JP2011093437A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle, which secures flexibility in the design of a tire house and improves the life of a tire chain, and further secures the traveling stability of the vehicle. <P>SOLUTION: In a wheel determined having no tire chain mounted thereto by a non-mounting position determination means to determine the position of a wheel without the tire chain, since the camber angle of the wheel is adjusted by a camber angle adjusting device, the clearance between the wheel mounted with the tire chain and the tire house can be sufficiently secured. Thereby, the flexibility in the design of the tire house is secured, and the partial wear of the tire chain is prevented to improve the life of the tire chain. Furthermore, by adjusting the camber angle of the wheel determined not to be mounted with the tire chain, the traveling stability of the vehicle is secured. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device used in a vehicle including a camber angle adjusting device for adjusting a camber angle of a wheel, and in particular, to ensure the freedom of designing a tire house and improve the life of a tire chain, The present invention relates to a vehicle control device that can ensure the running stability of a vehicle.

  2. Description of the Related Art Conventionally, there has been known a technique for ensuring traveling stability of a vehicle by adjusting a camber angle of a wheel according to the traveling state of the vehicle. With regard to this type of technology, for example, Patent Document 1 discloses a technology that improves the vehicle's limit travel performance by applying a negative camber to the wheel when the vehicle travels at a predetermined speed or higher.

JP-A-60-193781

  However, in the technique disclosed in Patent Document 1 described above, even when the tire chain is attached and the vehicle travels on a snowy road or a frozen road, a negative camber is applied to the wheel when the vehicle exceeds a predetermined speed. . When the negative camber is applied, the upper part of the wheel is inclined inward (vehicle body side), so that the clearance between the tire house and the wheel is reduced. Further, when the traveling speed of the vehicle increases, the tire chain that rotates with the wheels spreads. Therefore, it is necessary to consider the possibility that the tire chain contacts the tire house of the vehicle, and there is a problem that the degree of freedom in designing the tire house is limited in order to prevent contact. In addition, the camber angle of the wheel on which the tire chain is mounted is adjusted, so that there is a problem that the tire chain wears unevenly and the life of the tire chain is shortened.

  In addition, the tire chain contact with the snowy road surface or frozen road surface changes before and after adjusting the camber angle of the wheel, so that the behavior of the vehicle becomes unstable and the running stability of the vehicle decreases. It was.

  The present invention has been made to solve the above-described problems, and is a vehicle control capable of ensuring the freedom of design of a tire house, improving the life of a tire chain, and further ensuring the running stability of the vehicle. The object is to provide a device.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, the vehicle control device according to claim 1 is used for a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel. Wheel information acquisition means for acquiring information related to mounting of the tire chain, non-mounting position determination means for determining the position of the wheel on which the tire chain is not mounted, from the information acquired by the wheel information acquisition means, and the non-mounting position For a wheel that is judged not to be fitted with a tire chain by the judging means, a camber angle adjusting means that adjusts the camber angle of the wheel with a camber angle adjusting device is provided. For the wheel to be judged, the camber angle of the wheel can be maintained at 0 ° or in the vicinity thereof. As a result, a sufficient clearance can be ensured between the wheel on which the tire chain is mounted and the tire house, so that the tire chain is prevented from coming into contact with the tire house of the vehicle, and the design freedom of the tire house can be secured. . Further, there is an effect that the tire chain can be prevented from being unevenly worn and the life of the tire chain can be improved.

  Further, since the ground contact of the tire chain with respect to the snowy road surface or the frozen road surface is stabilized, there is an effect that the traveling stability of the vehicle can be ensured.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the state quantity acquisition means for acquiring the vehicle state quantity and the vehicle state quantity acquired by the state quantity acquisition means are predetermined. And a camber angle adjusting means for determining whether or not the vehicle state quantity satisfies a predetermined condition by the state quantity judging means. Thus, a negative camber is applied to a wheel that is determined not to be fitted with a tire chain.

  Thereby, according to the vehicle control device according to claim 2, in addition to the effects of the vehicle control device according to claim 1, for example, the vehicle longitudinal acceleration and lateral acceleration are large, and the vehicle is accelerated and braked. Alternatively, when turning, there is an effect that the running stability of the vehicle can be ensured by using the canvas last generated on the wheels.

  Note that the “vehicle state quantity” described in claim 2 is not limited to the state of the vehicle itself, such as the longitudinal acceleration and lateral acceleration of the vehicle described above, and an operation member operated by the driver. For example, an amount of depression of an accelerator pedal or a brake pedal, a steering operation amount, or the like may be used.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 1 or 2, wherein the mounting position for determining the position of the wheel on which the tire chain is mounted from the information acquired by the wheel information acquisition means. The camber angle adjusting means includes a judging means, and the camber angle adjusting means judges the camber angle of the wheel that is judged not to be attached by the non-installation position judging means, and the tire position is judged to be attached by the attachment position judging means. Adjust so that the absolute value is larger than the camber angle of the wheel.

  Thus, according to the vehicle control device of the third aspect, in addition to the effect exhibited by the vehicle control device of the first or second aspect, the canvas last generated on the wheel to which the tire chain is not mounted is used. Thus, there is an effect that the running stability of the vehicle can be ensured. In addition, the camber angle of the wheel with the tire chain attached is smaller than the camber angle of the wheel with no tire chain attached. There is an effect that can be improved.

  The vehicle control device according to claim 4 is the vehicle control device according to claim 1 or 2, wherein the mounting position for determining the position of the wheel on which the tire chain is mounted from the information acquired by the wheel information acquisition means. Judgment means, equipment judgment means for judging whether a wheel determined to be fitted with a tire chain by the wearing position judgment means is equipped with a camber angle adjusting device, and camber angle adjustment to the wheel by the equipment judgment means Adjustment stopping means for stopping the adjustment of the camber angle by the camber angle adjusting device for the wheel, which is determined to be equipped with a tire chain, when it is determined that the device is provided.

  Thus, according to the vehicle control device of the fourth aspect, in addition to the effect exhibited by the vehicle control device according to the first or second aspect, the vehicle control device includes the equipment determination means and the adjustment stop means. By stopping the adjustment of the camber angle by the camber angle adjusting device of the wheel judged to be mounted, there is an effect that energy loss due to unnecessary operation of the camber angle adjusting device can be suppressed.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows a wheel state judgment process. It is a flowchart which shows a state quantity determination process. It is a flowchart which shows a driving | running | working state judgment process. It is a flowchart which shows a camber control process. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 2nd Embodiment is mounted. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows a wheel state judgment process. It is a flowchart which shows a camber control process.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a vehicle control device 100 according to the first embodiment of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in the present embodiment) wheels 2 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, a wheel driving device 3 that rotationally drives the left and right front wheels 2FL, 2FR, a plurality of suspension devices 4 that suspend each wheel 2 on the vehicle body frame BF, and a part of the wheels 2 The embodiment mainly includes a steering device 5 that steers the left and right front wheels 2FL, 2FR).

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, and the left and right rear wheels 2RL and 2RR are also configured as drive wheels. In addition, the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR are all configured to have the same shape, outer diameter and characteristics, and the width of the tread (the size in the left and right direction in FIG. 1) is the same. It is configured. Note that a shaft (axle) that rotatably supports the left and right rear wheels 2RL and 2RR on the vehicle body frame BF and a wheel drive device that drives the rear wheels 2RL and 2RR are not shown.

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

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

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

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

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

  The knuckle 43 supports the wheel 2 so as to be steerable. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the strut 41, and the lower end (lower side in FIG. 2) is connected via a ball joint. Are coupled to the lower arm 42. The FR motor 44FR applies a driving force for swinging driving to the movable plate 47, is constituted by a DC motor, and a worm (not shown) is formed on its output shaft 44a. The worm wheel 45 transmits the driving force of the FR motor 44FR to the arm 46, meshes with a worm formed on the output shaft 44a of the FR motor 44FR, and forms a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47, and has one end (right side in FIG. 2) via the first connecting shaft 48 as shown in FIG. The other end (left side in FIG. 2) is connected to the upper end (upper side in FIG. 2) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45. The movable plate 47 supports the wheel 2 in a rotatable manner. As described above, the upper end (upper side in FIG. 2) is coupled to the arm 46, and the lower end (lower side in FIG. 2) is interposed via the camber shaft 50. The knuckle 43 is pivotally supported so as to be swingable.

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

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

  Thereby, in the state where the camber angle of the wheel 2 is adjusted to the first camber state or the second camber state, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 46 is generated. A camber angle of 2 can be maintained. In the present embodiment, in the first camber state, the camber angle of the wheel 2 is adjusted to a predetermined negative angle (-3 ° in the present embodiment, hereinafter referred to as “first camber angle”). A negative camber is applied to the wheel 2. On the other hand, in the second camber state (the state shown in FIG. 2), the camber angle of the wheel 2 is adjusted to 0 ° (hereinafter referred to as “second camber angle”).

  Returning to FIG. The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering gear. According to the steering device 5, the operation (rotation) of the steering 63 by the driver is first transmitted to the universal joint 52 via the steering column 51, and the pinion 53 a of the steering box 53 is changed while the angle is changed by the universal joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b moves by the linear motion of the rack 53b. As a result, the tie rod 54 pushes and pulls the knuckle 55, so that a predetermined steering angle is given to the wheel 2.

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

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

  Next, a detailed configuration of the vehicle control device 100 will be described with reference to FIG. FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The CPU 71 is an arithmetic device that controls each unit connected by the bus line 74, and the ROM 72 is a control program executed by the CPU 71 (for example, the program of the flowcharts shown in FIGS. 4 to 7), fixed value data, or the like. Is a non-rewritable non-volatile memory.

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. As shown in FIG. 3, a camber flag 73a, a state amount flag 73b, a running state flag 73c, a four-wheel chain flag 73d, A front wheel chain flag 73e and a rear wheel chain flag 73f are provided.

  The camber flag 73a is a flag indicating whether or not the camber angle of the wheel 2 is adjusted to the first camber angle, and the CPU 71 displays the camber angle of the wheel 2 when the camber flag 73a is on. Is determined to have been adjusted to the first camber angle.

  The state quantity flag 73b is a flag indicating whether or not the state quantity of the vehicle 1 satisfies a predetermined condition, and is switched on or off when executing a state quantity determination process (see FIG. 5) described later. Note that the state amount flag 73b in the present embodiment is switched on when at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is equal to or greater than a predetermined operation amount, and the CPU 71 Determines that the state quantity of the vehicle 1 satisfies a predetermined condition when the state quantity flag 73b is on.

  The traveling state flag 73c is a flag indicating whether or not the traveling state of the vehicle 1 is a predetermined straight traveling state, and is switched on or off when a traveling state determination process (see FIG. 6) described later is executed. The traveling state flag 73c in the present embodiment is switched on when the traveling speed of the vehicle 1 is equal to or higher than the predetermined traveling speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. Determines that the traveling state of the vehicle 1 is a predetermined straight traveling state when the traveling state flag 73c is on.

  The four-wheel chain flag 73d, the front wheel chain flag 73e, and the rear wheel chain flag 73f are flags that indicate which wheels 2 (front wheels 2FL, 2FR, rear wheels 2RL, 2RR, see FIG. 1) are equipped with tire chains. Yes, it is switched on or off when a wheel state determination process (see FIG. 4) described later is executed. When the four-wheel chain flag 73d is on, the CPU 71 determines that the tire chains are mounted on all the wheels 2 (front wheels 2FL, 2FR and rear wheels 2RL, 2RR). Similarly, when the front wheel chain flag 73e is on, the CPU 71 determines that the tire chain is attached to the front wheels 2FL, 2FR (see FIG. 1), and when the rear wheel chain flag 73f is on. Then, it is determined that the tire chain is attached to the rear wheels 2RL and 2RR (see FIG. 1). Further, the CPU 71 determines that none of the wheels 2 is attached to the tire chain when all of the four-wheel chain flag 73d, the front wheel chain flag 73e, and the rear wheel chain flag 73f are off.

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

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

  The acceleration sensor device 80 is a device for detecting the acceleration of the vehicle 1 and outputting the detection result to the CPU 71. The longitudinal acceleration sensor 80a, the lateral acceleration sensor 80b, the vertical acceleration sensor 80c, and each of them. It mainly includes an output circuit (not shown) that processes the detection results of the acceleration sensors 80a, 80b, and 80c and outputs the result to the CPU 71.

  The front-rear acceleration sensor 80a is a sensor that detects the acceleration in the front-rear direction (arrow FB direction in FIG. 1) of the vehicle 1 (body frame BF), that is, the so-called front-rear G. The left-right acceleration sensor 80b Frame BF) is a sensor that detects the acceleration in the left-right direction (arrow LR direction in FIG. 1), so-called lateral G, and the vertical acceleration sensor 80c is in the vertical direction of the vehicle 1 (arrow UD direction in FIG. 2). It is a sensor that detects acceleration, so-called vertical G. In the present embodiment, each of the acceleration sensors 80a, 80b, and 80c is configured as a piezoelectric sensor using a piezoelectric element.

  Further, the CPU 71 time-integrates the detection results (front and rear G, lateral G) of the respective acceleration sensors 80a and 80b input from the acceleration sensor device 80, and calculates speeds in two directions (front and rear directions and left and right directions), respectively. At the same time, the traveling speed of the vehicle 1 can be acquired by synthesizing these two-direction components.

  The rotational speed sensor device 81 is a device for detecting the rotational speed of the wheel 2 (see FIG. 1) and outputting the detection result to the CPU 71. The rotational speed sensor device 81 rotates the drive shaft 31 (axle) that supports the left front wheel 2FL. FL rotational speed sensor 81FL that detects the speed, FR rotational speed sensor 81FR that detects the rotational speed of the drive shaft 31 (axle) that supports the right front wheel 2FR, and a shaft (axle) that supports the left rear wheel 2RL (not shown) RL rotation speed sensor 81RL for detecting the rotation speed of the right rear wheel 2RR, an RR rotation speed sensor 81RR for detecting the rotation speed of the shaft (axle) that supports the right rear wheel 2RR, and each of these rotation speed sensors 81FL. , 81FR, 81RL, 81RR, and an output circuit (not shown) for processing the detection results and outputting them to the CPU 71.

  In the present embodiment, the CPU 71 determines the drive shaft 31 (axle) that supports the front wheels 2FL and 2FR from the detection results of the FL rotation speed sensor 81FL and the FR rotation speed sensor 81FR (for example, by averaging the detection results). The shaft (axle) that supports the rear wheels 2RL and 2RR (not shown) from the detection results of the RL rotation speed sensor 81RL and the RR rotation speed sensor 81RR (for example, by averaging the detection results) The rotation speed can be acquired.

  The temperature sensor device 82 is a device for detecting the outside air temperature of the vehicle 1 and outputting the detection result to the CPU 71. The temperature sensor device 82a detects the outside air temperature, and processes the detection result of the temperature sensor 82a. And an output circuit (not shown) for outputting to the CPU 71.

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

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

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

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. In addition, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a, and acquires the depression speeds of the pedals 61 and 62 and the steering angular speed of the steering 63. be able to. Further, the CPU 71 can obtain the steering angular acceleration of the steering 63 by differentiating the obtained steering angular velocity of the steering 63 with respect to time.

  Examples of the other input / output device 90 shown in FIG. 3 include a yaw rate sensor device and a roll angle sensor device. The yaw rate sensor device is a device for detecting the yaw rate of the vehicle 1 and outputting the detection result to the CPU 71, and the vehicle 1 around the vertical axis passing through the center of gravity of the vehicle 1 (arrow UD direction axis in FIG. 1). A yaw rate sensor that detects the rotational angular velocity of the (body frame BF) and an output circuit that processes the detection result of the yaw rate sensor and outputs the result to the CPU 71 are mainly provided. The roll angle sensor device is a device for detecting the roll angle of the vehicle 1 and outputting the detection result to the CPU 71. A roll angle sensor that detects the rotation angle of the vehicle 1 (body frame BF) and an output circuit that processes the detection result of the roll angle sensor and outputs the result to the CPU 71 are mainly provided.

  As another input / output device 90, for example, the current position of the vehicle 1 is acquired using GPS, and the acquired current position of the vehicle 1 is acquired in association with map data in which information on roads is stored. A navigation device and the like are also exemplified. Further, an input / output device that outputs to the CPU 71 an input operation by a driver or the like that indicates which wheel 2 is fitted with the tire chain is also exemplified.

  Next, the wheel state determination process will be described with reference to FIG. FIG. 4 is a flowchart showing the wheel state determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and it is determined whether a tire chain is mounted on the wheel 2. It is processing to do.

  Regarding the wheel state determination processing, the CPU 71 firstly rotates the drive shaft 31 (axle) that supports the front wheels 2FL and 2FR (see FIG. 1), and rotates the shaft (not shown) that supports the rear wheels 2RL and 2RR. Then, the vertical G of the vehicle 1 (vertical acceleration) and the outside air temperature of the vehicle 1 are acquired (S1, S2, S3). These processes are performed using the rotational speed sensor device 81, the vertical acceleration sensor 80c (acceleration sensor device 80), and the temperature sensor device 82, respectively.

  Next, the CPU 71 determines whether or not there is a predetermined continuous upper and lower G (S4). In the process of S4, the CPU 71 calculates the vibration frequency from the acquired upper and lower G, calculates the displacement by integrating the upper and lower G twice in time, and calculates these numerical values and the threshold value stored in advance in the ROM 72. In comparison, it is determined whether there is a predetermined continuous upper and lower G (S4). This threshold value is derived based on the vertical G generated in the vehicle 1 traveling with the tire chain mounted on the wheel 2 and the vehicle 1 traveling without the tire chain mounted on the wheel 2. It is determined between values derived based on upper and lower G.

  As a result, when it is determined that there is no predetermined continuous upper and lower G (S4: No), it is indicated that the vehicle 1 is not vibrating because the tire chain is not attached to the wheel 2. Since it is determined that the tire chain is not attached to No. 2, the four-wheel chain flag 73d, the front wheel chain flag 73e, and the rear wheel chain flag 73f are all turned off (S5), and this wheel state determination process is terminated.

  On the other hand, if it is determined that there is a predetermined continuous upper and lower G as a result of the process of S4 (S4: Yes), it is determined that there is a high possibility that a tire chain is attached to the wheel 2. The CPU 71 determines whether or not the outside air temperature is equal to or lower than a predetermined outside air temperature (S6). Here, the predetermined outside air temperature is a temperature (for example, 10 ° C.) at which the tire chain needs to be attached because there is a risk of snow accumulation or freezing, and is stored in the ROM 72 in advance. As a result, when it is determined that the outside air temperature is higher than the predetermined outside air temperature (S6: No), the acquired vertical G is not due to the tire chain, for example, vibration from an unpaved road surface, or the like. Therefore, the four-wheel chain flag 73d, the front wheel chain flag 73e, and the rear wheel chain flag 73f are all turned off (S5), and the wheel state determination process is terminated.

  On the other hand, when it is determined that the outside air temperature is equal to or lower than the predetermined outside air temperature as a result of the process of S6 (S6: Yes), it is determined that the tire chain is attached to the wheel 2, so that Next, the CPU 71 determines whether there are axles having different rotational speeds (S7). As a result, when it is determined that there are no axles with different rotational speeds (S7: No), it is determined that the tire chain is attached to the four wheels of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR. The four-wheel chain flag 73d is turned on (S8), and the wheel state determination process is terminated.

  On the other hand, if it is determined that there are axles with different rotational speeds as a result of the processing in S7 (S7: Yes), the tire chain is attached to either the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR. Therefore, the CPU 71 next determines whether or not the rotational speed of the axles of the front wheels 2FL and 2FR is smaller than the rotational speed of the axles of the rear wheels 2RL and 2RR (S9). As a result, when it is determined that the rotational speed of the axles of the rear wheels 2RL and 2RR is smaller than the rotational speed of the axles of the front wheels 2FL and 2FR (S9: No), the rear wheels 2RL, As a result of the outer diameter of 2RR becoming larger than that of front wheels 2FL and 2FR, it is determined that the rotational speed of the axles of rear wheels 2RL and 2RR is smaller than the rotational speed of the axles of front wheels 2FL and 2FR. That is, since it is determined that the tire chain is attached to the rear wheels 2RL and 2RR, the rear wheel chain flag 73e is turned on (S10), and the wheel state determining means is terminated.

  On the other hand, when it is determined that the rotational speed of the axles of the front wheels 2FL, 2FR is smaller than the rotational speed of the axles of the rear wheels 2RL, 2RR (S9: Yes), the front wheels 2FL, As a result of the outer diameter of 2FR being larger than that of rear wheels 2RL and 2RR, it is determined that the rotational speed of the axles of front wheels 2FL and 2FR is smaller than the rotational speed of the axles of rear wheels 2RL and 2RR. That is, since it is determined that the tire chain is attached to the front wheels 2FL and 2FR, the front wheel chain flag 73e is turned on (S11), and the wheel state determining means is terminated.

  Next, the state quantity determination process will be described with reference to FIG. FIG. 5 is a flowchart showing the state quantity determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and whether the state quantity of the vehicle satisfies a predetermined condition. It is a process to judge.

  Regarding the state quantity determination process, the CPU 71 first acquires the operation amount (depression amount) of the accelerator pedal 61, the operation amount (depression amount) of the brake pedal 62, and the operation amount (steer angle) of the steering 63 (S21, S22, S23). It is determined whether or not at least one of the acquired operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount (S24). In the process of S24, the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 acquired in the processes of S21 to S23 respectively correspond to the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63, respectively. Then, the threshold value stored in advance in the ROM 72 (in this embodiment, when the vehicle 1 is accelerated, braked or turned while the camber angle of the wheel 2 is the second camber angle, the wheel 2 may slip. To determine whether or not the current operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are equal to or greater than a predetermined operation amount.

  As a result, when it is determined that at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is greater than or equal to the predetermined operation amount (S24: Yes), the state amount flag 73b. Is turned on (S25), and the state quantity determination process is terminated. That is, in this state quantity determination process, when at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount, the state quantity of the vehicle 1 is a predetermined amount. Judge that the condition is met.

  On the other hand, as a result of the processing of S24, when it is determined that both the operation amount of each pedal 61, 62 and the operation amount of the steering 63 are smaller than the predetermined operation amount (S24: No), the state amount flag 73b is set. It is turned off (S26), and this state quantity determination process is terminated.

  Next, the traveling state determination process will be described with reference to FIG. FIG. 6 is a flowchart showing the running state determination process. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and the traveling state of the vehicle 1 is a predetermined straight traveling state. This is a process for determining whether or not.

  Regarding the travel state determination process, the CPU 71 first acquires the travel speed of the vehicle 1 (S31), and determines whether or not the acquired travel speed of the vehicle 1 is equal to or higher than a predetermined speed (S32). In the process of S32, the travel speed of the vehicle 1 acquired in the process of S31 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current travel speed of the vehicle 1 is equal to or higher than a predetermined speed. Determine whether. As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the predetermined speed (S32: No), the traveling state flag 73c is turned off (S36), and this traveling state determination process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed as a result of the process of S32 (S32: Yes), the operation amount (steer angle) of the steering 63 is acquired (S33), It is determined whether or not the acquired operation amount of the steering 63 is equal to or less than a predetermined operation amount (S34). In the process of S34, the operation amount of the steering wheel 63 acquired in the process of S33 and the threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. And a value smaller than the operation amount of the steering 63 for determining whether or not a predetermined condition is satisfied), it is determined whether or not the current operation amount of the steering 63 is equal to or greater than the predetermined operation amount. .

  As a result, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount (S34: Yes), the traveling state flag 73c is turned on (S35), and the traveling state determination process is ended. That is, in this traveling state determination means, when the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount, the traveling state of the vehicle 1 is a predetermined straight traveling state. It is judged that.

  On the other hand, if it is determined that the operation amount of the steering wheel 63 is larger than the predetermined operation amount as a result of the process of S34 (S34: No), the travel state flag 73c is turned off (S36), and this travel state determination process Exit.

  Next, camber control processing will be described with reference to FIG. FIG. 7 is a flowchart showing camber control processing. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and each wheel 2 (the left and right front wheels 2FL, 2FR and the left and right) This is a process for adjusting the camber angle of the rear wheels 2RL, 2RR).

  Regarding the camber control process, the CPU 71 first determines whether or not the four-wheel chain flag 73d is on (S41). As a result, when it is determined that the four-wheel chain flag 73d is on (S41: Yes), it is next determined whether or not the camber flag 73a is on (S53). As a result of the processing of S53, when it is determined that the camber flag 73a is off (S53: No), the camber angles of the respective wheels 2 (the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR) are already set. Since the second camber angle is adjusted (the negative camber has been released), the subsequent process is skipped and the camber control process is terminated. On the other hand, if it is determined that the camber flag 73a is on as a result of the processing of S53 (S53: Yes), the camber angle of the wheel 2 is adjusted to the first camber angle (the negative camber is applied). Therefore, by operating the FL motor 44FL, the FR motor 44FR, the RL motor 44RL and the RR motor 44RR, the camber angle of each wheel 2 (the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR) is set to the second camber. The angle is adjusted to release the negative camber from each wheel 2 (S54), the camber flag 73a is turned off (S55), and the camber control process is terminated.

  That is, if it is determined that the four-wheel chain flag 73d is turned on as a result of the processing of S41 (S41: Yes), tire chains are mounted on the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR. By adjusting the camber angles of the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR to the second camber angle, the clearance between the wheel 2 and the tire house can be secured, and interference between the tire chain and the tire house can be prevented, and the tire Uneven chain wear can be prevented.

  On the other hand, if it is determined that the four-wheel chain flag 73d is off (S41: No) as a result of the processing of S41, there is a wheel 2 that is not fitted with a tire chain. It is determined whether or not a negative camber is applied to the wheel 2. The CPU 71 first determines whether or not the state quantity flag 73b is on (S42). As a result of the process of S42, when it is determined that the state quantity flag 73b is on (S42: Yes), it is determined whether the camber flag 73a is on (S43). On the other hand, if it is determined as a result of the processing of S42 that the state quantity flag 73b is off (S42: No), it is next determined whether or not the running state flag 73c is on (S44). As a result of the process of S44, when it is determined that the traveling state flag 73c is on (S44: Yes), the process of S43 is executed. On the other hand, when it is determined that the traveling state flag 73c is OFF as a result of the process of S44 (S44: No), the process of S53 described above is executed.

  Next, when it is determined as a result of the processing of S43 that the camber flag 73a is on (S43: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle (a negative camber is assigned). Therefore, the subsequent processing is skipped and the camber control processing is terminated.

  On the other hand, if it is determined that the camber flag 73a is off as a result of the process of S43 (S43: No), it is next determined whether or not the front wheel chain flag 73e is on (S45). . As a result of the process of S45, when it is determined that the front wheel chain flag 73e is on (S45: Yes), the tire chain is mounted on the front wheels 2FL and 2FR, but is not mounted on the rear wheels 2RL and 2RR. Therefore, the RL motor 44RL and the RR motor 44RR are operated to adjust the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle, and a negative camber is applied to the rear wheels 2RL and 2RR (S51). The camber flag 73a is turned on (S52), and this camber control process is terminated.

  As a result of the processing of S45, when it is determined that the front wheel chain flag 73e is not on (S45: No), it is determined whether or not the rear wheel chain flag 73f is on (S46). As a result of the processing of S46, when it is determined that the rear wheel chain flag 73f is on (S46: Yes), the tire chain is mounted on the rear wheels 2RL and 2RR, but is mounted on the front wheels 2FL and 2FR. Therefore, the FL motor 44FL and the FR motor 44FR are operated to adjust the camber angles of the left and right front wheels 2FL, 2FR to the first camber angle, and a negative camber is applied to the front wheels 2FL, 2FR (S47). The flag 73a is turned on (S48), and the camber control process is terminated.

  On the other hand, if it is determined as a result of the processing of S46 that the rear wheel chain flag 73f is off (S46: No), the tire chain is not attached to any of the wheels 2, so the FL motors 44FL, FR The motor 44FR, the RL motor 44RL, and the RR motor 44RR are operated to adjust the camber angles of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR to the first camber angle, and the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR are negative cambers. (S49), the camber flag 73a is turned on (S50), and the camber control process is terminated.

  According to the first embodiment described above, the camber angle of the wheel 2 that is determined not to be fitted with the tire chain is adjusted to the first camber angle, and the wheel 2 is given a negative camber. The running stability of the vehicle 1 can be ensured by using the canvas last generated in the vehicle. Also, for the wheel 2 that is determined to have a tire chain attached, the camber angle of the wheel 2 is adjusted to the second camber angle, and no negative camber is applied, so the wheel 2 to which the tire chain is attached. Sufficient clearance between tire and tire house. As a result, since the tire chain is prevented from coming into contact with the tire house of the vehicle 1, the degree of freedom in designing the tire house can be ensured. Furthermore, uneven wear of the tire chain can be prevented, the life of the tire chain can be improved, and the grounding of the tire chain with respect to a snowy road surface or a frozen road surface is also stabilized, so that the running stability of the vehicle 1 can be ensured.

  Further, according to the first embodiment, when it is determined that the state quantity of the vehicle 1 satisfies the predetermined condition, the camber angle of the wheel 2 on which the tire chain is not mounted is adjusted to the first camber angle, Since a negative camber is imparted to the wheel 2, the running stability of the vehicle 1 can be ensured using the canvas last generated on the wheel 2.

  Further, according to the first embodiment, when it is determined that the traveling state of the vehicle 1 is the predetermined straight traveling state, the camber angle of the wheel 2 on which the tire chain is not mounted is adjusted to the first camber angle. Since the wheel 2 is provided with a negative camber, it is possible to secure the straight running stability of the vehicle 1 using the lateral rigidity of the wheel 2.

  Further, according to the first embodiment, the camber angle of the wheel 2 determined that the tire chain is not mounted is adjusted to the first camber angle (−3 °), and it is determined that the tire chain is mounted. The camber angle of the wheel 2 to be adjusted is adjusted to the second camber angle (0 °). That is, the camber angle of the wheel 2 determined that the tire chain is not mounted is adjusted such that the absolute value is larger than the camber angle of the wheel 2 determined that the tire chain is mounted. Thereby, the running stability of the vehicle 1 can be ensured using the canvas last generated in the wheel 2 on which the tire chain is not mounted. In addition, the camber angle of the wheel 2 with the tire chain attached is smaller in absolute value than the camber angle of the wheel 2 with no tire chain attached, so that the tire chain is prevented from being unevenly worn and the life of the tire chain is reduced. Can be improved.

  In the flowchart (wheel state determination means) shown in FIG. 4, the processing of S1, S2, and S3 is performed as the wheel state acquisition means according to claim 1, and S7 and S9 are performed as the non-mounting position determination means according to claim 1. This processing corresponds to the processing of S7 and S9 as the mounting position determination means according to claims 3 and 4, respectively. In the flowchart shown in FIG. 5 (state quantity determination process), the state quantity acquisition unit according to claim 2 corresponds to the processes of S21, S22 and S23, and the state quantity determination unit according to claim 2 corresponds to the process of S24. To do. In the flowchart (running state determination means) shown in FIG. In the flowchart shown in FIG. 7 (camber control process), the camber angle adjusting means described in claim 1 corresponds to the processes of S47, S49, and S51.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the vehicle 1 to be controlled by the vehicle control device 100 is configured such that the camber angles of the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR can be adjusted by the camber angle adjusting device 44. In the vehicle 201 in the second embodiment, the camber angles of only the left and right rear wheels 2RL and 2RR can be adjusted by the camber angle adjusting device 244 (see FIG. 9), and the left and right front wheels 2FL, For 2FR, the camber angle is not adjusted.

  In the first embodiment, the vehicle 1 to be controlled by the vehicle control device 100 is a four-wheel drive system in which the front wheels 2FL and 2FR and the rear wheels 2RL and 2RR are drive wheels, and the tire chain is the wheel 2. Explains what may not be mounted on any of the wheels 2 when mounted on one of the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR (two wheels) when mounted on all (four wheels) did. On the other hand, in the second embodiment, the vehicle 201 to be controlled by the vehicle control device 200 is a front wheel drive system in which the front wheels 2FL and 2FR are used as drive wheels, and the tire chain is connected to the front wheels 2FL and 2FR which are drive wheels. This is different from the first embodiment in that it is mounted or not mounted on any of the wheels 2 and the tire chain is not mounted on all the wheels 2 (four wheels).

  FIG. 8 is a schematic diagram schematically showing a vehicle 201 on which the vehicle control device 200 according to the second embodiment is mounted. Note that arrows UD, LR, and FB in FIG. 8 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 201, respectively.

  First, a schematic configuration of the vehicle 201 will be described. As shown in FIG. 8, the vehicle 201 is configured to include a plurality (four in this embodiment) of wheels 2. In the present embodiment, the left and right front wheels 2FL, 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL, 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel (front wheel drive system). In the wheel 2, the left and right front wheels 2 FL and 2 FR are suspended from the vehicle body frame BF by the suspension device 204, while the left and right rear wheels 2 RL and 2 RR are suspended from the vehicle body frame BF by the suspension device 4. Note that the suspension device 204 is omitted from the function of adjusting the camber angles of the left and right front wheels 2FL, 2FR (ie, the suspension device 4 shown in FIG. 2 is omitted from the expansion / contraction function by the FR motor 44FR). Except for, the other configuration is the same as that of the suspension device 4, and the description thereof is omitted.

  The vehicle control device 200 is a device for controlling each part of the vehicle 201 configured as described above. For example, the camber angle adjusting device 244 (see FIG. 9).

  Next, a detailed configuration of the vehicle control device 200 will be described with reference to FIG. FIG. 9 is a block diagram showing an electrical configuration of the vehicle control device 200. The vehicle control device 200 mainly includes a camber angle adjusting device 244 in place of the camber angle adjusting device 44 of the vehicle control device 100 in the first embodiment.

  The camber angle adjusting device 244 is a device for adjusting the camber angles of the left and right rear wheels 2RL, 2RR, and a total of two RL, RR motors 44RL, which give camber angles to the left and right rear wheels 2RL, 2RR, respectively. 44RR and a drive control circuit (not shown) for driving and controlling each of the motors 44RL and 44RR based on an instruction from the CPU 71 are mainly provided. That is, the camber angle adjusting device 244 in the second embodiment omits a part of the camber angle adjusting device 44 in the first embodiment (the FL motor 44FL and the FR motor 44FL corresponding to the left and right front wheels 2FL, 2FR). Configured.

  Further, the vehicle control device 200 is provided with a chain flag 73g instead of the four-wheel chain flag 73d, the front wheel chain flag 73e and the rear wheel chain flag 73f provided in the RAM 73 described in the first embodiment. . The chain flag 73g is a flag indicating whether a tire chain is attached to the wheel 2 (rear wheels 2RL, 2RR in the present embodiment) whose camber angle can be adjusted, and is a wheel state determination process (see FIG. 10) described later. It is switched on or off at runtime. When the chain flag 73g is on, the CPU 71 determines that the tire chain is attached to the rear wheels 2RL and 2RR.

  Next, wheel state determination processing in the second embodiment will be described with reference to FIG. FIG. 10 is a flowchart showing a wheel state determination process in the second embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 200 is turned on, and the left and right rear wheels 2RL, 2RR that can adjust the camber angle. This is a process for determining whether or not a tire chain is attached.

  The CPU 71 relates to the wheel state determination process in the second embodiment. First, the rotational speed of the drive shaft 31 (axle) that supports the front wheels 2FL and 2FR (see FIG. 1), the shaft that supports the rear wheels 2RL and 2RR (illustrated). The rotation speed of the vehicle axle), the vertical G (vertical acceleration) of the vehicle 201, and the outside air temperature of the vehicle 201 are acquired (S61, S62, S63).

  Next, the CPU 71 determines whether there are axles having different rotational speeds (S64). As a result, when it is determined that there are no axles with different rotational speeds (S64: No), it is determined that no tire chain is attached to the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR. Is turned off (S65), and the wheel state determination process is terminated.

  On the other hand, if it is determined that there are axles with different rotational speeds as a result of the processing of S64 (S64: Yes), a tire chain is attached to either the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR. Therefore, the CPU 71 compares the rotational speed of the axles of the front wheels 2FL and 2FR with the rotational speed of the axles of the rear wheels 2RL and 2RR, and the camber angle of the wheel 2 supported by the axle having a low rotational speed. Is determined whether or not can be adjusted (S66). As described in the wheel state determination process (see FIG. 4) in the first embodiment, the rotational speed of the axle that supports the wheel 2 on which the tire chain is mounted supports the wheel 2 on which the tire chain is not mounted. Since it is smaller than the rotational speed of the axle, in the process of S66, the rotational speed of the axle of the front wheels 2FL, 2FR and the rotational speed of the axle of the rear wheels 2RL, 2RR are compared, so that the front wheels 2FL, 2FR or the rear wheels 2RL, It can be determined to which of 2RR the tire chain is mounted. Further, it is determined whether or not the camber angle of the wheel 2 on which the tire chain is mounted can be adjusted (whether the tire chain is mounted on the rear wheels 2RL and 2RR in the present embodiment). As a result, when it is determined that the camber angle of the axle having a low rotational speed cannot be adjusted, that is, the tire chain is attached to the front wheels 2FL and 2FR (S66: No), the chain flag 73g is turned off (S65). ), This wheel state determination means is terminated.

  On the other hand, when it is determined that the camber angle of the axle with a low rotational speed can be adjusted, that is, the tire chain is attached to the rear wheels 2RL and 2RR (S66: Yes), It is determined whether there is a predetermined continuous upper and lower G (S67). The tire chain should be attached to the front wheels 2FL and 2FR which are driving wheels. However, by executing the process of S66, the tire chain is attached to the rear wheels 2RL and 2RR which are driven wheels due to a user error. Even when it is mounted, it is possible to prevent the negative camber from being applied to the wheel 2 to which the tire chain is mounted.

  As a result of the processing of S67, when it is determined that there is no predetermined continuous upper and lower G (S67: No), the vehicle 1 is not vibrating because the tire chain is not attached to the rear wheels 2RL, 2RR. Since it is determined that the tire chain is not attached to the rear wheels 2RL and 2RR, the chain flag 73g is turned off (S65), and the wheel state determination process is terminated.

  On the other hand, if it is determined that there is a predetermined continuous upper and lower G as a result of the processing of S67 (S67: Yes), it is determined that there is a high possibility that the tire chain is attached to the rear wheels 2RL and 2RR. Therefore, the CPU 71 next determines whether or not the outside air temperature is equal to or lower than a predetermined outside air temperature (S68). Here, the predetermined outside air temperature is a temperature (for example, 10 ° C.) at which the tire chain needs to be attached because there is a risk of snow accumulation or freezing, and is stored in the ROM 72 in advance. As a result, when it is determined that the outside air temperature is higher than the predetermined outside air temperature (S68: No), the acquired top and bottom G is not due to the tire chain, but is, for example, vibration from an unpaved road surface or the like. Since the determination is made, the chain flag 73g is turned off (S68), and the wheel state determination process is terminated.

  On the other hand, when it is determined that the outside air temperature is equal to or lower than the predetermined outside air temperature as a result of the processing of S68 (S68: Yes), it is determined that the tire chain is attached to the rear wheels 2RL and 2RR. Therefore, the chain flag 73g is turned on (S69), and the wheel state determination process is terminated.

  Next, camber control processing in the second embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing camber control processing in the second embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 200 is turned on, and adjusts the camber angles of the left and right rear wheels 2RL and 2RR. It is processing to do. Note that the state quantity determination process and the running state determination process in the second embodiment are the same as the state quantity determination process and the running state determination process described in the first embodiment, and thus description thereof is omitted.

  Regarding the camber control process in the second embodiment, the CPU 71 first determines whether or not the chain flag 73g is on (S71). As a result, if it is determined that the chain flag 73g is on, Next, it is determined whether or not the camber flag 73a is on (S77). As a result of the process of S77, when it is determined that the camber flag 73a is OFF (S77: No), the camber angles of the left and right rear wheels 2RL, 2RR have already been adjusted to the second camber angle (negative camber angle). Therefore, the subsequent process is skipped and the camber control process is terminated. On the other hand, if it is determined that the camber flag 73a is on (S77: Yes) as a result of the process of S77, the camber angles of the rear wheels 2RL and 2RR are adjusted to the first camber angle (the negative camber is Therefore, by operating the RL motor 44RL and the RR motor 44RR, the camber angles of the left and right rear wheels 2RL, 2RR are adjusted to the second camber angle, and the negative camber is applied to the rear wheels 2RL, 2RR. At the same time, the camber flag 73a is turned off (S79), and the camber control process is terminated.

  On the other hand, if it is determined that the chain flag 73g is off (S71: No) as a result of the processing of S71, it is determined that the tire chain is not attached to the rear wheels 2RL and 2RR that can adjust the camber angle. Therefore, it is next determined whether or not the state quantity flag 73b is on (S72). As a result of the process of S72, when it is determined that the state quantity flag 73b is on (S72: Yes), it is determined whether the camber flag 73a is on (S73).

  On the other hand, when it is determined that the state quantity flag 73b is off as a result of the process of S72 (S72: No), it is next determined whether or not the running state flag 73c is on (S74). . As a result of the process of S74, when it is determined that the traveling state flag 73c is on (S74: Yes), the process of S73 is executed. On the other hand, when it is determined that the traveling state flag 73c is OFF as a result of the process of S74 (S74: No), the process of S77 described above is executed.

  Next, when it is determined as a result of the processing of S73 that the camber flag 73a is on (S73: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle (negative) Therefore, the subsequent process is skipped and the camber control process is terminated.

  On the other hand, if it is determined that the camber flag 73a is OFF as a result of the process of S73 (S73: No), the camber angles of the rear wheels 2RL and 2RR are not yet adjusted to the first camber angle. The RL motor 44RL and the RR motor 44RR are actuated to adjust the camber angles of the left and right rear wheels 2RL, 2RR to the first camber angle, and a negative camber is applied to the rear wheels 2RL, 2RR (S75), and the camber flag 73a is turned on (S76), and the camber control process is terminated.

  As a result, when no tire chain is attached to the rear wheels 2RL and 2RR and the state quantity of the vehicle 201 satisfies a predetermined condition, that is, the operation amount of each pedal 61 and 62 and the operation of the steering 63 When the vehicle 201 accelerates, brakes or turns in a state where at least one of the operation amounts is equal to or greater than a predetermined operation amount and the camber angles of the left and right rear wheels 2RL and 2RR are the second camber angles, the left and right rear wheels 2RL , 2RR may be slipped, a negative camber is applied to the left and right rear wheels 2RL, 2RR, and the vehicle last is generated using the canvas last generated in the left and right rear wheels 2RL, 2RR. The running stability of 201 can be ensured.

  Further, when no tire chain is attached to the rear wheels 2RL and 2RR and the traveling state of the vehicle 201 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 201 is equal to or higher than the predetermined speed and the steering 63 Is less than or equal to a predetermined operation amount, and the vehicle 201 is traveling straight ahead at a relatively high speed, the left and right rear wheels 2RL and 2RR are provided with negative cambers on the left and right rear wheels 2RL and 2RR. The straight rigidity of the vehicle 201 can be ensured by utilizing the lateral rigidity of the vehicle 201.

  On the other hand, when a tire chain is attached to the rear wheels 2RL and 2RR, by prohibiting the rear wheels 2RL and 2RR from being adjusted to the first camber angle, the rear wheels 2RL and 2RR are connected to the tire house. Since a sufficient clearance can be secured, the attached tire chain is prevented from coming into contact with the tire house of the vehicle 201. Thereby, the freedom degree of design of a tire house is securable. Further, the tire chain can be prevented from being unevenly worn, and the life of the tire chain can be improved.

  In the flowchart shown in FIG. 10 (wheel state determination processing), the wheel information acquisition means according to claim 1 is the processing of S61, S62 and S63, and the non-mounting position determination means is the processing of S64. The process of S64 corresponds to the mounting position determination means described, and the process of S66 corresponds to the equipment determination means described in claim 4. In the flowchart shown in FIG. 11 (camber control process), the adjustment stop means according to claim 4 corresponds to the processes of S71, S77, and S78, respectively.

  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.

  The numerical values given in the above embodiments are merely examples, and other numerical values can naturally be adopted. For example, the values of the first camber angle and the second camber angle described in the above embodiments can be set arbitrarily.

  In each of the above-described embodiments, in the wheel state determination process, information on tire chain attachment is acquired based on the rotational speed of each axle, the upper and lower G of the vehicles 1 and 201, and the outside air temperature, and the tire chain is attached to the wheel 2. However, the present invention is not necessarily limited to this. The rotational speed of each axle, the upper and lower G of the vehicles 1 and 201, and the wheels 2 and 2 are determined. Of course, other information can be used instead of the outside air temperature. The other information is, for example, information acquired by the input / output device exemplified as the other input / output device 90, and which wheel 2 is fitted with the tire chain to the CPU 71 by an input operation of the driver or the like. The output information and the image information acquired by the image processing device that the tire chain is attached to the wheel 2 and output to the CPU 71 are exemplified. Of course, it can be based on the vibration and frequency of the suspension instead of the upper and lower G of the vehicles 1, 201.

  In each of the above embodiments, the case where the vehicles 1,201 to which the vehicle control devices 100, 200 are applied is a four-wheel drive system (first embodiment) or a front-wheel drive system (second embodiment) will be described. However, the present invention is not limited to these, and can be applied to a rear-wheel drive vehicle.

  In each of the above-described embodiments, the case where the wheel 2 is adjusted to a predetermined angle in the minus direction and the negative camber is applied to the wheel 2 in the first camber state has been described, but the present invention is not necessarily limited to this. The camber angle may be adjusted to a predetermined angle in the plus direction (a positive camber is applied to the wheel 2). Also in this case, the tire chain attached to the wheel 2 is prevented from coming into contact with the tire house. Therefore, the degree of freedom in designing the tire house can be secured, and the tire chain can be prevented from being unevenly worn and the life of the tire chain can be improved. In addition, since the ground contact of the tire chain with respect to a snowy road surface or a frozen road surface is stabilized, the running stability of the vehicle can be ensured.

  In each of the above embodiments, a case has been described in which it is determined whether or not the state quantities of the vehicles 1 and 201 satisfy a predetermined condition based on the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63. The present invention is not limited to this, and it is determined whether or not the state quantities of the vehicles 1 and 201 satisfy a predetermined condition based on other state quantities instead of the operation quantities of the pedals 61 and 62 and the steering 63. Is of course possible. As another state quantity, for example, it may indicate the state of the operation member operated by the driver, such as the operation speed or the operation acceleration of each pedal 61, 62 and the steering 63, or the vehicle 1,201 itself. It may indicate the state of Examples of the state of the vehicle 1,201 itself include the front and rear G, the lateral G, the yaw rate, and the roll angle of the vehicle 1,201.

  In each of the above embodiments, a case has been described in which it is determined whether the traveling state of the vehicle 1, 201 is a predetermined straight traveling state based on the traveling speed of the vehicle 1, 201 and the operation amount of the steering 63. The present invention is not necessarily limited to this, and it may be determined based on only the operation amount of the steering 63 whether or not the traveling state of the vehicles 1 and 201 is a predetermined straight traveling state. Further, whether or not the traveling state of the vehicles 1 and 201 is a predetermined straight traveling state based on the operation state of the steering 63, such as the operation speed or the operation acceleration of the steering 63, instead of the operation amount of the steering wheel 63. It may be determined, or whether the traveling state of the vehicle 1,201 is a predetermined straight traveling state based on the state quantity of the vehicle 1,201 itself such as the lateral G of the vehicle 1,201, the yaw rate, etc. It may be judged.

  Further, it is naturally possible to determine whether the traveling state of the vehicle 1,201 is a predetermined straight traveling state based on other information instead of the traveling speed of the vehicle 1,201 and the operation amount of the steering 63. is there. The other information is, for example, information acquired by a navigation device exemplified as another input / output device 90, and the current position of the vehicles 1 and 201 is a predetermined section such as on a highway or a main road of map data. The vehicle 1, 201 is positioned on a straight road that is judged to go straight ahead. In this case, the camber angle adjusting devices 44 and 244 are not operated each time the vehicles 1 and 201 turn in a road situation where there is a curve ahead or a left or right turn is required, It is possible to prevent frequent switching of the camber angle.

  In each of the above embodiments, in the state amount determination process for determining whether or not the state amounts of the vehicles 1 and 201 satisfy a predetermined condition, the operation amount of the accelerator pedal 61, the operation amount of the brake pedal 62, and the operation of the steering 63 When the vehicle 1, 201 is accelerated, braked or turned with the camber angle of the wheel 2 being the second camber angle, based on the criteria for determining each operation amount for determining whether the amount is equal to or greater than the predetermined operation amount. However, the present invention is not necessarily limited to this. For example, the state quantities of the vehicles 1 and 201 (for example, the pedals) are not limited to this. 61, 62 and the steering 63, etc.).

100,200 Vehicle control device 1,201 Vehicle 2 Wheel 2FL Left front wheel (part of the wheel)
2FR Right front wheel (part of the wheel)
2RL Left rear wheel (part of wheel)
2RR Right rear wheel (part of the wheel)
4,204 Suspension device 44,244 Camber angle adjustment device 44FL FL motor (part of camber angle adjustment device)
44FR FR motor (part of camber angle adjustment device)
44RL RL motor (part of camber angle adjustment device)
44RR RR motor (part of camber angle adjustment device)

Claims (4)

A vehicle control device used for a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel,
Wheel information acquisition means for acquiring information relating to mounting of the tire chain on the wheel;
Non-mounting position judging means for judging the position of the wheel where the tire chain is not worn from the information obtained by the wheel information obtaining means;
And a camber angle adjusting means for adjusting a camber angle of the wheel by the camber angle adjusting device with respect to a wheel determined by the non-installation position determining means to be not mounted with the tire chain. The vehicle control device. State quantity acquisition means for acquiring a state quantity of the vehicle;
State quantity determination means for determining whether the state quantity of the vehicle acquired by the state quantity acquisition means satisfies a predetermined condition, and
The camber angle adjusting means determines that the tire chain is not mounted by the non-mounting position determining means when the state quantity determining means determines that the state quantity of the vehicle satisfies a predetermined condition. The vehicle control device according to claim 1, wherein a negative camber is imparted to the vehicle. A mounting position determining means for determining the position of the wheel on which the tire chain is mounted from the information acquired by the wheel information acquiring means;
The camber angle adjusting means determines a camber angle of a wheel that is determined by the non-mounting position determining means to be not mounted with a tire chain, and a wheel camber that is determined by the mounting position determining means to be mounted with a tire chain. The vehicle control device according to claim 1, wherein an adjustment is made so that an absolute value is larger than a camber angle. Mounting position determination means for determining the position of the wheel on which the tire chain is mounted from the information acquired by the wheel information acquisition means;
Equipment judging means for judging whether or not the camber angle adjusting device is provided on a wheel that is judged to be fitted with a tire chain by the mounting position judging means;
When it is determined by the equipment determination means that the wheel is provided with a camber angle adjusting device, the camber angle adjustment device by the wheel camber angle adjusting device that is determined to be equipped with the tire chain is stopped. The vehicle control device according to claim 1, further comprising an adjustment stop unit.

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