JP2014069746A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve high running performance of a vehicle.SOLUTION: A wire 42 applying a tensile force to a vehicle body is attached to a vehicle body on which an external force according to the running state in running acts. An actuator 47 adjusts the tensile force of the fire 42 according to the running state to modify the rigidity of the vehicle body. The wire 42 is attached to a connection part in which a skeletal member of the vehicle body is connected to another member and controls the distortion of the vehicle body in the connection part in running.

Description

  The present invention relates to a vehicle such as an automobile.

  Examples of a vehicle body such as an automobile include a monocoque structure in which an outer plate is welded to a plurality of assembled skeleton members, and a chassis structure in which a skeleton member is attached to a chassis base. The vehicle body is required to have collision safety, running performance, and the like, and is generally desired to be formed with high rigidity.

JP 2005-262951 A

However, the vehicle body secures rigidity by combining a plurality of skeleton members.
For this reason, for example, when a strong cornering force acts on the vehicle body, the vehicle body is easily distorted at the connecting portion. For example, as disclosed in Patent Document 1, even when a connecting portion of a skeleton member of a vehicle body is reinforced using a rigid body such as a sheet metal, the vehicle body may be distorted at the connecting portion.
In particular, recent vehicle bodies are required to have high collision safety. For collision safety, it is desirable that the skeleton member of the vehicle body be buckled by impact. For example, if the frame member is formed to be thin in order to buckle the frame member, the rigidity of the joint portion between the frame members tends to be insufficient. Further, if only the joint portion is made too rigid as compared with the skeleton member, the rigidity balance of the vehicle body is lost, and as a result, there is a possibility that a desired collision safety performance cannot be obtained.
As a result, the vehicle body may be distorted during traveling.

  As described above, the vehicle is required to secure an appropriate strength of the coupling portion to realize high driving performance desired for the vehicle body, for example, high operation responsiveness and steering stability required for a sports vehicle. Yes.

  The vehicle according to the present invention is attached to a vehicle body to which an external force according to the traveling state acts during traveling, and adjusts the tension of the wire according to the traveling state by adjusting the tension of the wire according to the traveling state. And a wire that is attached to a coupling portion where a skeleton member of the vehicle body is coupled to another member, and controls distortion of the vehicle body at the coupling portion during traveling.

  Preferably, at least one end of the wire is attached to the coupling portion.

  Preferably, both ends of the wire are attached to a plurality of joint portions of the vehicle body, and are bridged between the plurality of joint portions.

  Preferably, the wire is bridged between the connecting portions between the side sills on both the left and right sides of the vehicle body and the pillars, or between the connecting portions between the side sills on both the left and right sides of the vehicle body and the rear side member.

In the present invention, a wire is attached to a joint portion of the vehicle body member with another member. The actuator adjusts the tension of the wire that acts on the coupling portion according to the traveling state, and changes the rigidity of the vehicle body according to the traveling state. By applying the tension of the wire to the connecting portion of the plurality of members of the vehicle body, the distortion of the vehicle body at the connecting portion can be suppressed. Further, by adjusting the tension of the wire in accordance with the running state, it is difficult for only the coupling portion to have high rigidity compared to the skeleton member of the vehicle body, and the rigidity balance of the vehicle body can be appropriately maintained.
As a result, it is required to secure an appropriate strength of the coupling portion of the vehicle body to achieve high driving performance desired for the vehicle body, for example, high operation responsiveness and steering stability required for a sports vehicle.

It is the perspective view which looked at the car body of the car concerning the embodiment of the present invention from the slanting upper part. It is the perspective view which looked at the vehicle body of FIG. 1 from diagonally downward. It is a block diagram which shows an example of the rigidity control apparatus which applies tension | tensile_strength to the coupling | bond part of a vehicle body. It is the figure which showed typically the frame member of a vehicle body, and the input part of the external force with respect to a vehicle body. It is a flowchart of the rigidity control of the vehicle body by the rigidity control apparatus of FIG. It is explanatory drawing of the other example of the application part of the tension | tensile_strength about a vehicle body.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

1 and 2 are perspective views showing a vehicle body 1 of an automobile according to an embodiment of the present invention.
FIG. 1 is a top perspective view of the vehicle body 1. FIG. 2 is a bottom perspective view of the vehicle body 1.
The vehicle body 1 of this embodiment has a monocoque structure in which a plurality of skeleton members are combined and a steel plate is welded to the assembled plurality of skeleton members.

Specifically, the monocoque vehicle body 1 shown in FIGS. 1 and 2 includes, for example, the following skeleton members.
A pair of floor members 13 extending in the front-rear direction between the left and right edges of the floor panel 11 and the center tunnel 12 are provided below the floor panel 11 in the passenger compartment of the vehicle body 1. On the floor panel 11, floor cross members 14 are provided across the left and right edges of the floor panel 11. The floor member 13 and the floor cross member 14 are connected via the floor panel 11.
A dashboard 15 is erected on the front edge of the floor panel 11. The dashboard 15 partitions the passenger compartment from the engine compartment. A pair of front side members 16 are attached to the front surface of the dashboard 15 so as to protrude forward. A radiator panel 17 and a front bumper beam 18 are attached to the front ends of the pair of front side members 16. The rear ends of the pair of front side members 16 are connected to the front ends of the pair of floor members 13.
A pair of A pillars 19 are attached to both left and right edges of the dashboard 15. The pair of A pillars 19 are provided with a pair of front upper members 20 protruding forward from the A pillar 19. A front door (not shown) is attached to the A pillar 19 so as to be openable and closable. A front door beam and a front door cross member are provided in the front door.
A pair of side sills 21 are provided at both left and right edges of the floor panel 11. The front ends of the pair of side sills 21 are coupled to the pair of front side members 16 or the pair of floor members 13 by a steel plate 22 having a torque box structure. The pair of side sills 21 are connected by the floor cross member 14.
On the rear end edge of the floor panel 11, a rear bulkhead 23 that partitions the passenger compartment and the luggage compartment is erected. A pair of C pillars 24 are attached to the left and right end edges of the rear bulkhead 23.
A pair of roof side rails 25 is attached between the upper ends of the pair of A pillars 19 and the upper ends of the pair of C pillars 24. A roof cross member 26 is provided between the pair of roof side rails 25 so as to extend in the left-right direction. The pair of roof side rails 25 are connected by a roof cross member 26. A B pillar 27 is provided between the center portion of the side sill 21 and the center portion of the roof side rail 25. The side sill 21 and the roof side rail 25 are connected by a B pillar 27. A pair of rear doors (not shown) are attached to the pair of B pillars 27. A rear door beam and a rear door cross member are provided in the rear door.
The front ends of the pair of rear side members 28 are connected to the rear ends of the pair of side sills 21. The pair of rear side members 28 protrude rearward from the rear bulkhead 23, and a rear bumper beam 29 is attached to the rear end.
A steel plate is welded to such a plurality of skeleton members. For example, a steel plate for reinforcement is attached between the A pillar 19 and the front upper member 20. Further, for example, a hood hood plate, left and right fender plates, a trunk lid plate, a roof plate and the like are attached to the vehicle body 1 as outer plates. Thereby, the vehicle body 1 is completed. The plurality of skeleton members can be connected by welding or screwing.

By the way, a driving source such as an engine and a motor is attached to the monocoque structure vehicle body 1 in the same manner as the chassis structure vehicle body 1 in which a skeleton member is attached to a chassis base. A pair of left and right front wheels are attached to the front portion of the vehicle body 1 by a front suspension cross member (not shown) and a pair of front suspensions. A pair of left and right rear wheels are attached to the rear portion of the vehicle body 1 by a rear suspension cross member (not shown) and a pair of rear suspensions.
In a typical vehicle, the engine, the motor, and the front suspension cross member are attached to the pair of front side members 16. The upper ends of the pair of front suspensions are attached by being inserted into steel plate through holes 30 provided in a sheet metal between the pair of front side members 16 and the pair of front upper members 20. The rear suspension cross member is attached to the pair of rear side members 28. The upper ends of the pair of rear suspensions are attached by being inserted into through holes of the rear bulkhead 23 attached to the pair of rear side members 28. The vehicle body 1 is held on the front and rear wheels through a pair of front suspensions and a pair of rear suspensions.

  An external force corresponding to the traveling state during traveling acts on the vehicle body 1. The external force during travel is input to the vehicle body 1 from the mounting position of the front suspension, the mounting position of the front suspension cross member, the mounting position of the rear suspension, and the mounting position of the rear suspension cross member. The vehicle body 1 needs to be formed so as not to be easily deformed by these external forces. In addition, the vehicle body 1 is required to have a plurality of performances such as collision safety, traveling performance, and riding feeling. For this reason, the vehicle body 1 generally needs to be formed with high rigidity.

However, the vehicle body 1 ensures rigidity by combining a plurality of skeleton members.
For this reason, when a strong cornering force acts on the vehicle body 1, for example, the vehicle body 1 is easily distorted at the connecting portion. For example, even when the joint portion of the skeleton member of the vehicle body 1 is reinforced using a rigid body such as a sheet metal, the vehicle body 1 may be distorted at the connecting portion.
In particular, the recent vehicle body 1 is required to have high collision safety. For collision safety, it is desirable that the skeleton member of the vehicle body 1 be buckled by an impact. For example, if the frame member is formed to be thin in order to buckle the frame member, the rigidity of the joint portion between the frame members tends to be insufficient. Further, if only the joint portion is made too rigid as compared with the skeleton member, the rigidity balance of the vehicle body 1 may be lost, and as a result, the desired collision safety performance may not be obtained.
As a result, the vehicle body 1 may be distorted during traveling.

As described above, the vehicle body is required to secure an appropriate strength of the coupling portion to achieve high driving performance desired for the vehicle body, for example, high operation responsiveness and steering stability required for a sports vehicle. Yes.
Due to such restrictions, the vehicle body may be distorted during traveling.

In the present embodiment, the wire 42 is used to reinforce the rigidity of the vehicle body 1 in order to make up for insufficient rigidity according to various traveling conditions during traveling. In particular, by adjusting the tension of the wire 42 according to the traveling state, the rigidity of the vehicle body 1 during traveling can be adaptively changed with respect to the traveling state. By varying the rigidity of the vehicle body 1 with respect to the traveling state during traveling, the rigidity of the vehicle body 1 required according to the traveling state is obtained while maintaining high collision safety performance due to the rigidity balance of the vehicle body 1 itself. Can do. The vehicle body 1 is less likely to be distorted during traveling.
On the other hand, in the single-rigid vehicle body 1 simply stiffened by a rigid body such as a sheet metal or a metal rod, if the driving performance and the feeling of riding are not given priority over the collision safety performance, It is difficult to get a ride.

FIG. 3 is a block diagram showing an example of the rigidity control device 41 of the vehicle body 1 mounted on the vehicle body 1 of FIG.
The rigidity control device 41 of the vehicle body 1 in FIG. 3 outputs to the actuator 47 a control signal for adjusting the tension according to the traveling state, the wire 42 connected to the vehicle body 1, the moving pulley 45, the auxiliary wire 46, the actuator 47. And a tension detector 49 that detects the actual tension of the wire 42. In addition, the controller 48 is connected to an information source device 50 mounted on the vehicle, for example, a travel control device 51, a navigation device 52, a driving support device 53, and a communication device 54, in order to acquire information for determining the traveling state. Is done.
In addition, when the wire 42 cannot be arrange | positioned linearly, you may use guide members, such as a pulley and a rib in which the wire 42 is hung.

The wire 42 is connected to the vehicle body 1 and applies tension to the traveling vehicle body 1. The collision safety performance of the vehicle body 1 is basically ensured by the frame member and the frame structure of the vehicle body 1. Therefore, the wire 42 may be any wire that can withstand the tension applied to the vehicle body 1. The wire 42 may be, for example, a metal wire obtained by twisting piano wires.
Unlike the sheet metal or metal rod used for stiffening the vehicle body 1, the wire 42 has flexibility. The wire 42 exhibits tension in the pulling direction in which the distance between both ends is increased, but does not exert tension in the shortening direction in which the distance between both ends is narrowed. By attaching the wire 42 so as to be loosened when the vehicle body 1 buckles, it is difficult to inhibit the deformation of the vehicle body 1. The wire 42 basically does not impair the collision safety performance of the vehicle body 1 itself. The vehicle body 1 collides from the front-rear direction or the left-right direction. What is necessary is just to provide the wire 42 along the front-back direction or the left-right direction of the vehicle body 1, for example.
Both ends of the wire 42 in FIG. 3 are attached to the vehicle body 1. Here, a wire 42 is bridged between the connecting portion between the pair of left and right side sills 21 and the B pillar 27. When a force for twisting the boarding space of the vehicle body 1 is applied, a force for separating the outer B pillar 27 from the inner side sill 21 is applied. By bridging the wire 42 between the pair of left and right B pillars 27, it is difficult to separate the outer B pillar 27 from the inner side sill 21 against such force. The shape of the boarding space of the vehicle body 1 can be maintained. The end of the wire 42 may be directly attached to the vehicle body 1 by screwing, welding, or the like.

The method of attaching the wire 42 to the vehicle body 1 is not limited to FIG. For example, one end of the wire 42 may be attached to the coupling portion, and the other end may be attached to the central portion of the skeleton member.
FIG. 4 is a diagram schematically showing a skeleton member of the vehicle body 1 and an external force input unit for the vehicle body 1.
In FIG. 4, four skeleton members 61 are assembled in a rectangular frame shape. An external force input unit 62 exists outside the frame. The external force input unit 62 is, for example, a front suspension mounting position. In the case of the vehicle body 1 in FIG. 1, the sheet metal through-hole 30 is attached between the front side member 16 as the skeleton member 61 and the front upper member 20.
The wire 42 can be connected to, for example, an external force input portion 62, an end portion 63 of the skeleton member 61, a coupling portion 64 between the skeleton members 61, a central portion 65 of the skeleton member, and the like. At least one end of the wire 42 is attached to the coupling portion 64 of the skeleton member 61. Both ends of the wire 42 are attached to the vehicle body 1 directly or indirectly. The wire 42 may be bridged between the plurality of skeleton members of the vehicle body 1 with at least one end connected to the coupling portion 64.

The actuator 47 applies a tension to the wire 42 directly or indirectly. The actuator 47 adjusts the tension of the wire 42 during traveling. Thereby, the rigidity and rigidity balance of the vehicle body 1 change during traveling.
The actuator 47 may be, for example, an electric motor 58 to which a reel 57 for winding the wire 42 is attached. The wire 42 is wound around the reel 57 by the driving force of the electric motor 58. A tension according to the driving force of the electric motor 58 acts on the wire 42 and its attachment position. Instead of the electric motor 58, an oil motor or an engine that burns fuel may be used. A ratchet mechanism that maintains the winding state of the wire 42 in a constant state may be used together with the electric motor 58, the oil motor, or the engine.
By adjusting the tension of the wire 42 by the actuator 47, the tension according to the traveling state can be applied to the traveling vehicle body 1. On the other hand, when the tension of the wire 42 is fixed, the wire 42 always applies a constant tension to the vehicle body 1. Appropriate tension according to the traveling state cannot be applied to the traveling vehicle body 1. The vehicle body 1 is originally formed so as to obtain a predetermined rigidity. When the tension of the wire 42 does not correspond to the external force, the vehicle body 1 may be deformed different from the original deformation planned by the vehicle body itself. The operability and ride feeling of the automobile may change greatly even if the rigidity or rigidity balance of the vehicle body 1 is slightly changed. By configuring so that the tension of the wire 42 can be adjusted during traveling, the rigidity of the vehicle body 1 during traveling is changed according to changes in the traveling state, and good operability and riding feeling according to the traveling state can be obtained. Can do.
In FIG. 3, the actuator 47 is connected to the movable pulley 45 by an auxiliary wire 46. The movable pulley 45 is hung on the wire 42. The actuator 47 directly drives the movable pulley 45 and indirectly applies tension to the wire 42 that applies tension to the vehicle body 1. The actuator 47 is disposed on the center line (Y0 line) of the vehicle body 1. The actuator 47 can apply the same tension to both ends of the wire 42.
The connection between the wire 42 for applying tension to the vehicle body 1 and the actuator 47 is not limited to FIG. For example, one end of the wire 42 may be directly connected to the actuator 47. In this case, the actuator 47 needs to be attached to the frame member of the vehicle body 1 with a strength that can withstand the tension of the wire 42.

The tension detection unit 49 directly or indirectly detects the tension that the wire 42 acts on the vehicle body 1. The tension detector 49 may be a strain gauge, for example. The strain gauge can be attached to the surface of the wire 42. The strain gauge is deformed by expansion and contraction according to the tension of the wire 42, and detects the tension of the wire 42 by a change in resistance value due to the deformation. Note that one end of the wire 42 may be attached to the vehicle body 1 via the tension detector 49. In this case, the tension detector 49 needs to be attached to the vehicle body 1 with a strength that can withstand the tension of the wire 42.
The tension detector 49 outputs a detection signal indicating the tension that the wire 42 acts on the vehicle body 1 to the actuator 47. The actuator 47 adjusts the tension applied to the wire 42 so that the detected tension of the actual wire 42 detected by the tension detector 49 converges to the target tension indicated by the controller 48.
In FIG. 3, the tension detector 49 is attached to a wire 42 that applies tension to the vehicle body 1 and directly detects the tension of the wire 42.
Note that the tension detector 49 may indirectly detect the tension of the wire 42. For example, you may attach to the auxiliary wire 46 which connects the movable pulley 45 and the actuator 47. FIG.

The controller 48 outputs a control signal for adjusting the tension according to the traveling state to the actuator 47. The controller 48 may be, for example, an ECU (Engine Control Unit) mounted on the vehicle or another microcomputer.
The microcomputer has, for example, a CPU (Central Processing Unit), a memory, an input / output port, and a system bus connecting these. The input / output port is connected to the actuator 47. The CPU reads and executes a program stored in the memory. Thereby, the controller 48 is realized.
The controller 48 repeatedly determines the traveling state during traveling. Examples of the running state of the running vehicle include acceleration, deceleration, stop, right turn, left turn, and speed range. The controller 48 specifies the tension of the wire 42 corresponding to the determined running state, generates a control signal, and outputs the generated control signal to the actuator 47 from the input / output port.

FIG. 5 is a flowchart for controlling the rigidity of the vehicle body 1 according to the traveling state by the rigidity control device 41 of FIG.
The controller 48 repeatedly executes the control of FIG. 5 while the vehicle is traveling.
The controller 48 executes the rigidity control of FIG. 5 at the operation input timing of the accelerator, the brake, and the steering by the driver.

In the rigidity control of the vehicle body 1 according to the traveling state, the controller 48 first acquires information (control utilization parameter) for determining the external force acting on the vehicle body 1 according to the traveling state of the vehicle (step ST1).
The controller 48 acquires information from the travel control device 51 of the vehicle, for example. The travel control device 51 controls the brake and engine output of each wheel and stabilizes the travel of the vehicle when a side slip of the front wheel or the rear wheel is detected by VDC (Vehicle Dynamics Control). The traveling control device 51 adjusts the damping force of the damper of the magnetic ride suspension used for the front suspension or the rear suspension according to the traveling state. The travel control device 51 detects the accelerator opening, the brake operation amount, and the steering angle of the steering by the driver. The controller 48 acquires these detection information, operation information, and control information from the travel control device 51 as vehicle behavior data.
The controller 48 acquires information from the navigation device 52, for example. The navigation device 52 searches and guides the guide route from the current location according to the destination setting. For the route search, link data indicating roads included in the map data, terrain data, and the like are used. The controller 48 acquires, for example, guidance route information, terrain information, and road information from the navigation device 52 as navigation information.
Moreover, the controller 48 acquires information from the driving assistance apparatus 53, for example. The driving support device 53 images the surroundings or the front of the vehicle with a camera attached to the vehicle body 1, predicts the possibility of collision with an object in the captured image, and issues an alarm. Further, when the dangerous state continues after the alarm, collision avoidance control such as stopping the vehicle is executed. The controller 48 acquires, for example, a captured image around or ahead of the vehicle, information on the dangerous object, and risk prediction information from the driving support device 53.
Moreover, the controller 48 acquires traffic information etc. from the communication apparatus 54, for example. The communication device 54 receives traffic information using, for example, ITS (Intelligent Transport System), VICS (Vehicle Information and Communication System), or the like. The traffic information includes traffic jam information on the road scheduled to travel. The controller 48 acquires, for example, traffic information from the communication device 54.

After acquiring information for determining the traveling state, the controller 48 determines the possibility of collision prior to determining the traveling state and external force based on the acquired information (step ST2).
The controller 48 determines the presence / absence of a dangerous object with a high possibility of collision based on, for example, a captured image in front of the vehicle or danger prediction information acquired from the driving support device 53.
For example, if the danger prediction information predicts a collision, the controller 48 determines that there is a possibility of collision. If the danger prediction information does not predict a collision, the controller 48 determines that there is no possibility of collision.

When it is determined that there is a possibility of collision, the controller 48 executes collision tension control instead of normal tension control described later (step ST3).
The controller 48 outputs a control signal at the time of collision prediction instead of the control signal according to the normal traveling state. The controller 48 outputs, for example, a control signal for releasing the tension of the wire 42 to the actuator 47. When a control signal for releasing the tension of the wire 42 is input, the actuator 47 stops driving the motor so that the tension of the wire 42 becomes zero. The tension on the wire 42 is released.
By determining the possibility of collision and executing control for releasing the tension of the wire 42 in this way, it is possible to prevent the tension of the wire 42 from acting on the vehicle body 1 before the vehicle actually collides. Since the vehicle body 1 can collide in a state where the tension of the wire 42 is not applied, the vehicle body 1 can collide under the collision performance built therein. The possibility that the collision safety performance of the vehicle body 1 is lowered due to the tension of the wire 42 can be eliminated.
Further, in the processing routine for controlling the rigidity of the vehicle body 1 in accordance with the traveling state, there is a possibility of a collision immediately after obtaining information for determining the traveling state and before actually controlling the rigidity of the vehicle body 1. And the tension of the wire 42 is released. The wire 42 can be released without causing tension fluctuations.
On the other hand, for example, when the control for releasing the tension by executing the collision determination outside the rigidity control routine is executed, depending on the timing at which the tension of the wire 42 is released, the tension of the wire 42 is first determined by the rigidity control routine. May change, after which the tension of the wire 42 may be released. During the period of avoiding the collision, the tension of the wire 42 may fluctuate, and unnecessary behavior may occur in the vehicle body 1 immediately before the collision.

On the other hand, if it is determined that there is no possibility of collision, the controller 48 continues normal tension control.
The controller 48 determines the traveling state of the vehicle and the external force acting on the vehicle body 1 based on the acquired information (step ST4). The controller 48 acquires a tension that suppresses the distortion of the vehicle body 1 due to the determined external force (step ST5). The controller 48 outputs a control signal indicating the acquired tension to the actuator 47 (step ST6). When the control signal is updated, the actuator 47 adjusts the tension of the wire 42 so that the detected tension of the wire 42 becomes the newly instructed target tension. The actuator 47 pulls the one auxiliary wire 46 so as to press the movable pulley 45 against the wire 42, and applies tension to the wire 42.
Thereby, tension is applied between a pair of attachment positions where both ends of the wire 42 are attached so that the gap between them is not narrowed. A tension corresponding to the traveling state acts on the traveling vehicle body 1. The rigidity of the vehicle body 1 changes according to the traveling state during traveling. The rigidity of the vehicle body 1 can be changed so as to suppress the distortion of the vehicle body 1 due to an external force acting on the vehicle body 1 according to the traveling state.

Next, a specific example of the control in steps ST4 to ST6 will be described.
The controller 48 acquires the vehicle dynamics control operation state or the magnetic ride suspension damper control information as vehicle behavior information. In addition, information on the accelerator opening, the brake operation, or the steering angle is acquired as operation input information to the vehicle body. In addition, a captured image outside the vehicle, navigation information, or traffic information is acquired as the prediction information of the travel route.

The controller 48 determines the traveling state of the vehicle based on the acquired information.
The traveling state includes, for example, an acceleration state, a deceleration state, a stop state, a turning state, or a speed range.
The controller 48 determines whether the traveling state of the vehicle itself is any state. Based on the acquired vehicle dynamics control operation state, magnetic ride suspension damper control information, accelerator opening information, brake operation information, or steering angle information, the controller 48 is in an acceleration state, a deceleration state, a stop state, and a turning state. Or judge the speed range.

Further, the controller 48 determines the state of the road on which the vehicle travels based on the acquired captured image outside the vehicle, navigation information, or traffic information.
Finally, the controller 48 calculates and obtains the tension corresponding to the external force acting on the vehicle body 1 based on the determined traveling state of the vehicle body itself and the determined state of the road on which the vehicle travels.
In this way, the controller 48 determines the final traveling state in consideration of not only the traveling state of the vehicle body itself but also the state of the traveling road. The final traveling state varies depending on the state of the traveling road.

If the determined traveling state has changed from the previous one, the controller 48 updates the control signal. As a result, the tension of the wire 42 changes.
In addition, when the determined traveling state is the same as the previous time, the controller 48 does not update the control signal. The controller 48 continues to output the previous control signal. The tension of the wire 42 is maintained as it was last time.

  As described above, in this embodiment, the wire 42 is attached to the joint portion of the skeleton member of the vehicle body 1 with another member. The actuator 47 adjusts the tension of the wire 42 to be applied to the coupling portion according to the traveling state, and changes the rigidity of the vehicle body 1 according to the traveling state. By causing the tension of the wire 42 to act directly on the joint portion of the skeleton member of the vehicle body 1, distortion of the vehicle body 1 at the joint portion can be suppressed. In a vehicle body, since the coupling part which is not comprised with the single member becomes difficult to distort, the vehicle body 1 also becomes difficult to distort as a whole. By increasing the rigidity of the vehicle body 1 according to the traveling state, it is possible to achieve high traveling performance desired for the vehicle body 1. For example, high operation responsiveness and steering stability required for a sports vehicle can be realized.

In the present embodiment, both ends of the wire 42 are attached to a plurality of coupling portions of the vehicle body 1. The wire 42 applies tension between the plurality of coupling portions. It becomes difficult to deform | transform so that it may open between the some connection parts which are the attachment positions of the both ends of the wire 42. FIG.
In particular, in the present embodiment, both ends of the wire 42 are bridged between the coupling portions of the side sill 21 and the B pillar 27 that are arranged symmetrically in the vehicle body 1. It is possible to suppress deformation between the plurality of coupling portions arranged symmetrically. The force input from the front and rear of the vehicle body makes it difficult to open the boarding space to the left and right. For example, even when forces having different directions or different magnitudes are applied to the plurality of coupling portions during cornering or the like, distortion of the riding space of the vehicle body 1 due to the difference between the forces can be suppressed.
The rigidity of the vehicle body 1 can be improved.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

For example, in the above-described embodiment, the wire 42 is bridged between the coupling portions between the side sill 21 and the B pillar 27 on both the left and right sides of the vehicle body 1. The specific attachment position of the wire 42 is not limited to the connecting portion between the pair of left and right side sills 21 and the B pillar 27. The wire 42 may be attached to other joints.
FIG. 6 is an explanatory diagram of another example of the tension application portion of the vehicle body. FIG. 6 is a bottom view of the connecting portion between the rear ends of the pair of left and right side sills 21 and the front ends of the pair of left and right rear side members 28.
In this case, the wire 42 may be mounted across, for example, a connecting portion between the pair of left and right side sills 21 and the rear side member 28.
In this way, by bridging the wire 42 between the plurality of coupling portions of the vehicle body 1, the rigidity between the plurality of coupling portions is improved. The rigidity of the vehicle body 1 is improved, and the vehicle body 1 is hardly distorted.

  The said embodiment is an example which applied this invention to the vehicle body 1 of a motor vehicle. In addition, for example, the present invention can be applied to other shapes such as cars such as buses and cleaning cars, trains, motorcycles, and bicycles. Even in these vehicle bodies 1, an external force according to the traveling state acts. The present invention can also be applied to the chassis body 1. In the vehicle body 1 to which the present invention is applied, the skeleton member may be integrated with a sheet metal or a chassis base of the vehicle body 1. The vehicle body 1 may be stiffened using a rigid body such as a sheet metal.

DESCRIPTION OF SYMBOLS 1 Car body 41 Stiffness control apparatus 42 Wire 47 Actuator 48 Controller (control part)
49 Tension detection unit 50 Information source device 51 Travel control device 52 Navigation device 53 Driving support device 54 Communication device 64 Coupling unit

Claims (4)

A wire that is attached to a vehicle body to which an external force according to a running state acts during traveling and applies tension to the vehicle body;
An actuator that adjusts the tension of the wire according to a running state to change the rigidity of the vehicle body;
Have
The wire is
A member constituting the vehicle body is attached to a coupling portion coupled to another member, and controls distortion of the vehicle body at the coupling portion during traveling.
vehicle. At least one end of the wire is attached to the coupling portion,
The vehicle according to claim 1. Both ends of the wire are attached to the plurality of coupling portions of the vehicle body, and are spanned between the plurality of coupling portions.
The vehicle according to claim 1 or 2. The wire is bridged between the connecting portions of the left and right side sills and pillars of the vehicle body, or between the connecting portions of the left and right side sills and the rear side member of the vehicle body,
The vehicle according to any one of claims 1 to 3.

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