JP4710948B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a camber angle of a wheel by operating the camber angle adjustment device for a vehicle having a wheel and a camber angle adjustment device that adjusts a camber angle of the wheel. In particular, the present invention relates to a vehicle control device capable of achieving both high grip performance and low fuel consumption.

  Attempts have been made to improve the turning performance by taking out the tire capacity sufficiently by increasing the camber angle of the wheel (the angle formed by the tire center and the ground) in the minus direction. For example, if the camber angle is set to 0 °, for example, the tread touches the ground in the entire width direction when traveling straight, but the inner tread floats off the ground due to the roll of the vehicle due to centrifugal force when turning. This is because the turning performance cannot be obtained. Therefore, by assigning a negative camber angle in advance, the tread can come into contact with the ground widely during turning, and the turning performance can be improved.

  However, if the wheel is attached to the vehicle with a large camber angle in the negative direction, the turning performance of the tire is improved, but the ground contact pressure at the inner tread edge increases during straight running, and the tire is unevenly worn, which is uneconomical. In addition, there is a problem that the temperature of the tread edge becomes high.

  Therefore, in Japanese Patent Laid-Open No. 2-185802, when mounting a wheel on a vehicle with a large camber angle in the minus direction, the side portion on one side of the tire is reinforced stronger than the side portion on the other side to increase rigidity. A technology that ensures wear resistance, heat resistance, and high grip by halving the tread rubber and lowering the hardness of one side lower than the other side or increasing the tread thickness at the tread end. (Patent Document 1).

Further, US Pat. No. 6,347,802 B1 discloses a suspension system that actively controls the camber angle of a wheel by the driving force of an actuator (Patent Document 2).
Japanese Patent Laid-Open No. 2-185802 US 6,347,802B1 publication

  However, the former technique can demonstrate sufficient performance in terms of maintaining high grip when turning, but is insufficient in terms of both high grip and low fuel consumption (low rolling resistance). There was a problem. Further, in the above-described conventional technology, the high grip performance is limited at the time of turning. For example, there is a problem that the high grip performance at the time of rapid acceleration / braking during straight running is insufficient. . Similarly, the latter technique has a problem that it is insufficient in terms of achieving both high grip performance and low fuel consumption.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device capable of achieving both high grip performance and low fuel consumption.

To this end, the vehicle control apparatus according to claim 1, wherein, compared vehicle including a vehicle wheel and a camber angle adjusting device that adjusts a camber angle of the wheels, actuates the camber angle adjustment device The camber angle of the wheel is controlled by an operation control means for controlling an operation state of the camber angle adjusting device , and the wheel has a first tread and a characteristic different from that of the first tread. 2 treads, and the first tread is disposed on the inner side or the outer side of the vehicle in the width direction of the wheel than the second tread, and the first tread has a grip as compared with the second tread. configured with high force characteristic, the operation control means includes acceleration determination means for determining the acceleration or deceleration state of the vehicle, acceleration or deceleration state of the vehicle by its acceleration and deceleration determining means If it is determined that it is greater than the predetermined amount, and a deceleration time operation control means for adjusting the camber angle of the wheel by actuating the camber angle adjustment device, the acceleration and deceleration time operation control means, said When the acceleration / deceleration determining means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount, the camber angle adjusting device is operated so that the ground pressure in the first tread increases at least. Adjust the camber angle .
The vehicle control device according to claim 2 controls the camber angle of the wheel by operating the camber angle adjusting device for a vehicle including a wheel and a camber angle adjusting device for adjusting a camber angle of the wheel. And an operation control means for controlling an operation state of the camber angle adjusting device, wherein the wheel includes at least a first tread and a second tread having different characteristics from the first tread, 1 tread is arranged inside or outside the vehicle in the width direction of the wheel, and the second tread is configured to have a characteristic of lower rolling resistance than the first tread, The operation control means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount by the acceleration / deceleration determination means for determining the acceleration / deceleration state of the vehicle. Acceleration / deceleration operation control means for operating the camber angle adjusting device to adjust the camber angle of the wheel when the acceleration / deceleration operation control means is operated by the acceleration / deceleration determination means. When it is determined that the acceleration / deceleration state is greater than or equal to a predetermined amount, the camber angle adjusting device is operated to adjust the camber angle of the wheel so that the ground pressure in the first tread increases at least .

According to the vehicle control device of claim 1 or 2 , when the acceleration / deceleration determining means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount, the acceleration / deceleration operation control means adjusts the camber angle. Since the camber angle of the wheel can be adjusted by operating the device, there is an effect that acceleration performance and braking performance can be improved.
Further , when the camber angle adjusting device is operated and controlled by the operation control means and the camber angle of the wheel is adjusted in the minus direction (negative camber direction), the tread (first tread or second tread) disposed inside the vehicle. The contact pressure of the tread (second tread or first tread) disposed outside the vehicle is reduced.

  On the other hand, when the camber angle of the wheel is adjusted in the positive direction (positive camber direction), the ground pressure of the tread (first tread or second tread) disposed inside the vehicle is reduced, while the vehicle The contact pressure of the tread (second tread or first tread) arranged on the outside is increased.

  Thus, according to the vehicle control device of the present invention, the operating state of the camber angle adjusting device is controlled by the operation control means, and the camber angle of the wheel is adjusted, so that the ground pressure in the first tread of the wheel can be reduced. Since the ratio to the contact pressure in the second tread (including the state where only one tread is grounded and the other tread is separated from the road surface) can be changed at any timing, it can be obtained from the characteristics of the first tread. There is an effect that it is possible to achieve both of the performance obtained from the performance of the second tread and the performance obtained from the characteristics of the second tread.

Further , when the acceleration / deceleration determining means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount, the acceleration / deceleration operation control means operates the camber angle adjusting device to adjust the camber angle of the wheel. Since the ground pressure in the first tread can be increased at least, there is an effect that the acceleration performance and the braking performance can be improved by using the high grip first tread.
On the other hand, when the acceleration / deceleration determining means does not determine that the vehicle acceleration / deceleration state is greater than or equal to the predetermined amount, the camber angle adjusting device is operated to adjust the camber angle of the wheel, thereby adjusting the ground pressure in the first tread. Therefore, it is possible to achieve fuel-saving travel by using the second tread having low rolling resistance.
Thus, according to the present invention, the ratio of the ground pressure in the first tread and the ground pressure in the second tread (one side) is adjusted by adjusting the camber angle of the wheel by the operation control means (acceleration / deceleration operation control means). Effect that both acceleration / deceleration performance and fuel efficiency performance can be compatible with each other by changing (including the state where only one tread is grounded and the other tread is away from the road surface) There is.

  It should be noted that the compatibility of the two performances which are contradictory to each other cannot be achieved by a conventional vehicle, and two types of tires corresponding to the respective performances have to be changed. As described above, the camber angle of the wheel having the first and second treads can be achieved for the first time by adjusting the operation state of the camber angle adjusting device by the operation control means. Thus, it is possible to achieve compatibility of two performances that are opposite to each other.

  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. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the vehicle body frame BF, and wheels that rotate and drive these wheels 2 independently. A driving device 3 and a camber angle adjusting device 4 for performing steering driving of each wheel 2 and adjusting a camber angle are mainly provided. The camber angle of the wheel 2 is controlled by the vehicle control device 100 and provided on the wheel 2. By properly using the two types of treads (see FIG. 5 and FIG. 6), it is possible to improve driving performance and achieve fuel saving.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes four wheels, that is, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction. These front and rear wheels 2FL to 2RR are configured to be able to rotate independently by receiving a rotational driving force from the wheel driving device 3.

  The wheel driving device 3 is a rotation driving device for independently rotating and driving each wheel 2, and as shown in FIG. 1, four electric motors (FL to RR motors 3 FL to 3 RR) are connected to each wheel 2 ( That is, it is arranged and configured as an in-wheel motor. When the driver operates the accelerator pedal 52, a rotational driving force is applied to each wheel 2 from each wheel driving device 3, and each wheel 2 is rotated at a rotational speed corresponding to the operation amount of the accelerator pedal 52.

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

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

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

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

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

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

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

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

  The camber angle adjusting device 4 includes a plurality (three in the present embodiment) of hydraulic cylinders 4 a to 4 c, and the rod portions of the three hydraulic cylinders 4 a to 4 c are on the back side of the wheel drive device 3. It is connected and fixed to a joint part (in this embodiment, a universal joint) 54 (right side in FIG. 2A). As shown in FIG. 2B, the hydraulic cylinders 4a to 4c are arranged at substantially equal intervals in the circumferential direction (that is, at intervals of 120 ° in the circumferential direction), and one hydraulic cylinder 4b has a virtual axis Zu. Arranged on -Zd.

  As a result, each hydraulic cylinder 4a-4c drives each rod portion to extend or contract in a predetermined direction by a predetermined length, so that the wheel driving device 3 has the virtual axes Xf-Xb, Zu-Xd as the oscillation center. As a result, the wheels 2 are given a predetermined camber angle and steering angle.

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

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

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

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

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

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

  The state in which the high grip switch 57 is turned on corresponds to the state in which high grip performance is selected as the characteristic of the wheel 2, and the state in which the high grip switch 57 is turned off selects low rolling resistance as the characteristic of the wheel 2. It corresponds to the state that was done.

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

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

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

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

  As described above, the wheel drive device 3 is a device for rotationally driving each wheel 2 (see FIG. 1), and includes four FL to RR motors 3FL to 3RR that apply a rotational driving force to each wheel 2. The motor 3FL-3RR is mainly provided with a drive circuit (not shown) for driving and controlling the motors 3FL-3RR based on a command from the CPU 71.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  In the present embodiment, the width dimensions (dimensions in the left-right direction in FIG. 4) of both treads 21 and 22 are the same. Further, the first tread 21 is configured to have a higher grip force (high grip performance) than the second tread 22. On the other hand, the second tread 22 is configured to have a smaller rolling resistance (low rolling resistance) than the first tread 21.

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

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

  Next, camber braking control will be described with reference to FIG. FIG. 7 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the vehicle control device 100 is turned on, and by adjusting the camber angle applied to the wheel 2, The two performances of the above-described running performance and fuel saving performance are achieved.

  Regarding the camber control process, the CPU 71 first determines whether or not the wiper switch 55 is turned on, that is, whether or not the driver has instructed a wiping operation by the windshield wiper (S1). As a result, when it is determined that the wiper switch 55 is turned on (S1: Yes), it is estimated that the current weather is rainy and a water film may be formed on the road surface G. Therefore, a negative camber is given to the wheel 2 (S6), and this camber process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5). The vehicle stability at the time can be improved.

  In the process of S1, when it is determined that the wiper switch 55 is not turned on (S1: No), it is estimated that the condition of the road surface G is good, not rainy weather. It is determined whether or not the amount of depression is equal to or greater than a predetermined value, that is, whether or not an acceleration greater than a predetermined value (rapid acceleration) is instructed by the driver (S2).

  As a result, when it is determined that the depression amount of the accelerator pedal 52 is greater than or equal to a predetermined value (S2: Yes), the driver is instructed to accelerate suddenly, and the wheel 2 may slip. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented and the acceleration performance of the vehicle 1 can be improved.

  If it is determined in step S2 that the amount of depression of the accelerator pedal 52 has not reached the predetermined value (S2: No), rapid acceleration is not instructed, and it is assumed that the vehicle is running at a moderate acceleration or constant speed. Then, it is determined whether or not the amount of depression of the brake pedal 53 is equal to or greater than a predetermined value, that is, whether or not braking (rapid braking) greater than a predetermined value is instructed by the driver (S3).

  As a result, when it is determined that the amount of depression of the brake pedal 53 is greater than or equal to a predetermined value (S3: Yes), sudden braking is instructed by the driver, and the wheel 2 may be locked. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By utilizing this property, it is possible to prevent the wheels 2 from being locked, and to improve the braking performance of the vehicle 1.

  In the process of S3, when it is determined that the depression amount of the brake pedal 53 has not reached the predetermined value (S3: No), sudden braking is not instructed, and gentle braking, acceleration, or constant speed traveling is performed. Then, it is estimated that the vehicle speed (ground speed) is equal to or lower than a predetermined value (for example, 15 km / h), that is, whether the vehicle is traveling at a low speed (S17).

  As a result, when it is determined that the vehicle speed is equal to or lower than the predetermined value (that is, during low-speed traveling) (S17: Yes), the vehicle 1 is thereafter compared with the case where the vehicle speed exceeds the predetermined value. There is a high possibility that the vehicle will decelerate and stop or accelerate. Therefore, in these cases, since it is necessary to secure the gripping force and stopping force of the vehicle 1 (wheel 2) in advance, a negative camber is applied to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By increasing the grip force of the wheel 2 by utilizing the property, it is possible to prevent the lock and slip, and to improve the braking performance and acceleration performance of the vehicle 1.

  In addition, after the vehicle 1 stops, the stopping force of the vehicle 1 (wheel 2) can be secured by using the high grip property of the first tread 21, so that the vehicle 1 is stopped in a stable state. I can leave. Further, when the vehicle restarts after stopping, the ground pressure Rin of the first tread has been increased in advance to prevent the wheels 2 from slipping, and the vehicle 1 can be restarted smoothly and with high response. It can be carried out.

  In the process of S17, when it is determined that the vehicle speed is greater than the predetermined value (S17: No), the vehicle speed is not low and the driving force / braking force during acceleration / deceleration becomes a relatively small value. Then, it is determined whether or not the winker switch 56 is turned on, that is, whether or not the driver has instructed to turn left or right or change lanes (S18).

  As a result, when it is determined that the winker switch 56 is on (S18: Yes), there is a possibility that the turning operation of the vehicle 1 or deceleration for preparation thereof may be performed in accordance with the right / left turn or the lane change. Since it is high, a negative camber is given to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the wheel 2 can be prevented from slipping and the turning performance of the vehicle 1 can be improved.

  In the process of S18, when it is determined that the winker switch 56 is not turned on (S18: No), it is estimated that the turning operation of the vehicle 1 due to the right / left turn or the lane change is not performed. It is determined whether or not the high grip switch 57 is on, that is, whether or not the driver is instructed to select high grip as the characteristic of the wheel 2 (S19).

  As a result, when it is determined that the high grip switch 57 is on (S19: Yes), it means that the high grip property is selected as the characteristic of the wheel 2, so that a negative camber is applied to the wheel 2. (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented, and the braking performance, acceleration performance, or turning performance of the vehicle 1 can be improved.

  In the process of S19, when it is determined that the high grip switch 57 is not turned on (S19: No), next, it is determined whether or not the operation angle of the steering wheel 54 is a predetermined value or more, that is, a turn of a predetermined value or more. It is determined whether or not (rapid turn) is instructed by the driver (S4).

  As a result, when it is determined that the operation angle of the steering wheel 54 is equal to or greater than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 2 slips, and the vehicle 1 spins. Since there is a fear, a negative camber is assigned to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. The slip of the wheel 2 (spin of the vehicle 1) can be prevented by utilizing the property, and the turning performance of the vehicle 1 can be improved.

  On the other hand, in the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the sudden turn is not instructed, and the vehicle is turning slowly or straightly, Further, it is presumed from the processes of S1 to S3 that the road surface condition is good and that rapid acceleration and braking are not instructed (S1: No, S2: No, S3: No).

  Therefore, in this case (S1: No, S2: No, S3: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheel 2, and it is preferable to obtain fuel saving performance due to low rolling resistance. Therefore, a positive camber is assigned to the wheel 2 (S5), and this camber process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is decreased and the ground pressure Rout of the second tread 22 is increased (see FIG. 6), so that the wheel using the low rolling resistance of the second tread 22 is utilized. 2 can be improved, and the fuel-saving performance of the vehicle 1 can be improved.

  As described above, according to the present embodiment, the camber angles θR and θL of the wheel 2 are adjusted by the camber angle adjusting device 4, and the ground pressure Rin in the first tread 21 and the ground pressure Rout in the second tread 22 are adjusted. By changing the ratio, it is possible to achieve both of the contradictory performances of acceleration performance and braking performance and fuel saving performance.

  Next, a second embodiment will be described with reference to FIGS. FIG. 8 is a top view of the wheel 202 in the second embodiment, and FIG. 9 is a schematic view schematically showing a top view of the vehicle 201.

  FIG. 10 is a schematic diagram schematically showing a front view of the vehicle 201 in a left turn state. A left turn rudder angle is given to the left and right wheels 202 and a turn outer wheel (right front wheel) is shown. 202FR) is assigned a negative camber, and the camber steady angle is given to the turning inner wheel (the left wheel 202FL).

  Although 1st Embodiment demonstrated the case where the outer diameter of both the treads 21 and 22 of the wheel 2 was made constant in the width direction, the wheel 202 in 2nd Embodiment has the outer diameter of the 1st tread 221. The diameter is gradually reduced. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIGS. 8 and 9, the wheel 202 in the second embodiment has a characteristic different from that of the first tread 221 disposed inside the vehicle 201 (right side in FIG. 8) and the first tread 221. 2nd tread 22 arrange | positioned on the outer side of 201 (left side of FIG. 8).

  Note that the first tread 221 is configured to have higher gripping power characteristics (high grip performance) than the second tread 22, and the second tread 22 has less rolling resistance than the first tread 221. It is configured with characteristics (low rolling resistance).

  As shown in FIGS. 8 and 9, the wheel 202 is configured such that both treads 221 and 22 have the same width dimension (the horizontal dimension in FIG. 8), but the outer diameter of the second tread 22 is the width direction (see FIG. 8). 8), the outer diameter of the first tread 221 gradually decreases from the second tread 22 side (left side in FIG. 8) toward the inner side of the vehicle 201 (right side in FIG. 8). It is configured.

  As a result, as shown in FIG. 10, the first tread 221 can be applied to the road surface G without giving a large camber angle to the wheel 202 (the left front wheel 202FL) (that is, even if the camber angle is set to 0 °). Only the second tread 22 can be grounded in a state of being away from the vehicle. As a result, it is possible to further reduce the rolling resistance of the wheel 202 as a whole and to further improve the fuel saving performance. At the same time, since the first tread 221 is not grounded and the second tread 22 is grounded at a smaller camber angle, the wear of both the treads 221 and 22 can be suppressed and the life can be extended. .

  On the other hand, as shown in FIG. 10, when a negative camber angle (negative camber) is given to the wheel 202 (right front wheel 202FR) and the first tread 221 is grounded, the first tread 221 Since the outer diameter is gradually reduced, the ground pressure in the first tread 221 can be equalized in the entire width direction (left and right direction in FIG. 8), and the ground pressure is prevented from concentrating on the tread edge. be able to.

  Accordingly, the first tread 221 having a high grip can be efficiently used to further improve the running performance (turning performance, acceleration performance, braking performance, running stability in the rain), and the like. The uneven wear of the 1 tread 221 can be suppressed and the life can be extended.

  Next, camber braking control in the second embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing the camber control process.

  Regarding the camber control process, the CPU 71 determines that the wiper switch 55 is turned on (S1: Yes), and determines that the depression amount of the accelerator pedal 52 is equal to or greater than a predetermined value (S1: No, S2). : Yes), when it is determined that the amount of depression of the brake pedal 53 is greater than or equal to a predetermined value (S1: No, S2: No, S3: Yes), when it is determined that the vehicle speed is less than or equal to a predetermined value (S1) : No, S2: No, S3: No, S17: Yes), when it is determined that the winker switch 56 is turned on (S1: No, S2: No, S3: No, S17: No, S18: Yes) When it is determined that the high grip switch 57 is turned on (S1: No, S2: No, S3: No, S17: No, S18: No, S19). Yes), as described in the first embodiment described above, a water film is formed on the road surface G, sudden acceleration / braking is instructed, generation of large driving force or stopping is predicted, This means that a turning motion associated with turning left or right or changing lanes is predicted, or that selection of high grip properties is instructed, and it is necessary to use the high grip properties of the first tread 221.

  Therefore, in this case, a negative camber (in this embodiment, at least the camber angle at which the second tread 22 is separated from the road surface G, see the right front wheel 202FR shown in FIG. 10) is given to the left and right wheels 202. (S27), and the camber process is terminated.

  As a result, as in the case of the first embodiment described above, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, the ground pressure Rout). Therefore, the slip and lock of the wheel 202 can be prevented by using the high grip property of the first tread 221, and the running stability and acceleration / braking performance of the vehicle 201 can be improved. Can do.

  In addition, it is preferable that the camber angles θR and θL given to the left and right wheels 202 are the same angle during straight traveling. Moreover, it is preferable that the camber angles θR and θL are more than the angle at which the second tread 22 is separated from the road surface G.

  On the other hand, in the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the sudden turn is not instructed, and the vehicle is turning slowly or straightly, In addition, from the processes of S1 to S3 and S17 to S19, the road surface condition is good, no sudden acceleration or braking is instructed, no large driving force is generated or the vehicle is not predicted, and the vehicle turns right or left or changes lanes. The accompanying turning motion is not predicted, and it is presumed that the selection of the high grip property is not instructed (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No).

  Therefore, in this case (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheel 202, Since it can be determined that it is preferable to obtain fuel-saving performance with low rolling resistance, a camber steady angle is given to the wheel 202 (S25), and this camber process is terminated. In the present embodiment, the camber steady angle is set to 0 ° (see the left front wheel 202FL shown in FIG. 10).

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 is separated from the road surface G, so that the rolling resistance of the wheel 202 as a whole is further reduced, and the fuel saving performance is further improved. Can be achieved. Further, in this case, the first tread 221 is not grounded, and the second tread 22 is grounded with a camber angle of 0 °, so that the wear of both the treads 221 and 22 is suppressed and a long service life is achieved. Can be achieved.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 is equal to or larger than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 202 slips, and the vehicle 201 may spin. Therefore, in the present embodiment, a negative camber is given to the turning outer wheel (right front wheel 202FR in FIG. 10), and a camber steady angle is given to the turning inner wheel (left front wheel 202FL in FIG. 10) (S26). This camber process is terminated.

  As a result, it is possible to reduce the control drive cost while ensuring the turning performance. That is, in the turning outer wheel, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, it becomes 0) (see FIG. 10). By utilizing the high grip property of the 1 tread 221, slip of the wheel 202 (spin of the vehicle 201) can be prevented, and the turning performance of the vehicle 201 can be improved. On the other hand, in the turning inner wheel, the change in the camber angle is made smaller than that in the turning outer wheel (that is, the camber angle during straight traveling is maintained as it is), so that the control cost of the vehicle control device 100 or the camber angle adjusting device 4 The driving cost can be reduced.

  Next, a third embodiment will be described with reference to FIGS. FIG. 12 is a top view of the wheel 302 in the third embodiment. FIG. 13 is a schematic diagram schematically showing a front view of the vehicle 301 in a left turn state. A left turn rudder angle is given to the left and right wheels 302 and a turn outer wheel (right front wheel) is provided. 302FR) is assigned a negative camber, and a state where a positive camber is given to a turning inner wheel (left wheel 302FL) is shown.

  In the first embodiment, the case where the outer diameters of both the treads 21 and 22 of the wheel 2 are constant in the width direction has been described, but the wheel 302 in the third embodiment has the outer diameter of the first tread 221 and the outer diameter of the first tread 221. The outer diameter of the third tread 323 is configured to be gradually reduced. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 12, the wheel 302 in the third embodiment includes a third tread 323, the first tread 221 is disposed inside the vehicle 301 (right side in FIG. 12), and the third tread 323 is a vehicle. The second tread 22 is disposed between the first tread 221 and the third tread 323, which is disposed outside the 301 (left side in FIG. 12).

  The third tread 323 is configured to have a higher grip force than at least the second tread 22, and the outer diameter of the third tread 323 is as shown in FIG. The diameter is gradually reduced from the side (right side in FIG. 12) toward the outside of the vehicle 301 (left side in FIG. 12).

  As a result, the second tread is in a state where the first tread 221 and the third tread 323 are separated from the road surface G without giving a large camber angle to the wheel 302 (for example, even when the camber angle is set to 0 °). Only 22 can be grounded. Thereby, rolling resistance as the wheel 302 whole can be made smaller, and the fuel-saving performance can be improved further.

  At the same time, since the first tread 221 and the third tread 323 are not grounded and the second tread 22 is grounded at a smaller camber angle, the wear of each of the treads 221, 22, 323 is suppressed and high Life can be extended.

  On the other hand, when the camber angle (positive camber) in the plus direction is given to the wheel 302 and the third tread 323 is grounded, the outer diameter of the third tread 323 is gradually reduced. The ground pressure in the 3 tread 323 can be equalized in the entire width direction (left and right direction in FIG. 12), and the ground pressure can be prevented from concentrating on the tread edge.

  Therefore, the third tread 323 having high grip performance can be efficiently used to further improve the running performance (turning performance, acceleration performance, braking performance, running stability in rainy weather, etc.) Uneven wear can be suppressed and the life can be extended.

  Next, camber braking control in the third embodiment will be described with reference to FIG. FIG. 14 is a flowchart showing the camber control process.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 has not reached the predetermined value (S4: No), the CPU 71 is not instructed to make a sudden turn and is in a gentle turn or a straight drive. In addition, from the processes of S1 to S3 and S17 to S19, the road surface condition is good, no sudden acceleration or sudden braking is instructed, no large driving force is generated or the vehicle is not predicted, the vehicle turns right or left or changes lanes Further, it is presumed that the turning motion associated with is not predicted, and selection of high grip property is not instructed (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No). .

  Therefore, in this case (S1: No, S2: No, S3: No, S17: No, S18: No, S19: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheels 302. Since it can be determined that it is preferable to obtain fuel saving performance due to low rolling resistance, a camber steady angle is given to the wheel 302 (S25), and this camber process is terminated. In the present embodiment, the camber steady angle is set to 0 ° (see the left front wheel 202FL shown in FIG. 10).

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 and the third tread 323 are separated from the road surface G, so that the rolling resistance of the wheel 302 as a whole is further reduced, and fuel saving performance is achieved. Can be further improved. In this case, the first tread 221 and the third tread 323 are not grounded, and the second tread 22 is grounded with a camber angle of 0 °. Can be suppressed and the life can be extended.

  In the process of S4, when it is determined that the operation angle of the steering wheel 54 is equal to or larger than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 302 slips, and the vehicle 301 may spin. Therefore, in the present embodiment, a negative camber is given to the turning outer wheel (right front wheel 302FR in FIG. 13) and a positive camber is given to the turning inner wheel (left front wheel 302FL in FIG. 13) (S36). The camber process ends.

  That is, in the processing of S36, as shown in FIG. 13, camber angles θR and θL are given so that both the left and right wheels 320 are inclined inwardly on the inside of the turn (right side in FIG. 13). Since the lateral force can be generated and the lateral force of both wheels 302 can be used as the turning force, the turning performance can be further improved.

  Next, a fourth embodiment will be described with reference to FIG. FIG. 15 is a flowchart illustrating camber control processing according to the fourth embodiment.

  In the first embodiment, for example, the case where the camber angle of the wheel 2 is adjusted when the driver is instructed to perform rapid acceleration, sudden turn, or the like has been described. In the fourth embodiment, the slipped wheel 202 is In some cases, the camber angle of the wheel 202 is adjusted.

  In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted. In the fourth embodiment, a case where the vehicle 201 (wheel 202) in the second embodiment is controlled by the vehicle control device 100 will be described as an example.

  In the camber control process, the CPU 71 first detects the vehicle speed (S41), detects the rotational speed (circumferential speed) of the wheel 202 (S42), and based on the vehicle speed and the peripheral speed of the wheel 202, It is determined whether or not there is a slipping wheel 202 (S43). The vehicle speed and the peripheral speed of the wheel 202 are calculated by the vehicle speed sensor device 32 and the wheel rotation speed sensor device 35 as described above.

  As a result, in the process of S43, when it is determined that there is no slipping wheel 202, that is, all the wheels 202 are traveling while gripping the road surface G (S43: No), It is not necessary to obtain high grip performance, and it can be judged that it is preferable to obtain fuel saving performance by low rolling resistance, so a camber steady angle (0 ° as in the case of the second embodiment) is given to the wheel 202. In step S44, the camber process is terminated.

  Accordingly, only the second tread 22 can be grounded in a state where the first tread 221 is separated from the road surface G, so that the rolling resistance of the wheel 202 as a whole is further reduced, and the fuel saving performance is further improved. Can be achieved. Further, in this case, the first tread 221 is not grounded, and the second tread 22 is grounded with a camber angle of 0 °, so that the wear of both the treads 221 and 22 is suppressed and a long service life is achieved. Can be achieved.

  On the other hand, if it is determined that there is a slipping wheel 202 in the process of S43 (S43: Yes), the acceleration performance and running stability of the vehicle 201 may be impaired. A negative camber is assigned to 202 (S45), and this camber process is terminated.

  As a result, as in the case of the first embodiment described above, the ground pressure Rin of the first tread 221 is increased and the ground pressure Rout of the second tread 22 is decreased (in this embodiment, the ground pressure Rout). Therefore, the high grip performance of the first tread 221 can be used to prevent the wheels 202 from slipping, and the acceleration performance and running stability of the vehicle 201 can be improved.

Here, in the flowchart (camber control process) shown in FIG. 7, the operation control means according to claim 1 or 2 is the process of S5 and S6, and the acceleration / deceleration judgment means is the process of S2 and S3. S6 corresponds to the hour operation control means.

Further, in the flowchart shown in FIG. 11 (camber control process), the operation control means according to claim 1 or 2 is processed as S25, S26 and S27, and the acceleration / deceleration determination means is processed as S2 and S3. The process of S27 corresponds to the operation control means during deceleration.

Further, in the flowchart shown in FIG. 14 (camber control process), the operation control means according to claim 1 or 2 is processed by S25, S27 and S36, and the acceleration / deceleration judgment means is processed by S2 and S3. The process of S27 corresponds to the operation control means during deceleration.

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

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

  In the first to third embodiments, a case has been described in which a negative camber is applied to the wheel 2 when the operation amount (depression amount) of the accelerator pedal 52 or the brake pedal 53 by the driver is greater than or equal to a predetermined value (see FIG. 7 </ b> S <b> 2, S <b> 3, and S <b> 6) are not necessarily limited to this, and it is naturally possible to configure the camber angle of the wheel 2 based on other state quantities.

  Here, as another state quantity, the operation speed of the accelerator pedal 52 or the brake pedal 53 is illustrated, for example. For example, even when the depression amount of the accelerator pedal 52 or the brake pedal 53 is the same, if the operation speed is faster (slower) than the reference value, a negative camber (positive camber) may be provided. good.

  Or as another state quantity, shift operation of a transmission is illustrated, for example. For example, when a shift operation (shift down operation) for increasing the deceleration of the transmission is performed, it is determined that a relatively large acceleration / deceleration occurs due to the shift operation, and a negative camber is applied to the wheel 2. You may do it. Thereby, the slipping and locking of the wheel 2 can be suppressed, and the acceleration performance and braking performance of the vehicle 1 can be improved.

  In the first to third embodiments, the case where the negative camber is applied to the wheel 2 when the operation angle of the steering wheel 54 by the driver is equal to or larger than the predetermined value has been described (see S4 and S6 in FIG. 7). Of course, the camber angle of the wheel 2 is determined based on another state quantity.

  Here, as another state quantity, for example, the operation speed of the steering wheel 54 is exemplified. For example, even if the operation angle of the steering wheel 54 is the same, if the operation speed is faster (slower) than the reference value, a negative camber (positive camber) may be provided.

  In the first to third embodiments, the process for determining the operation state based on the operation state of each of the pedals 52 and 53 is exemplified as the operation state determination unit. However, the present invention is not necessarily limited thereto. It is naturally possible to make a determination based on the actual acceleration / deceleration detected by the device 32 (the longitudinal acceleration sensor 32a and the lateral acceleration sensor 32b). That is, it may be configured such that a negative camber is applied to the wheel 2 when an acceleration / deceleration greater than a predetermined value occurs in the vehicle, and a positive camber is applied when the vehicle does not reach the predetermined value. In this case, the determination may be made based on the acceleration / deceleration in both the vehicle front-rear direction and the vehicle left-right direction, or may be made based only on the acceleration / deceleration in either one of these two directions.

  In the first to third embodiments, the process of determining based on the operation state of the wiper switch 55 is exemplified as the road surface determining means. However, the present invention is not necessarily limited to this. For example, the rainfall amount is detected by a rain sensor. If the detected value is equal to or greater than a predetermined value, a negative camber may be applied to the wheel 2. Alternatively, a road surface state is detected by a non-contact optical sensor or the like, and the detection result (road surface water film state, road surface snow cover state, road surface frozen state, pavement state, etc.) is negative on the wheel. A camber or a positive camber may be provided.

  In the first to third embodiments, the order of determination as to whether or not the negative camber is applied is as follows: wiper switch 55 state, accelerator pedal 52 state, brake pedal 53 state, vehicle speed state, blinker switch 56 In this order, the state of the high grip switch 57 and the state of the steering wheel 54 (see S1 to S4) are not limited to this order, and it is naturally possible to change them to another order. . In addition, it is naturally possible to omit some of these determination steps.

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

  In the first to third embodiments, the case where the first treads 21 and 221 are disposed on the vehicle inner side and the second tread 22 is disposed on the vehicle outer side has been described. However, the present invention is limited to this positional relationship. Instead, it is of course possible to change appropriately for each wheel 2.

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

  In the second to fourth embodiments, the case where the camber steady angle is 0 ° has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to set the camber steady angle to a positive camber or a negative camber. is there.

  In each of the above-described embodiments, the case where the wheel has two types of treads and the case where the wheel has three types of treads have been described, but it is naturally possible to combine these wheels. For example, the wheels 2 and 202 having two types of treads may be used for the front wheels, and the wheels 303 having three types of treads may be used for the rear wheels, and vice versa.

  In each of the above embodiments, the first or third tread 21, 221, 323 has a higher grip property than the second tread 22, and the second tread 22 has the first or third tread 22. Although the case where the treads 21, 221, and 323 have characteristics of low rolling property has been described, it is naturally possible to configure each of the treads 21, 221, 22, 323 with other characteristics. For example, by providing two types of tread patterns (grooves), one tread has high drainage characteristics, and the other tread has low road noise characteristics.

  In the fourth embodiment, the case where the camber angle of the wheel 2 is controlled depending on whether or not the wheel 2 is slipping has been described (see S43 to S45 in FIG. 15), but the present invention is not necessarily limited to this. It is naturally possible to control the camber angle of the wheel 2 based on other conditions.

  As another state, for example, the friction coefficient μ of the road surface on which the wheel 2 travels is exemplified. Note that the friction coefficient μ can be estimated by the ground load sensor device 34 as described above. Alternatively, the camber angle of the wheel 2 may be controlled based on whether or not the wheel 2 is locked (a negative camber is applied at the time of locking).

In the invention according to claim 1 or 2 , the case where the acceleration / deceleration state of the vehicle is determined to be greater than or equal to a predetermined amount by the acceleration / deceleration determination means (when not determined) is measured by an acceleration sensor, for example. Not only when the actual acceleration / deceleration state of the vehicle has already reached a predetermined amount (when it has not reached), but also based on the operation member operated by the driver (for example, the operation state of the accelerator pedal or the brake pedal) Thus, it is intended to include the case where the acceleration / deceleration state of the vehicle is predicted to be greater than or equal to a predetermined amount (not greater than the predetermined amount).

Oite the vehicle control equipment according to claim 1 or 2, wherein the operation control means includes a turning determining means for determining a turning state of the vehicle, the turning state of the vehicle is a predetermined amount or more by its pivot determination means When turning, the camber angle adjusting device is operated to adjust the camber angle of the wheel so that the contact pressure in the first tread is larger than the contact pressure in the second tread. And an operation control means. The turning-time operation control means is configured to cause the ground pressure in the first tread to increase at least when the turning determination means determines that the turning state of the vehicle is greater than or equal to a predetermined amount. May be used to adjust the camber angle of the wheel.

  According to the vehicle control device 2, when the turning determination means determines that the turning state of the vehicle is equal to or greater than a predetermined amount, the turning operation control means operates the camber angle adjusting device to set the camber angle of the wheel. By adjusting, the contact pressure in the first tread can be made larger than the contact pressure in the second tread, so that the turning performance can be improved by using the first tread having a high grip. is there.

  On the other hand, when the turning determination means does not determine that the turning state of the vehicle exceeds the predetermined amount, the ground pressure in the second tread is adjusted by operating the camber angle adjusting device to adjust the camber angle of the wheel. Since the contact pressure of the first tread can be made larger (that is, the contact pressure of the first tread can be reduced), fuel-saving driving can be realized by using the second tread having a low rolling resistance. effective.

  As described above, according to the present invention, the camber angle of the wheel is adjusted by the operation control means (turning operation control means), and the ratio between the ground pressure in the first tread and the ground pressure in the second tread (one of them). (Including the state where only the tread is grounded and the other tread is away from the road surface) is effective in achieving both contradictory characteristics of turning performance and fuel-saving performance. .

  In the invention of the vehicle control device 2, when the turning determination means determines that the turning state of the vehicle is greater than or equal to a predetermined amount (when not determined), the actual turning state of the vehicle has already exceeded the predetermined amount. The turning state of the vehicle becomes not less than a predetermined amount (not less than the predetermined amount) based on not only the case where it has reached (not reached) but also the operation member operated by the driver (for example, the steering operation state). This is intended to include the case where it is predicted that the

According to claim 1 or 2 for a vehicle controller or the vehicle control equipment 2 according to the operation control means, and the road surface determination means for determining a condition of a road surface on which the wheel is traveling, the wheel by its road surface determination means The camber angle adjusting device is operated so that the contact pressure on the first tread is larger than the contact pressure on the second tread when it is determined that the road surface on which the vehicle travels satisfies the predetermined condition. And a vehicle surface change operation control means for adjusting the camber angle of the wheel. The road surface change operation control means is configured to increase at least the contact pressure in the first tread when the road surface judging means determines that the road surface on which the wheel is traveling satisfies a predetermined condition. The camber angle adjusting device may be operated to adjust the camber angle of the wheel.

  According to the vehicle control device 3, when the road surface determination means determines that the state of the road surface on which the wheel travels is a state satisfying the predetermined condition, the road surface change time operation control means operates the camber angle adjusting device. By adjusting the camber angle of the wheel, the ground pressure in the first tread can be made larger than the ground pressure in the second tread, so that the driving performance (for example, rain There is an effect that it is possible to improve the running stability) when the road area is snowy, when the road surface is frozen, or when running on an unpaved road.

  On the other hand, when it is not determined by the road surface determination means that the state of the road surface on which the wheel is traveling is in a state satisfying the predetermined condition, the camber angle adjusting device is operated to adjust the camber angle of the wheel, whereby the second tread. Since the contact pressure in the first tread can be made larger than the contact pressure in the first tread (that is, the contact pressure in the first tread can be reduced), the second tread having a low rolling resistance can be used to realize fuel-saving driving. There is an effect that can be achieved.

  Thus, according to the present invention, the ratio of the ground pressure in the first tread and the ground pressure in the second tread is adjusted by adjusting the camber angle of the wheel by the operation control means (the operation control means when the road surface changes). (Including the state that only the tread of the vehicle is grounded and the other tread is away from the road surface) There is.

  In the invention of the vehicle control device 3, when the road surface determination means determines that the state of the road surface on which the wheel travels is a state satisfying the predetermined condition (when it is not determined), the road surface state is already the predetermined condition. The condition of the road surface satisfies a predetermined condition based not only on the case where the condition is satisfied (when not), but also on the operation member operated by the driver (for example, the operation state of the wiper operation lever). It is intended to include a case where it is predicted that a state is reached (a state that does not satisfy a predetermined condition).

3. The vehicle control device or the vehicle control device 2 or 3 according to claim 1, wherein the wheel is configured such that an outer diameter of the second tread is substantially constant in a wheel width direction, and the first tread. The vehicle control device 4 is configured such that the outer diameter of the vehicle gradually decreases from the second tread side toward the inside or outside of the vehicle.

  According to the vehicle control device 4, the outer diameter of the second tread is configured to be substantially constant in the wheel width direction, and the outer diameter of the first tread is gradually reduced from the second tread side toward the inside or outside of the vehicle. Since it is configured with a diameter, even if the camber angle is not given to the wheel (for example, the camber angle is set to 0 °), only the second tread is in a state where the first tread is away from the road surface. Can be grounded.

  Thereby, the rolling resistance as the whole wheel can be made smaller, and the fuel saving performance can be further improved. At the same time, since the first tread is not grounded and the second tread is grounded at a smaller camber angle, wear of both treads can be suppressed and the life can be increased. .

  On the other hand, when the wheel is given a negative or positive camber angle (negative camber or positive camber) and the first tread is grounded, the outer diameter of the first tread is gradually reduced. Therefore, the contact pressure in the first tread can be equalized in the entire width direction, and the contact pressure does not concentrate on the end of the tread. Acceleration performance, braking performance, running stability in rainy weather, etc.) can be further improved, and uneven wear can be suppressed and the life can be extended.

  In the vehicle control device 4, the wheel includes a third tread configured to have a higher gripping power than at least the second tread, and the first tread is disposed inside the vehicle. The third tread is disposed outside the vehicle, the second tread is disposed between the first tread and the third tread, and an outer diameter of the third tread is the second tread. The vehicular control device 5 is configured to be gradually reduced in diameter from the side toward the outside of the vehicle.

  According to the vehicle control device 5, the outer diameter of the third tread is configured to be gradually reduced from the second tread side toward the outer side of the vehicle. Therefore, the third tread is added to the first and second treads. Even if a large camber angle is not given to the wheel (for example, even if the camber angle is set to 0 °), the first tread and the third tread are separated from the road surface, Only two treads can be grounded.

  Thereby, the rolling resistance as the whole wheel can be made smaller, and the fuel saving performance can be further improved. At the same time, the first tread and the third tread are not grounded, and the second tread is grounded at a smaller camber angle, so that the wear of each tread can be suppressed and the life can be increased. There is an effect.

  On the other hand, when the wheel is given a positive camber angle (positive camber) and the third tread is grounded, the outer diameter of the third tread is gradually reduced. Since the contact pressure can be equalized in the entire width direction and the contact pressure does not concentrate at the tread edge, the 3rd tread with high grip can be used efficiently to improve running performance (turning performance, acceleration performance, braking performance) , Running stability in rainy weather, etc.) can be further improved, and uneven wear can be suppressed and the life can be increased.

  In the vehicle control device 5, the wheels are arranged on the left and right sides of the vehicle, and the operation control means operates the camber angle adjusting device when the vehicle turns, and the left and right wheels are both By adjusting the camber angle so as to incline toward the inside of the turn, the contact pressure at the first tread is larger than the contact pressure at the second tread and the third tread in the turn outer wheel, and A vehicular control device (6), comprising a turning first operation control means for making the ground pressure in the third tread larger than the ground pressure in the first and second treads. The turning first operation control means operates the camber angle adjusting device so that the ground pressure in the first tread increases at least in the turning outer wheel and the ground pressure in the third tread increases at least in the turning inner wheel. It may be made to do.

  According to the vehicle control device 6, when the wheels having the first to third treads are arranged on the left and right of the vehicle and the vehicle turns, both the left and right wheels turn by the turning first operation control means. The camber angle is adjusted so that it tilts inward (that is, the turning outer wheel becomes a negative camber and the turning inner wheel becomes a positive camber), so that a lateral force is generated in each of the left and right wheels, and the lateral force of both wheels turns. Since it can be used as a force, there is an effect that it is possible to further improve the turning performance.

3. The vehicle control device according to claim 1, or the vehicle control devices 2 to 4, wherein the wheels are arranged on the left and right of the vehicle, and the operation control means is configured to turn the vehicle. In addition, by operating the camber angle adjusting device and adjusting the camber angle of the wheel that is the turning outer wheel of the left and right wheels, the ground pressure in the first tread of the turning outer wheel is changed to the second tread of the turning outer wheel. The vehicle control device 7 is provided with a turning second operation control means for making the pressure greater than the ground contact pressure. The turning second operation control means adjusts the camber angle of the wheel that is the turning outer wheel of the left and right wheels, so that the ground pressure in the first tread of the turning outer wheel is increased at least. The angle adjusting device may be operated.

  According to the vehicle control device 7, when the wheels having the first and second treads are arranged on the left and right of the vehicle and the vehicle is turned, the turning of the left and right wheels is performed by the turning second operation control means. Adjusting the camber angle of the outer wheel (for example, tilting only the turning outer wheel toward the turning inner side (negative camber side), and the turning inner wheel maintains the same camber angle as when traveling straight) There is an effect that the control drive cost can be reduced.

  That is, according to the present invention, in the turning outer wheel, by making the contact pressure in the first tread larger than the contact pressure in the second tread, the turning performance is ensured by using the first tread having high grip performance. Can do. On the other hand, in the turning inner wheel, it is not necessary to adjust the camber angle (mainly maintaining the camber angle during straight traveling), thereby reducing the control cost of the vehicle control device or the drive cost of the camber angle adjustment device. Can do.

3. The vehicle control device according to claim 1 or 2, or the vehicle control devices 2 to 7, wherein a ground speed detecting means for detecting a ground speed of the vehicle and a rotational speed detection for detecting a rotational speed of the wheel. And a slip determining means for determining whether or not the wheel is slipping based on the ground speed and the rotational speed detected by the ground speed detecting means and the rotational speed detecting means, and the operation control means comprises: When the slip determining means determines that the wheel is slipping, the camber angle adjusting device is operated and the camber angle of the wheel is adjusted, thereby grounding the first tread or the third tread. A vehicle characterized by comprising an operation control means at the time of slip so that the pressure becomes larger than the ground pressure in the second tread. Use the control device 8. The slip operation control means operates the camber angle adjusting device and adjusts the camber angle of the wheel when the slip determining means determines that the wheel is slipping, thereby adjusting the camber angle of the wheel. The ground pressure in one tread or the third tread may be increased at least.

  According to the vehicle control device 8, when it is determined by the slip determination means that the wheel is slipping, the slip operation control means adjusts the camber angle of the wheel that is slipping, and the first tread or Since the contact pressure of the third tread can be increased, there is an effect that the gripping force can be recovered and the running stability of the vehicle can be improved.

  Here, in the flowchart (camber control process) shown in FIG. 7, the process of S4 is performed as the turning determination means of the vehicle control device 2, and the process of S6 is operated as the turning operation control means. The determination means corresponds to the process of S1, and the road surface change operation control means corresponds to the process of S6.

  Further, in the flowchart (camber control process) shown in FIG. 11, the process of S4 is performed as the turning determination means of the vehicle control device 2, the process of S26 is operated as the turning operation control means, and the road surface determination of the vehicle control apparatus 3 is performed. As the means, the processing at S1 corresponds to the processing at S27 as the road surface change operation control means, and the processing at S26 as the turning second operation control means described in the vehicle control device 7.

  Further, in the flowchart (camber control process) shown in FIG. 14, the process of S4 is performed as the turning determination means of the vehicle control device 2, the process of S36 is operated as the turning operation control means, and the road surface determination of the vehicle control apparatus 3 is performed. The process corresponds to the process of S1, the process of S27 as the road surface change operation control means, and the process of S36 as the turning first operation control means of the vehicle control device 6.

  Further, in the flowchart (camber control process) shown in FIG. 15, the process of S41 is performed as the ground speed detection means of the vehicle control device 8, the process of S42 is performed as the rotational speed detection means, and the process of S43 is performed as the slip determination means. However, the processing of S45 corresponds to the slip operation control means.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. (A) is sectional drawing of a wheel, (b) is a schematic diagram which illustrates typically the adjustment method of the steering angle and camber angle of a wheel. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed typically the top view of the vehicle. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the negative camber was provided to the wheel. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the positive camber was provided to the wheel. It is a flowchart which shows a camber control process. It is a top view of the wheel in a 2nd embodiment. It is the schematic diagram which showed typically the top view of the vehicle. FIG. 2 is a schematic diagram schematically showing a front view of a vehicle in a left turn state, a left turn rudder angle on left and right wheels, a negative camber on a turn outer wheel (right front wheel), and a turn inner wheel (left wheel). ) Is a state in which the camber steady angle is given respectively. It is a flowchart which shows a camber control process. It is a top view of the wheel in a 3rd embodiment. FIG. 2 is a schematic diagram schematically showing a front view of a vehicle in a left turn state, a left turn rudder angle on left and right wheels, a negative camber on a turn outer wheel (right front wheel), and a turn inner wheel (left wheel). ) Is a state in which positive cambers are respectively assigned. It is a flowchart which shows a camber control process. It is a flowchart which shows the camber control process in 4th Embodiment.

100 Vehicle control device 1, 201, 301 Vehicle 2, 202, 302 Wheel 2FL Front wheel (wheel, left wheel)
2FR Front wheel (wheel, right wheel)
2RL Rear wheel (wheel, left wheel)
2RR Rear wheel (wheel, right wheel)
21,221 1st tread 22 2nd tread 323 3rd tread 4 Camber angle adjusting device 4FL to 4RR FL to RR actuator (camber angle adjusting device)
4a to 4c Hydraulic cylinder (part of camber angle adjusting device)
4d Hydraulic pump (part of camber angle adjusting device)

Claims (2)

And car wheels, to the vehicle and a camber angle adjusting device that adjusts a camber angle of the wheels, by operating the camber angle adjustment device, a vehicle control device for controlling the camber angle of the wheel,
An operation control means for controlling an operation state of the camber angle adjusting device;
The wheel includes at least a first tread and a second tread having different characteristics from the first tread, and the first tread is disposed inside or outside the vehicle with respect to the second tread in the width direction of the wheel. And
The first tread is configured to have a higher grip force than the second tread,
The operation control means includes
Acceleration / deceleration determining means for determining an acceleration / deceleration state of the vehicle;
Acceleration / deceleration operation control means for adjusting the camber angle of the wheel by operating the camber angle adjusting device when the acceleration / deceleration determination means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount; equipped with a,
The acceleration / deceleration operation control means is configured to cause the ground pressure in the first tread to increase at least when the acceleration / deceleration determination means determines that the acceleration / deceleration state of the vehicle is a predetermined amount or more. A vehicle control device, wherein a camber angle of the wheel is adjusted by operating an angle adjusting device. A vehicle control device that controls a camber angle of the wheel by operating the camber angle adjustment device for a vehicle including a wheel and a camber angle adjustment device that adjusts a camber angle of the wheel.
An operation control means for controlling an operation state of the camber angle adjusting device;
The wheel includes at least a first tread and a second tread having different characteristics from the first tread, and the first tread is disposed inside or outside the vehicle with respect to the second tread in the width direction of the wheel. And
The second tread is configured so as to have a smaller rolling resistance than the first tread.
The operation control means includes
Acceleration / deceleration determining means for determining an acceleration / deceleration state of the vehicle;
Acceleration / deceleration operation control means for adjusting the camber angle of the wheel by operating the camber angle adjusting device when the acceleration / deceleration determination means determines that the acceleration / deceleration state of the vehicle is greater than or equal to a predetermined amount; With
The acceleration / deceleration operation control means is configured to cause the ground pressure in the first tread to increase at least when the acceleration / deceleration determination means determines that the acceleration / deceleration state of the vehicle is a predetermined amount or more. car dual controller characterized in that the angular adjustment device is operated to adjust the camber angle of the wheel.

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