to the second camber angle by controlling the camber angle adjusting device when it is determined that the wheel cam angle is smaller than the amount, and the first camber angle adjusting means In the state where the camber angle is adjusted to the first camber angle, the contact ratio of the first tread with respect to the ground contact of the second tread is greater than the state where the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. Therefore, when the camber angle of the wheel is adjusted to the first camber angle, the grip performance of the first tread is demonstrated and the grip performance is ensured. It can be.

  On the other hand, in the state where the wheel camber angle is adjusted to the second camber angle by the second camber angle adjusting means, the first camber angle adjusting means is more than the state where the wheel camber angle is adjusted to the first camber angle. Since the contact ratio of the second tread with respect to the contact of the 1 tread increases, when the camber angle of the wheel is adjusted to the second camber angle, the characteristics of the second tread having low rolling resistance are exhibited, thereby reducing fuel consumption. Can be planned.

  Further, since the second camber angle adjusting means adjusts the camber angle of the wheel to the second camber angle, for example, the second camber angle is set to a camber angle at which the canvas last is reduced, thereby reducing fuel consumption. be able to.

  In the flowchart (camber control process) shown in FIG. 9, the operation speed acquisition means described in the vehicle control device A1 is S23, the operation amount acquisition means is S28, and the camber control means is S6. The process of S13 is the process of S30 as the operation speed acquisition means described in the vehicle control device A2, the process of S32 as the operation amount acquisition means, and the processes of S6 and S13 as the camber control means. The operation speed determination means described in A3 is the process of S24 and S31, the operation amount determination means is the process of S29 and S33, the first camber angle adjustment means is the process of S6, and the first camber angle maintenance means is The process of S5 (S5: Yes) is the vehicle speed acquisition means described in the vehicle control device A4. The process of S1 is described in the vehicle control device A5. The second camber angle adjusting means the process of S13 is, corresponds respectively.

100, 200 Vehicle control device 1 Vehicle 2 Wheel 2FL Front left wheel (part of wheel)
2FR Right front wheel (part of the wheel)
2RL Left rear wheel (part of wheel)
2RR Right rear wheel (part of the wheel)
21 1st tread 22 2nd tread 44 Camber angle adjusting device 44FL FL motor (part of camber angle adjusting device)
44FR FR motor (part of camber angle adjustment device)
44RL RL motor (part of camber angle adjustment device)
44RR RR motor (part of camber angle adjustment device)
61 Accelerator pedal (operation member)
62 Brake pedal (operating member)
63 Steering (steering member)

Claims (4)

A plurality of wheels, a steering member that is operated to steer a wheel that is configured to be steerable among the plurality of wheels, and a camber that adjusts camber angles of at least some of the plurality of wheels. A vehicle control device used in a vehicle including an angle adjustment device,
Steering speed acquisition means for acquiring the steering speed of the steering member;
Steering amount acquisition means for acquiring a steering amount of the steering member;
Camber control means for operating the camber angle adjusting device based on the steering speed of the steering member acquired by the steering speed acquisition means and the steering amount of the steering member acquired by the steering amount acquisition means. A vehicular control device. Steering speed determination means for determining whether the steering speed of the steering member acquired by the steering speed acquisition means is equal to or higher than a predetermined steering speed;
Steering amount determination means for determining whether the steering amount of the steering member acquired by the steering amount acquisition means is greater than or equal to a predetermined steering amount;
The camber control means includes
The steering speed determination means determines that the steering speed of the steering member is greater than or equal to a predetermined steering speed, or the steering amount determination means determines that the steering amount of the steering member is greater than or equal to a predetermined steering amount. A first camber angle adjusting means for operating the camber angle adjusting device to adjust the camber angle of the wheel to the first camber angle;
In a state where the camber angle of the wheel is adjusted to the first camber angle by the first camber angle adjusting means, the steering speed determining means determines that the steering speed of the steering member is lower than a predetermined steering speed and First camber angle maintaining means for maintaining the camber angle of the wheel at the first camber angle until the steering amount determining means determines that the steering amount of the steering member is smaller than a predetermined steering amount. The vehicle control device according to claim 1. Vehicle speed acquisition means for acquiring the traveling speed of the vehicle,
At least one of the predetermined steering speed that is a determination criterion of the steering speed determination unit and the predetermined steering amount that is a determination criterion of the steering amount determination unit is the traveling speed of the vehicle acquired by the vehicle speed acquisition unit. The vehicle control device according to claim 2, wherein the vehicle control device is set accordingly. The wheel includes a first tread and a second tread disposed inside or outside the vehicle with respect to the first tread, and the first tread has a gripping force as compared with the second tread. The second tread is configured to have a low rolling resistance as compared with the first tread, and is configured to have high characteristics.
The camber control means determines that the steering speed of the steering member is smaller than a predetermined steering speed by the steering speed determination means, and the steering amount of the steering member is smaller than a predetermined steering amount by the steering amount determination means. A second camber angle adjusting means for operating the camber angle adjusting device to adjust the camber angle of the wheel to a second camber angle,
In the state where the camber angle of the wheel is adjusted to the first camber angle by the first camber angle adjusting means, the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means. In the state where the ground contact ratio of the first tread with respect to the ground contact of the second tread is increased while the camber angle of the wheel is adjusted to the second camber angle by the second camber angle adjusting means, the first camber angle The ground contact ratio of the second tread with respect to the ground contact of the first tread is larger than the state in which the camber angle of the wheel is adjusted to the first camber angle by the adjusting means. Vehicle control device.

Images