JPH05221222A - Camber angle control device for vehicle - Google Patents

Abstract

(57) [Summary] [Object] The present invention relates to a camber angle control device in a vehicle suspension, and an object thereof is to enable efficient use of control power during transient control of the camber angle. A camber angle adjusting mechanism A, which is provided on each of the left and right wheels of a vehicle and can adjust a camber angle by driving a constituent element of a suspension, a control means 32 for controlling the camber angle adjusting mechanism, and the vehicle The control means 32 is provided with a transitional state determination means 32N for determining whether the vehicle is in a transitional state between straight traveling and turning.
If the vehicle is not in the transitional state based on the information from N, the camber angle adjusting mechanism A for each of the left and right wheels is controlled, and if the vehicle is in the transitional state, the camber angle adjusting mechanism A for the turning outer wheel side of the left and right wheels is mainly controlled. To configure.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a camber angle control device for a vehicle suspension, and more particularly to changing the control mode depending on whether the vehicle is in a transitional state between a straight traveling state and a turning state. , A vehicle camber angle control device.

[0002]

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

For example, the grounding kingpin offset can be changed by adjusting the camber angle, but considering the influence on the steering, it is desirable to minimize the grounding kingpin offset. Therefore, it is conceivable to adjust the camber angle so as to reduce the kingpin offset to ground.

[0004]

By the way, the above-mentioned grounding kingpin offset changes depending on the force applied to the wheels when the vehicle is running, the state of the stroke of the suspension, and the like. In particular, the same control may be performed on the left and right wheels during straight traveling, but different control is required for the left and right wheels during turning traveling.

That is, during turning, the ground camber of the outer turning wheel changes to the positive side, while the ground camber of the inner turning wheel changes to the negative side. Therefore, it is necessary to perform different camber angle control for the left and right wheels in consideration of this camber angle change. However, the desired control can be performed in a steady state such as when the straight traveling continues or when the vehicle makes a steady turn, but the straight traveling can be changed to the swing traveling or the straight traveling can be changed to the straight traveling. During transient control such as changing the degree of turning, a phase delay occurs during control, making it difficult to perform desired control.

This is because it takes time to react to the input power of the actuator for adjusting the camber angle, and if sufficient control power is given, the reaction of the actuator can be accelerated, but in reality, the control power of the actuator is limited. However, there is a problem that a phase delay of control is greatly generated. In addition, there is a problem that a sufficient control amount cannot be obtained because the control power of the actuator is limited.

The present invention has been devised in view of the above-mentioned problems. The vehicle camber angle is designed so that the control power can be efficiently used during the transient control of the camber angle to improve the control performance. An object is to provide a control device.

[0008]

Therefore, the vehicle camber angle control device of the present invention is provided on each of the left and right wheels of the vehicle, and can adjust the camber angle by driving the components of the suspension. A mechanism and a control means for controlling the camber angle adjusting mechanism, and a transitional state determination means for determining whether or not the vehicle is in a transitional state between a straight traveling state and a turning state, and the control means, If the vehicle is not in a transitional state based on the information from the transitional state determining means, the camber angle adjusting mechanism of each of the left and right wheels is controlled, and if the vehicle is in a transitional state, the turning outer wheel is mainly one of the left and right wheels. It is characterized in that it is configured to control the side camber angle adjusting mechanism.

[0009]

In the above-described camber angle control device for a vehicle of the present invention, the camber angle adjusting mechanism for each of the left and right wheels is provided if the vehicle is not in the transitional state between the straight traveling state and the turning state based on the information from the transitional state determining means. If the vehicle is in a transitional state, the camber angle adjusting mechanism of the turning outer wheel side of the left and right wheels is controlled. Since the control effect on the turning outer wheel side is remarkable during turning, the control power is effectively used by controlling mainly the camber angle on the turning outer wheel side in the transient state.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle camber angle control device as an embodiment of the present invention will be described below with reference to the drawings.
Is a block diagram showing the configuration of the main part thereof, FIG. 2 is a configuration diagram schematically showing the whole thereof, FIG. 3 is a front view showing a suspension equipped with the present apparatus, FIG. 4 is a flow chart for explaining its operation, and FIG. 7 is a map relating to the setting of the control amount (correction coefficient) in the control of the apparatus, FIG. 8 is a diagram illustrating the control state thereof, FIG. 9 is a diagram illustrating the control effect thereof, and FIG. 10 is a graph illustrating the control principle thereof. Is.

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

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

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

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

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

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

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

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

Although the vehicle height sensor 36 is installed for each wheel here, it is also possible to install only one vehicle height sensor 36 for the vehicle. Then, the controller 32 is provided with actuators (camber angle adjusting mechanisms) 2 to 8 of required wheels according to straight traveling, turning traveling, or transient traveling between straight traveling and turning traveling (transient traveling). There is provided a portion that is driven to control the camber angle so as to reduce the grounding kingpin offset. Such a portion is configured as shown in the block diagram of FIG. 1, for example.

That is, as shown in FIG. 1, the controller 32 includes a steering angular velocity calculating section 32K, a running / stopping determining section 32L, a straight / turning determining section 32M, a steady / transient determining section 32N, and a control amount. Setting units 32P, 32Q, 32R,
It has a control signal output section 32S. The steering angular velocity calculation unit 32K calculates the steering angular velocity by time differentiating the detection signal from the steering angle sensor 38.

The running / stopping determination unit 32L receives the detection signal from the vehicle speed sensor 40 and determines the magnitude of the vehicle speed V as a threshold value V.
Compared with ₀ , it is determined whether the vehicle is running or stopped. When the running / stopping determination unit 32L determines that the vehicle is traveling, the straight-ahead / turning determination unit 32M receives a detection signal from the steering angle sensor 38 and _sets the magnitude of the steering angle θ _H to a threshold θ _H0. It is determined whether the vehicle is going straight or turning by comparing with.

In the steady / transient determining unit 32N, when the running / stopping determining unit 32L determines that the vehicle is running,
In response to the calculation signal from the steering angular velocity calculation unit 32K, the magnitude of the steering angular velocity θ _H ′ is compared with a threshold value θ _H0 ′ to determine whether the vehicle is in a steady traveling state such as straight traveling or steady turning traveling, or straight traveling. It is determined whether the vehicle is in a transitional traveling state between the turning traveling and the turning traveling.

The control amount setting unit 32P sets the control amount Δθ1 for the left and right wheels when the straight-ahead / turning determination unit 32M determines that the vehicle is traveling straight. The control amount Δθ1 is the ground pin of the wheel. The offset d is set to 0. Since the left and right wheels have a symmetrical suspension geometry when driving straight ahead, the left and right wheels have the same control amount. Therefore, if the grounding kingpin offset is d ₀ in the state of the initial camber angle θ ₀ for both the left and right wheels, the control amount Δθ1 is, for example, as shown in the map A shown in FIG. 5, the grounding kingpin offset d ₀ at this initial time.
Is set to a value (constant value) that is almost proportional to.

If the grounding kingpin offset is 0 in the state of the initial camber angle θ ₀ , the control amount Δθ1 becomes 0 and control is not performed. In the control amount setting unit 32Q, when the straight-ahead / turning determination unit 32M determines that the vehicle is turning and the steady / transient determination unit 32N determines that the vehicle is in a steady running state, that is, at the time of steady turning. ,
The control amount Δθ3 is set. The setting at the time of steady turning is set corresponding to the magnitude of the lateral acceleration G _Y detected by the lateral acceleration sensor 50, for example, using a map C as shown in FIG. 7.

The control amount Δθ3 is also set so that the grounding kingpin offset d of the wheels for the left and right wheels is set to 0, but when turning, the turning geometry becomes an asymmetric suspension geometry between the turning inner wheel and the turning outer wheel. Especially, the outer camber to the ground becomes positive, and the inner camber to the ground becomes negative. This change in the ground camber corresponds to the rolling condition of the vehicle, and the lateral acceleration G _Y applied to the vehicle influences the rolling condition of the vehicle. Therefore, the change in the ground camber greatly depends on the lateral acceleration G _Y applied to the vehicle. Become.

Since the change in the grounding kingpin offset d also corresponds to this change in the grounding camber, here, as shown in the map of FIG. 7, the outer ring and the inner ring are separately divided and correspond to the lateral acceleration G _Y. , The control amount Δθ3 is set. Since the lateral acceleration G _Y can be calculated from the turning radius r and the vehicle speed V, and the turning radius r corresponds to the steering angle θ _H , the lateral acceleration G _Y is not the actual measurement value of the lateral acceleration sensor 50 but the vehicle speed sensor 40. Alternatively, it may be calculated from the vehicle speed V detected by the steering sensor 38 and the steering angle θ _H.
In this case, the lateral acceleration sensor 50 can be omitted.

In addition, the control amount setting unit 32Q outputs 0 as the control amount Δθ3 without setting the control amount Δθ3 except during the steady turn. In the controlled variable setting unit 32R,
The control amount Δθ2 is set when the straight / turning determination unit 32M determines that the vehicle is turning and the steady / transient determination unit 32N determines that the vehicle is in the transient traveling state, that is, during the transient turning. ..

This setting is performed by using, for example, a map B as shown in FIG. 6, the magnitude of the steering angular velocity θ _H ′ calculated by the steering angular velocity calculating section 32K and the vehicle speed V detected by the vehicle speed sensor 40.
Set according to. Note that the map B is made up of two maps, the map shown in FIG. 6A and the map shown in FIG. However, during this transient turning, the control amount Δθ2 of only the camber angle on the turning outer wheel side of the left and right wheels is set, the control amount Δθ2 of the camber angle on the turning inner wheel side is set to 0, and the inner wheel is not controlled. There is.

That is, as shown in FIG. 6A, the control amount Δθ2 is set for the outer wheel in accordance with the magnitude of the steering angular velocity θ _H ′. Also in this outer wheel control, the ground camber of the outer wheel becomes positive and the ground camber of the inner wheel becomes negative in accordance with the turning, and the grounding kingpin offset d changes accordingly, so that only the outer wheel side tries to correct this. It is a thing.

The change in the ground camber during turning corresponds to the lateral acceleration G _Y applied to the vehicle as described above. Therefore, in order to prevent the ground camber from changing, it is necessary to perform control in accordance with the lateral acceleration G _Y. Generally, in transient control, a delay in control response becomes a problem, so it is not enough to control the vehicle based on this after the lateral acceleration G _Y actually occurs (or changes). Can also be considered.

The lateral acceleration G _Y during steady turning corresponds to the vehicle speed V and the steering angle θ _H , but during transient turning, this lateral acceleration G _Y
The steering angular velocity θ _H ′ is also added as a factor of. Then, when the lateral acceleration G _Y is changing, considering the response delay of the vehicle to the steering operation, the steering angle θ _H and the steering angular velocity θ _H ′.
It is more advantageous to perform control on the basis of responsiveness.

In particular, the greater the change in the steering angle θ _H (= the steering angular velocity θ _H ′), the stronger the response is required. Therefore, in consideration of preventing the control from becoming complicated, FIG. As shown, the control amount Δθ2 at the time of transient turning is set mainly corresponding to the steering angular velocity θ _H ′. Further, it is effective to give a sufficient control force (control power) to improve the control responsiveness, but the control force that can be exerted from the output of the pump 20 is limited, so If the left and right wheels are controlled at almost the same level, a sufficient control effect cannot be expected. Therefore, only the turning outer wheel having a large control effect is controlled.

Therefore, as shown in FIG. 8, the control force level and control response of the turning outer wheel in FIG. 8 are different from those in the case where both the left and right wheels are controlled at substantially the same level (see FIG. 8A). As shown in B), it can be greatly improved, and sufficient control force can be expected for the turning outer wheel. It should be noted that FIG. 10 is a characteristic diagram showing the tire-generated lateral force of the turning outer wheel and the turning inner wheel with respect to the ground camber, but the turning outer wheel has a significantly larger tire-generated lateral force than the turning inner wheel, and thus the turning outer wheel is controlled. You can see that the effect is great.

Then, the control amount setting section 32R obtains the control assist amount Δθ ₀ corresponding to the steering angular velocity θ _H ′ for the turning outer wheel from FIG. 6 (A), and performs the control corresponding to the vehicle speed V from FIG. 6 (B). The control amount Δθ2 (= Δθ ₀ × K ₁ ) is set by obtaining the auxiliary amount K ₁ and integrating these. In the map of FIG. 6 (B), the control assist amount K ₁ is suppressed from increasing at high speeds, and the control assist amount K ₁ is constant. This is due to the quick response of the yaw direction control of the vehicle at high speed. (Yaw fn) is appropriately suppressed so that the movement of the vehicle in the yaw direction does not become too sensitive.

At times other than during the transient turning, 0 is output as the control amount Δθ2. Then, in the control signal output unit 32S,
A target camber angle control amount Δθ is set based on the following equation, and then a control signal corresponding to the control amount Δθ is output to the actuators 2 to 8 (= A). Δθ = Δθ1 + Δθ3 + Δθ2 (1) It should be noted that this control amount Δθ is substantially Δ when driving straight ahead.
θ = Δθ1 and Δθ = Δθ3 during turning.
At the time of transient turning, Δθ = Δθ2.

Since the vehicle camber angle control device as one embodiment of the present invention is configured as described above, the camber angle is set for each wheel as shown in FIG. 4, for example. That is, first, immediately after the ignition switch of the automobile is turned on, parameters related to control are initially set (step S1), and detection signals are read from the sensors 36 to 50 (step S2).

At the next step S3, the magnitude of the vehicle speed V | V
| It is judged whether the threshold value greater than or equal _to V _0, speed | V | is threshold V ₀
If it is above, it is determined that the vehicle is running and the process proceeds to step S4.
If the vehicle speed | V | is not equal to or higher than the threshold value V ₀ , it is determined that the vehicle is stopped, and this control cycle is ended. When the process proceeds to step S4, it is determined whether the magnitude of the steering angle θ _H | θ _H | is larger than the threshold θ _H0 . If the steering angle | θ _H | is larger than the threshold θ _H0 , it means that the vehicle is turning. , Step S5, if the steering angle | θ _H | is not larger than the threshold θ _H0 ,
Assuming that the vehicle is traveling straight ahead, the process proceeds to step S8.

When the process proceeds to step S5, it is determined whether or not the magnitude | θ _H ′ | of the steering angular velocity θ _H ′ is smaller than the threshold θ _H0 ′, and the steering angular velocity | θ _H ′ | is the threshold θ _H0 ′. If it is smaller than the above, it is determined that the vehicle is in steady turn, and the step S
If the steering angular velocity | θ _H ′ | is not smaller than the threshold value θ _H0 ′, the process proceeds to step S6 and the process proceeds to step S7.

Then, during steady turning (during steady steering),
Proceeding to step S6, in the control amount setting unit 32Q,
From the map C, the control amount Δθ3 is set so that both the turning inner wheel and the outer wheel have a camber angle that makes the ground kingpin offset d 0. Further, at the time of transient turning (at the time of transient steering), the process proceeds to step S7, and the control amount setting unit 32R uses the map B to set the control amount so that the camber angle that makes the grounding kingpin offset d 0 becomes zero for the turning outer wheel. Set Δθ2.

Further, when traveling straight ahead, the process proceeds to step S8, and the control amount setting unit 32P sets the control amount Δθ2 by the map A so that the camber angle that sets the grounding kingpin offset d to 0 is set for the left and right wheels. In this way, in steps S6 to S8, the control amounts Δθ1 to Δθ
When θ3 is set, in step S9, the control signal output unit 32S sets the target camber angle control amount Δθ based on the equation (1), and then the actuators 2 to 8 (= A) A control signal corresponding to the control amount Δθ is output.

As a result, the camber angle is controlled so that the grounding kingpin offset d of both the left and right wheels is always 0 during steady turn or straight running, and the grounding kingpin offset d is always 0 or a small state close to 0. Steering characteristics are always stable, and steering feeling and the like are improved, which can contribute to improvement of driving performance of the vehicle.

At the time of the transient turning, only the camber angle on the turning outer wheel side is controlled. However, since a limited control force can be concentratedly applied to the turning outer wheel side having a high control effect, it is required at the time of the transient turning. Control response is increased,
The control delay is reduced, and desired control can be realized. In particular,
Since the control is performed according to the steering angular velocity θ _H ′ and the vehicle speed V, the responsiveness is further improved. Then, for example, the yaw fn and the yaw gain are greatly improved from P ₁ to P ₂ shown in FIG. As a result, the steering characteristic can be always stable even during a transient turn, which can contribute to the improvement of the driving performance of the vehicle.

In the transitional turning, in the region where the vehicle speed V is high, the control amount is not increased even if the vehicle speed V increases, but this prevents the movement of the vehicle in the yaw direction from becoming too sensitive at high speed. As a result, the driving feeling during high-speed transient turning is improved. By the way, in this embodiment, when setting the control amounts Δθ3 and Δθ2 in the control amount setting sections 32Q and 32R, a correction corresponding to the grounding kingpin offset d ₀ at the time of initialization (that is, correction of only the control amount Δθ1) is performed. However, this is because the simplification of the control is taken into consideration, and the sum of the correction amount (control amount Δθ1) added to the above-mentioned control amount Δθ3 or Δθ2 is the control amount Δθ3 or Δθ.
It may be set to 2.

Further, here, at the time of transient turning, only the outer turning wheel is controlled and the inner turning wheel is not controlled. However, by increasing the control amount of the outer turning wheel and decreasing the control amount of the inner turning wheel, both wheels are controlled. Although the control is performed, a control mode that mainly controls the turning outer wheel is also conceivable. In this embodiment, the camber angle is controlled so that the grounding kingpin offset d approaches 0. However, the camber angle is controlled so as to approach the grounding camber angle to 0, or any other suitable cambering angle control. Also, by controlling the turning outer wheel mainly during the transition, the above-mentioned fighting effect can be obtained.

Further, each of the above maps (see FIGS. 5 to 7)
Is an example, and various map modes can be considered based on various characteristic tendencies.

[0046]

As described above in detail, according to the camber angle control device for a vehicle of the present invention, the camber angle can be adjusted by driving the components of the suspension provided on the left and right wheels of the vehicle, respectively. The control means includes an angle adjusting mechanism and control means for controlling the camber angle adjusting mechanism, and a transient state determining means for determining whether the vehicle is in a transitional state between a straight traveling state and a turning state. However, if the vehicle is not in the transient state based on the information from the transient state determination means, the camber angle adjusting mechanism of each of the left and right wheels is controlled, and if the vehicle is in the transient state, the By being configured to control the camber angle adjustment mechanism on the turning outer wheel side,
The control power can be efficiently used during the transient control of the camber angle such as during transient turning, and the driving feeling of the vehicle can be improved over a wide driving range, which contributes to the improvement of the driving performance of the vehicle.

[Brief description of drawings]

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

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

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

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

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

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

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

FIG. 8 is a diagram illustrating a control state of a vehicle camber angle control device as an embodiment of the present invention.

FIG. 9 is a diagram illustrating a control effect of a vehicle camber angle control device as an embodiment of the present invention.

FIG. 10 is a graph illustrating the control principle of the vehicle camber angle control device as one embodiment of the present invention.

[Explanation of symbols]

2, 4, 6, 8, A Actuator for adjusting camber angle 10, 12, 14, 16 Electromagnetic control valve 18 Supply path 20 Pump 22 Discharge path 24 Oil reservoir 26 Accumulator 28 Relief valve 30 Drive circuit 32 As control means Controller 32K Steering angular velocity calculation unit 32L Travel / stop determination unit 32M Straight / turn determination unit 32N Steady / transient determination unit 32P, 32Q, 32R Control amount setting unit 32S Control signal output unit 34 ROM 36 in controller 32 Vehicle height sensor 38 Steering sensor (steering angle sensor) 40 Vehicle speed sensor 42,44,46,48 Displacement sensor 50 Lateral acceleration sensor F Body S Strut-type suspension strut W Wheel

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tadao Tanaka 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A camber angle adjusting mechanism, which is provided on each of the left and right wheels of a vehicle and is capable of adjusting a camber angle by driving components of a suspension, and a control means for controlling the camber angle adjusting mechanism. The vehicle is in a transitional state between a straight traveling state and a turning state, and a transitional state determination means for determining whether the vehicle is in a transitional state.
If the vehicle is not in a transitional state based on the information from the transitional state determining means, the camber angle adjusting mechanism of each of the left and right wheels is controlled, and if the vehicle is in a transitional state, the turning outer wheel is mainly one of the left and right wheels. A camber angle control device for a vehicle, which is configured to control a side camber angle adjusting mechanism.