JP2008149967A - Wheel information obtaining device and vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately obtain information obtained from information on acceleration applied to a wheel. <P>SOLUTION: A wheel side device has a case 62 for storing an acceleration sensor 68 for detecting acceleration of the wheel 14; and a TPMS transmitter capable of transmitting wheel information including detection information by the acceleration sensor 68, and the case 62 is arranged in an internal space S formed between a tire 30 constituting the wheel 14 and a wheel 50. The vehicle body side device has a receiving part for receiving the wheel information transmitted from the TPMS transmitter; a displacement amount estimation part for estimating a displacement amount of the case 62 by centrifugal force attendant on rotation of the wheel 14; and a correction part for correcting lateral force obtained from the acceleration information included in the received wheel information based on the displacement amount of the case 62. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a wheel information acquisition device for acquiring information related to a wheel, and a vehicle control device that performs vehicle control using the information.

  Conventionally, a wheel side device that detects the state of a wheel such as air pressure and acceleration of each wheel, and a vehicle that acquires wheel information transmitted from each wheel side device and monitors the state or uses the wheel information. A system including a vehicle body side device that performs control is known (see, for example, Patent Document 1).

In such a system, the sensor provided in the wheel side device detects the air pressure in the tire of each wheel, the acceleration acting on the wheel, etc., and transmits the wheel information to the vehicle body side device wirelessly via the transmitter. Is done. The vehicle body side device receives the wheel information transmitted from the wheel side device, and displays predetermined warning information to the driver when the air pressure obtained from the wheel information is lower than a preset reference pressure. Or Further, the vehicle body side device changes the control characteristics of the vehicle using acceleration in the centrifugal force direction or lateral acceleration obtained from the wheel information. Thus, it is supposed that the control characteristic of a vehicle can be changed more appropriately by using the information obtained directly from the wheels.
JP 2003-237337 A

  The wheel side device of this system is generally configured by housing various sensors such as an air pressure sensor and an acceleration sensor, a transmitter for wirelessly transmitting detection signals thereof, and the like between the tire and the wheel. Arranged in the formed internal space. However, since a centrifugal force is generated due to the rotation of the wheels while the vehicle is running, the case may rotate around a support point by the wheel or be deformed when the vehicle speed increases to some extent. In this case, the acceleration sensor installed in the case is tilted from the set position, and the detected acceleration direction is deviated from the set value. As a result, highly accurate acceleration information cannot be obtained, which may affect vehicle control using the acceleration.

  Therefore, an object of the present invention is to make it possible to accurately acquire information obtained from acceleration information acting on wheels.

  In order to solve the above problems, a wheel information acquisition device according to an aspect of the present invention acquires information related to a vehicle wheel. The wheel information acquisition device includes an acceleration sensor that detects the acceleration of the wheel, a transmission unit that can transmit wheel information including information detected by the acceleration sensor, and a support member that supports the acceleration sensor. Is a wheel side device arranged in an internal space formed between the tires constituting the wheel and the wheel, a receiving unit for receiving wheel information transmitted from the transmitting unit, and support by centrifugal force accompanying the rotation of the wheel A vehicle body side device having a displacement amount estimation unit that estimates a displacement amount of the member, and a correction unit that corrects information obtained from the acceleration information included in the received wheel information based on the displacement amount of the support member. .

  Here, the “information obtained from the acceleration information” may be the acceleration of the wheel itself, or may be information calculated from the acceleration. The latter can include, for example, lateral force acting in the width direction of the wheel, centrifugal force acting in the radial direction, and the like.

  In this aspect, when the support member of the wheel side device is displaced by deformation or the like due to the centrifugal force accompanying the rotation of the wheel, the installation direction of the acceleration sensor in the support member also changes. As a result, the direction of acceleration detected by the acceleration sensor also deviates from the setting direction. However, according to this aspect, the displacement amount of the support member due to the centrifugal force applied to the wheels is estimated, and information obtained from the acceleration information is corrected based on the displacement amount. For this reason, in the vehicle body side apparatus, information obtained from the acceleration information can be obtained with high accuracy.

Specifically, the support member may be fixed to the wheel in a cantilever manner with the base end portion as a fulcrum so as to extend into the internal space. The displacement amount estimation unit has a displacement amount calculation table that represents the relationship between the physical amount detected as the wheel rotates and the inclination angle that is the displacement amount of the support member, and the inclination angle corresponding to the actually detected physical amount. May be obtained. And a correction | amendment part may correct | amend the information obtained from acceleration information using the acquired inclination angle.
Here, the “physical quantity detected with the rotation of the wheel” may be the acceleration itself detected by the acceleration sensor of the wheel side device. This is because the acceleration is proportional to the centrifugal force, and a certain relationship is established with the tilt angle of the support member. Or when the wheel speed sensor which detects the rotational speed of a wheel is provided, the wheel speed detected by the wheel speed sensor may be sufficient. This is because, as the wheel speed increases, the centrifugal force also increases, so that a certain relationship is established between the wheel speed and the amount of displacement of the support member.

  In this aspect, since the support member is fixed to the wheel in a cantilevered manner, the support member bends due to centrifugal force, or is rotated around the support point and easily tilted. However, according to this aspect, the displacement amount calculation table is referred to based on the detected physical quantity, the inclination angle of the support member is acquired, and the information obtained from the acceleration information is corrected using the inclination angle. As a result, information obtained from the acceleration information is acquired with high accuracy.

  Another aspect of the present invention is a vehicle control device that controls a running state of a vehicle based on wheel information of each wheel. The vehicle control device includes an acceleration sensor that is provided on each wheel and detects acceleration of the wheel, a transmission unit that can transmit wheel information including detection information by the acceleration sensor, and a support member that supports the acceleration sensor. A wheel-side device disposed in a space between the corresponding wheel tire and the wheel, a receiving unit that receives wheel information transmitted from each transmitting unit, and a receiving unit Based on acceleration information included in the wheel information, a lateral force acquisition unit that acquires a lateral force acting on each wheel, and a displacement amount estimation unit that estimates the displacement amount of each support member due to the centrifugal force associated with the rotation of each wheel And a vehicle body side device having a correction unit that corrects the lateral force based on the estimated displacement of the support member, and a control unit that performs predetermined vehicle control based on the corrected lateral force.

  “Vehicle control” here means control executed using lateral force acting on each wheel, and may include, for example, integrated control, ABS control, vehicle stabilization control (VSC), etc., which will be described later.

  According to this aspect, the displacement amount of the support member due to the centrifugal force applied to each wheel is estimated, and the lateral force acting on each wheel is corrected based on the displacement amount. For this reason, in the vehicle body side device, the lateral force of each wheel can be acquired with high accuracy, and vehicle control executed using the lateral force can be appropriately executed.

  According to the present invention, information obtained from acceleration information loaded on a wheel can be obtained with high accuracy.

  The best mode for carrying out the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a schematic configuration diagram showing a vehicle including a wheel state acquisition device according to an embodiment of the present invention. FIG. 2 is a partial cross-sectional view of a wheel provided in the vehicle of FIG.
As shown in FIG. 1, in the vehicle body 12 of the vehicle 10, four wheels (generally referred to as “wheel 14”), which are a right front wheel 14a, a left front wheel 14b, a right rear wheel 14c, and a left rear wheel 14d, rotate. Supported as possible. Although not shown, the vehicle body 12 includes an engine serving as a driving source for driving wheels, a transmission for transmitting driving force at a predetermined gear ratio, a steering device for steering each wheel, a braking device for applying braking force to each wheel, and An electronic control device (hereinafter referred to as “ECU”) for controlling these is mounted.

  Each wheel 14 includes a tire and a wheel, and incorporates a TPMS valve 16 that functions as a valve for adjusting the tire air pressure. In the present embodiment, the TPMS valve 16 constitutes a “wheel side device”.

  On the other hand, the vehicle body 12 is provided with a communication device 22 that receives wheel information transmitted from the TPMS valve 16 of each wheel 14 and an ECU 20 that monitors the state of each wheel 14 based on the received wheel information. ing.

  As shown in FIG. 2, the tire 30 included in each wheel 14 is a so-called run-flat tire, and enables run-flat traveling when the air pressure decreases. The tire 30 includes a pair of bead portions 34 in which bead cores 32 are embedded, a pair of sidewall portions 36 extending outward from the bead portion 34 in the tire radial direction, and a tread portion 38 extending between the sidewall portions 36. Including. A carcass 40 made of, for example, a single fiber material is embedded in the pair of bead portions 34, the pair of sidewall portions 36, and the tread portion 38, and the tread portion 38 is positioned outside the carcass 40. A belt layer 42 is embedded. A reinforcing rubber 46 is embedded in each sidewall portion 36 so as to be located inside the inner liner 44. The reinforcing rubber 46 has high rigidity, and supports the entire tire 30 with respect to the wheel 50 when the air pressure in the tire 30 defined by the wheel 50 and the tire 30 decreases due to puncture or the like. As a result, run-flat driving is possible.

  Each wheel 14 is equipped with a TPMS valve 16 that functions as a valve for adjusting the air pressure of the tire 30. The TPMS valve 16 has a detecting portion 61 disposed in an internal space S formed between the tire 30 and the wheel 50, and protrudes into the internal space S and accommodates and supports various sensors described later. A case 62 (corresponding to a “supporting member”) and a ventilation portion 63 provided integrally with the case 62. When adjusting the air pressure, air is introduced into the internal space S through the ventilation portion 63, but in normal times, a valve cap 58 is attached to the distal end portion of the ventilation portion 63 to reliably block the ventilation. Yes. The vent portion 63 of the TPMS valve 16 is attached to a mounting hole 54 provided in the wheel rim 52 of the wheel 50 via a grommet 56 made of elastic rubber, a washer, and a bolt. For this reason, the case 62 is disposed in the internal space S in a cantilevered manner with a connection portion with the ventilation portion 63 as a fulcrum. The grommet 56 has a predetermined rigidity and keeps the inside of the tire 30 airtight. Further, the valve cap 58 protrudes outside the wheel rim 52, and air can be supplied into the tire 30 by removing the valve cap 58 and connecting a hose of an air supply device to a valve port (not shown). .

FIG. 3 is a control block diagram of the wheel information acquisition apparatus.
In the case 62 of the TPMS valve 16, an air pressure sensor 67, an acceleration sensor 68, a TPMS transmitter 75 (which constitutes a “transmitter”), a control circuit 76, and a battery 66 are housed. Thereby, each TPMS valve | bulb 16 functions also as a means which can transmit the wheel information acquired regularly while acquiring the tire pressure and wheel acceleration (wheel vibration) as wheel information, respectively. The air pressure sensor 67 is a semiconductor sensor, for example, and detects the air pressure in the internal space S. The acceleration sensor 68 functions as means for detecting the unsprung acceleration of the vehicle 10 and detects the acceleration in the width direction and the radial direction of the corresponding wheel 14.

  The TPMS transmitter 75 is capable of periodically wirelessly transmitting a signal indicating the detection value of the air pressure sensor 67 and the detection value of the acceleration sensor 68 at a predetermined period. The control circuit 76 is mounted on an IC chip or the like, and controls the air pressure sensor 67, the acceleration sensor 68, and the TPMS transmitter 75. The battery 66 supplies power to the air pressure sensor 67, the acceleration sensor 68, the TPMS transmitter 75, and the control circuit 76. The TPMS valve 16 may further include a temperature sensor that detects the temperature in the tire internal space.

  As shown in FIG. 1, the vehicle body 12 of the vehicle 10 includes a communication device 22a corresponding to the right front wheel 14a, a communication device 22b corresponding to the left front wheel 14b, and a communication device 22c corresponding to the right rear wheel 14c. Four communication devices 22d corresponding to the left rear wheel 14d (collectively referred to as "communication device 22") are provided. In the present embodiment, the communication device 22 constitutes a “reception unit”.

  Each communication device 22 can transmit and receive a signal indicating wheel information and the like to and from the TPMS transmitter 75 provided on the corresponding wheel 14. The vehicle body 12 may be provided with one vehicle body side communication device capable of transmitting and receiving signals indicating wheel information and the like with the TPMS transmitters 75 provided on each wheel 14. Each communication device 22 is connected to an ECU 20 mounted on the vehicle body 12. Each communication device 22 receives a signal wirelessly transmitted from the TPMS transmitter 75 of the corresponding wheel 14 and gives the received information to the ECU 20. The wheel information from the TPMS transmitter 75 is stored and held by a predetermined amount in a predetermined storage area (buffer) of the ECU 20, and the ECU 20 performs predetermined vehicle control using information received from each communication device 22.

  The ECU 20 includes a CPU that executes various arithmetic processes, a ROM that stores various control programs, a RAM that is used as a work area for data storage and program execution, an input / output interface, a memory, and the like. The ECU 20 is connected with an alarm device 24 as shown in FIG. The warning device 24 issues a warning to the driver under a predetermined condition under the control of the ECU 20, and includes, for example, a warning display device provided on the instrument panel of the vehicle 10. Various sensors and switches including a wheel speed sensor 82 are connected to the ECU 20.

  Meanwhile, in the vehicle 10 described above, the ECBECU 100 (see FIG. 1) that controls the braking device (electronically controlled braking device) cooperates with the ECU that controls the traveling drive source, the ECU that controls the steering device, and the like. In order to stabilize the behavior of the vehicle, integrated control (VDIM: Vehicle Dynamics Integrated Management) of driving, steering and braking of the vehicle 10 is executed. In such integrated control, from the viewpoint of executing vehicle motion control with high accuracy, the lateral force acting on the tire 30 of each wheel 14 in the wheel width direction and the load (vertical force) in the wheel height direction are accurately determined. It is required to get. For this reason, in the vehicle 10 of this embodiment, the above-described ECU 20 calculates the lateral force and the load acting on the tire 30 of each wheel 14 based on the wheel information from each wheel 14. ECU20 calculates the lateral force etc. which act on each wheel 14 based on the detected value of the acceleration sensor 68 sent from the TPMS transmitter 75 of each wheel 14. FIG.

  4 and 5 are explanatory diagrams for explaining a procedure for calculating a lateral force acting on a wheel tire. FIG. 4 shows lateral force and the like acting on each wheel when the vehicle is turning. FIG. 5 represents the force acting on the TPMS transmitter of the wheel during vehicle travel.

  As shown in FIG. 4, regarding the lateral force acting on the tire 30 of each wheel 14 of the vehicle 10, the lateral force acting on the left front wheel 14b is Fy1, the lateral force acting on the right front wheel 14a is Fy2, and the left rear wheel The lateral force acting on 14d is Fy3, and the lateral force acting on the right rear wheel 14c is Fy4 (these are collectively referred to as “lateral force Fy”). Each lateral force Fy can be obtained by multiplying the lateral acceleration acting on each wheel 14 by the mass of each wheel 14. For the lateral acceleration, the acceleration in the width direction of the wheel 14 obtained through the acceleration sensor 68 is used. At this time, the equation of motion represented by the following equations (1) and (2) is established.

m · α = Fy1 + Fy2 + Fy3 + Fy4 (1)
Idγ / dt = l _f · (Fy1 + Fy2) −l _r · (Fy3 + Fy4) (2)
However, in the above formulas (1) and (2), α = V (dβ / dt + γ): lateral acceleration, m: vehicle mass, V: vehicle speed, β: vehicle body side slip angle (vehicle longitudinal direction and vehicle traveling direction and Γ: yaw rate, I: yaw moment of inertia, l _f : distance in the front-rear direction from the vehicle center of gravity G to the front wheel ground point, l _r : front-rear direction from the vehicle center of gravity G to the rear wheel ground point Distance distance. Here, the vehicle speed V can be measured by the wheel speed sensor 82, and the distances l _f and l _r are known values inherent to the vehicle 10, and the vehicle mass m and yaw when the occupant is on the vehicle are measured. The moment of inertia I can also be obtained, for example, at the start of traveling of the vehicle 10 through a predetermined procedure. Therefore, the lateral acceleration α, the yaw rate γ, and the like can be estimated from the above equations (1) and (2).

In the present embodiment, the lateral force Fy of each wheel obtained as described above is corrected based on the displacement amount of the TPMS valve 16.
That is, as shown in FIG. 5, the case 62 of the TPMS valve 16 is deformed as indicated by the broken line by the centrifugal force applied to the wheels while the vehicle is running, and the acceleration sensor provided in the case 62 accordingly. The inclination angle 68 also changes as shown. Therefore, the lateral force Fy ′ and the centrifugal force Fx ′ calculated from the detection value of the acceleration sensor 68 are calculated based on the acceleration in the direction deviated from the original setting direction by the inclination angle θ.

  Therefore, in the present embodiment, an accurate lateral force Fy considering the deformation of the case 62 is calculated. Here, the inclination angle θ of the case 62 is estimated from the acceleration detected by the acceleration sensor 68. That is, since the deformation of the case 62 is due to the centrifugal force accompanying the rotation of the wheel 14, there is a certain relationship between the radial acceleration of the wheel 14 and the inclination angle θ (displacement amount) of the case 62. . In the present embodiment, the relationship between the acceleration of each wheel 14 and the resulting inclination angle θ of the case 62 is acquired in advance by experiments or the like, and the ECU 20 holds a displacement amount calculation table representing these relationships. . Therefore, the ECU 20 estimates the inclination angle θ of the case 62 by referring to the displacement amount calculation table based on the current acceleration. And lateral force Fy is obtained by the following formula (3).

Fy = Fx′sinθ + Fy′cosθ (3)
The ECU 20 can appropriately execute the integrated control described above by using the corrected lateral force Fy.

Next, the flow of the wheel state acquisition process of this embodiment will be described.
FIG. 6 is a flowchart showing an outline of the wheel state acquisition process. The processing of FIG. 5 is executed at predetermined intervals by the ECU 20 while the vehicle 10 is traveling.

  First, the ECU 20 acquires the lateral acceleration and the radial acceleration of each wheel 14 via the acceleration sensor 68 (S10). Then, the inclination angle θ of the case 62 is estimated by referring to the displacement amount calculation table using the acceleration in the radial direction (S12). Subsequently, the ECU 20 calculates the lateral force Fy 'and the centrifugal force Fx' by multiplying the acquired lateral acceleration and radial acceleration by the mass of each wheel 14 (S14). The ECU 20 obtains the corrected lateral force Fy by substituting the lateral force Fy ′ and centrifugal force Fx ′ calculated at this time and the inclination angle θ estimated in S12 into the above equation (3) (S16). ). The ECU 20 executes a predetermined vehicle control process using the lateral force Fy as required (S18). In addition to the above-described integrated control, this vehicle control includes ABS control that suppresses tire locking that occurs when braking is applied suddenly or on a slippery road surface, and vehicle that suppresses side slipping of wheels when the vehicle is turning. Various controls such as stabilization control (VSC) may be included. In addition, since these vehicle control itself is common, the detailed description is abbreviate | omitted.

  As described above, when the case 62 is fixed to the wheel 50 in a cantilevered manner, like the TPMS valve 16 of the present embodiment, the case 62 is bent and deformed by the centrifugal force when the vehicle travels. Or the position of the grommet 56, etc., and its supporting point such as the position of the grommet 56 are easily rotated and tilted. Therefore, in the present embodiment, the inclination angle θ of the case 62 is acquired based on the acceleration detected by the acceleration sensor 68, and the lateral force Fy is corrected based on the inclination angle θ. For this reason, the lateral force Fy is acquired with high accuracy. As a result, the vehicle control executed using the lateral force Fy is executed more appropriately.

  In the present embodiment, the lateral force Fy is acquired and the lateral acceleration α and yaw rate γ are estimated using the unsprung acceleration detected by the acceleration sensor 68 installed on each wheel 14. For this reason, as in the case of using the sprung acceleration detected on the vehicle body 12 side, for example, the lateral force or the like can be obtained with high accuracy without being affected by the sprung fluctuation due to the roll or pitch of the vehicle.

  In the present embodiment, the ECU 20 corresponds to a displacement amount estimation unit, a lateral force acquisition unit, a correction unit, and a control unit.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added to the embodiments based on the knowledge of those skilled in the art. The described embodiments can also be included in the scope of the present invention.

  For example, in the above-described embodiment, the example in which the inclination angle θ of the case 62 due to centrifugal force is acquired and the lateral force applied to the wheels is corrected has been described. However, the acceleration itself acting on each wheel 14 using the inclination angle θ. Alternatively, centrifugal force and other information may be corrected. For example, in the above embodiment, the lateral force Fy ′ and the centrifugal force Fx ′ are calculated based on the acceleration information detected by the acceleration sensor 68, and then the lateral force Fy corrected using the inclination angle θ is obtained. It was. In the modified example, the corrected lateral acceleration is obtained by correcting the acceleration value obtained through the acceleration sensor 68 by using the inclination angle θ, and this is multiplied by the mass of each wheel 14 to be corrected. The obtained lateral force Fy may be obtained.

Moreover, in the said embodiment, the example which acquires inclination-angle (theta) corresponding to the acceleration which the acceleration sensor 68 detected as a displacement amount of case 62 by centrifugal force was shown. In a modification, the inclination angle θ of the case 62 may be estimated from the rotational speed (wheel speed) detected by the wheel speed sensor 82 of each wheel 14. That is, since the deformation of the case 62 is due to the centrifugal force accompanying the rotation of the wheel 14, there is a certain relationship between the rotation speed of the wheel 14 and the inclination angle θ (displacement amount) of the case 62. In this modified example, the relationship between the wheel speed of each wheel 14 and the resulting inclination angle θ of the case 62 is acquired in advance through experiments or the like, and the ECU 20 holds a displacement amount calculation table representing these relationships. The ECU 20 estimates the inclination angle θ of the case 62 by referring to the displacement amount calculation table based on the current wheel speed. Then, the lateral force Fy can be obtained by the above equation (3).
Alternatively, a deformation amount detection sensor capable of detecting expansion and contraction such as a piezoelectric element may be provided at a predetermined position of the case 62, and the inclination angle of the case 62 may be acquired based on the output value of the deformation amount detection sensor. In this case as well, the correspondence between the output value of the deformation detection sensor and the inclination angle of the case 62 may be acquired in advance by experimentation or the like and tabulated.

  Although not described in the above embodiment, for example, when an acceleration sensor is also installed on the vehicle body 12 side, the output value of the acceleration sensor on the vehicle body 12 side and the output value of the acceleration sensor 68 on the wheel 14 side. It is also possible to make a failure determination of any sensor by comparing the corrected value.

Furthermore, in the above-described embodiment, an example in which the acceleration sensor 68 is accommodated and supported in the case 62 has been described. However, the support member is not limited to the case, and any member that can support the acceleration sensor 68 may be employed. it can.
Moreover, in the said embodiment, although the example in which the run flat tire was employ | adopted as a tire which comprises the wheel 14 was shown, a general hollow tire may be employ | adopted.

It is a schematic block diagram which shows the vehicle provided with the wheel state acquisition apparatus which concerns on embodiment of this invention. It is a fragmentary sectional view of the wheel with which the vehicle of Drawing 1 was equipped. It is a control block diagram of a wheel information acquisition device. It is explanatory drawing for demonstrating the calculation procedure of the lateral force which acts on the tire of a wheel. It is explanatory drawing for demonstrating the calculation procedure of the lateral force which acts on the tire of a wheel. It is a flowchart showing the outline | summary of a wheel state acquisition process.

Explanation of symbols

  10 vehicle, 12 vehicle body, 14 wheel, 16 TPMS valve, 20 ECU, 22 communication device, 24 alarm device, 30 tire, 50 wheel, 61 detector, 62 case, 67 air pressure sensor, 68 acceleration sensor, 75 TPMS transmitter, 76 control circuit, 82 wheel speed sensor, 100 ECBECU.

Claims (3)

A wheel information acquisition device for acquiring information related to a vehicle wheel,
An acceleration sensor for detecting acceleration of the wheel; a transmission unit capable of transmitting wheel information including information detected by the acceleration sensor; and a support member for supporting the acceleration sensor, wherein the support member constitutes the wheel. A wheel side device arranged in an internal space formed between the tire and the wheel to be
A receiving unit that receives wheel information transmitted from the transmitting unit, a displacement amount estimating unit that estimates a displacement amount of the support member due to centrifugal force accompanying rotation of the wheel, and acceleration information included in the received wheel information A vehicle body side device having a correction unit that corrects the information obtained from the displacement amount of the support member;
A wheel information acquisition device comprising: The supporting member is fixed to the wheel in a cantilevered manner with its base end as a fulcrum so as to extend into the internal space,
The displacement amount estimation unit includes a displacement amount calculation table that represents a relationship between a physical amount detected with the rotation of the wheel and an inclination angle that is a displacement amount of the support member. Get the corresponding tilt angle,
The correction unit corrects information obtained from the acceleration information using the acquired inclination angle;
The wheel information acquisition device according to claim 1. A vehicle control device that controls a running state of a vehicle based on wheel information of each wheel,
An acceleration sensor provided on each wheel for detecting the acceleration of the wheel; a transmission unit capable of transmitting wheel information including information detected by the acceleration sensor; and a support member for supporting the acceleration sensor. A wheel-side device disposed in an internal space formed between a tire and a wheel constituting the wheel;
A receiving unit that receives wheel information transmitted from each transmitting unit; a lateral force acquiring unit that acquires lateral force acting on each wheel based on acceleration information included in the wheel information received by the receiving unit; A displacement amount estimation unit that estimates a displacement amount of each support member due to a centrifugal force associated with rotation of each wheel; a correction unit that corrects the lateral force based on the estimated displacement amount of the support member; and a corrected lateral force A vehicle body side device having a control unit that performs predetermined vehicle control based on force,
A vehicle control device comprising:

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