JP2011116164A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of improving the service life of a tire, and capable of saving fuel consumption. <P>SOLUTION: When the vehicle straightly runs, if a first camber angle in the negative direction is imparted to a wheel, a behavioral change in the vehicle caused by disturbance (influence such as a cross wind and a rut) receiving to the vehicle is restrained by camber thrust, and straightly running stability of the vehicle is secured. In this case, when a state quantity of the vehicle is smaller than a first lateral G threshold value or a first yaw rate threshold value, since a camber angle of the wheel is adjusted to a camber angle smaller in an absolute value than the first camber angle, impartment of a useless camber angle to the wheel and an adjustment to a large camber angle more than necessary are restrained. As a result, the service life of the tire is improved, and the fuel consumption can be saved. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that can improve tire life and save fuel consumption.

  2. Description of the Related Art Conventionally, there has been known a technique for ensuring the steering stability of a vehicle by adjusting the 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 describes a technology for improving the limit performance of a vehicle during cornering by detecting the vehicle speed and applying a negative camber to the wheel at a predetermined vehicle speed or higher. Yes.

JP-A-60-193781

  However, although the technique disclosed in Patent Document 1 described above can ensure the steering stability of the vehicle, it does not consider the influence of disturbance such as crosswinds. When a constant camber angle is always applied, and when a camber angle is considered in consideration of the influence of disturbance, an excessive camber angle is given under circumstances where there is little disturbance, and tires are unevenly worn. There was a problem that the life of the tire was shortened. Further, if excessive negative camber is continuously applied to the wheel, there is a problem that the rolling resistance of the wheel increases during that time, resulting in deterioration of fuel consumption.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can improve the life of a tire and save fuel consumption.

Means for Solving the Problems and Effects of the Invention

  According to the vehicle control device of the first aspect, the camber angle adjusting device is actuated to adjust the camber angle of the wheel so that the absolute value thereof is increased, the negative camber is applied to the wheel, and the predetermined straight travel is performed. When the state quantity of the vehicle in the running state is smaller than a predetermined threshold value, the camber angle of the wheel is corrected so as to be smaller than the absolute value of the camber angle given by the camber angle adjusting device. When the disturbance is relatively small, it is possible to suppress the useless camber angle from being given to the wheel and the camber angle having a size larger than necessary. As a result, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the wheel, and to save fuel.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device according to the first aspect, it is possible to improve the accuracy of determining whether the vehicle is in a predetermined straight traveling state. effective. That is, the vehicle speed average value calculating means for calculating the average value of the vehicle speed in a predetermined period of the vehicle, the steering amount average value calculating means for calculating the average value of the steering amount in the predetermined period of the vehicle, and the vehicle speed average value calculating means Average value judgment means for judging whether the average value of the vehicle speed and the average value of the steering amount calculated by the steering quantity average value calculation means are each equal to or greater than a predetermined threshold, and the vehicle state judgment means When it is determined by the value determining means that the average value of the vehicle speed and the average value of the steering amount are each equal to or greater than a predetermined threshold value, it is determined that the vehicle is in a predetermined straight traveling state. Can be suppressed from being affected by the vehicle speed, etc. before or after a predetermined period, and as a result, it is possible to improve the determination accuracy of whether or not the traveling state of the vehicle is in a predetermined straight traveling state There is an effect that. Further, since the vehicle speed average value calculated by the vehicle speed average value calculation means is not determined to be in a predetermined straight traveling state unless the vehicle speed average value is equal to or greater than a predetermined threshold value, the effect of stabilizing the vehicle behavior due to the increase in canvas last can hardly be expected. There is an effect that it is possible to avoid giving unnecessary camber angles to the wheels during low-speed traveling.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the first or second aspect, the vehicle state detection means can detect the vehicle state when the vehicle is in a predetermined straight traveling state. At least one of the lateral G and the yaw rate is detected as the vehicle state quantity, and the vehicle state determination unit determines whether at least one of the lateral G or the yaw rate detected by the vehicle state detection unit exceeds a predetermined threshold. Therefore, there is an effect that it is possible to accurately determine the magnitude of disturbance (influence of crosswinds, hail, etc.) that the vehicle receives during straight traveling. As a result, when the vehicle is subjected to disturbance, the camber angle of the wheel is adjusted in the negative direction to ensure straight traveling of the vehicle, while the vehicle receives a relatively small disturbance. Thus, it is possible to reliably prevent the unnecessary camber angle from being applied to the camber and to adjust the camber angle to be larger than necessary. Therefore, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the wheel, and to save fuel.

  According to the vehicle control device of the fourth aspect, in addition to the effect exhibited by the vehicle control device according to any one of the first to third aspects, when the vehicle is in a predetermined straight traveling state, the state of the vehicle When the vehicle state detecting means determines that the detected vehicle state quantity exceeds a predetermined threshold, the wheel camber angle is at least adjusted by the first camber angle adjusting means. The state is adjusted in the negative direction. As a result, when the vehicle travels straight, the canvas last generated on the wheels can be increased to suppress changes in the behavior of the vehicle due to disturbances (influence of crosswinds, hail, etc.) on the vehicle. Therefore, straight running stability of the vehicle can be ensured.

  In this case, when the vehicle state determination means does not determine that the vehicle state quantity exceeds the predetermined threshold value, that is, when the vehicle state quantity is equal to or less than the predetermined threshold value, the first camber angle adjustment means adjusts. The camber angle of the wheel is adjusted by the second camber angle adjusting means so that the camber angle of the absolute value is smaller than the camber angle of the wheel, so that the tire life is improved while ensuring the straight running stability of the vehicle. There is an effect that the fuel efficiency can be improved while improving the fuel efficiency.

  In other words, as described above, by adjusting the camber angle of the wheel in the negative direction, it is possible to ensure the straight running stability of the vehicle, but it is adjusted to a constant camber angle regardless of the magnitude of the disturbance. Therefore, for example, when the disturbance received by the vehicle is relatively small, the effect of the straight running stability by the canvas last cannot be obtained, and a state in which the wheel is provided with an unnecessary camber angle or is larger than necessary. The state adjusted to the camber angle occurs. As a result, the tire is likely to be unevenly worn, the life of the tire is shortened, the rolling resistance of the wheel is increased, and fuel consumption is deteriorated.

  On the other hand, according to the present invention, when the state quantity of the vehicle does not exceed the predetermined threshold, that is, when the disturbance received by the vehicle is relatively small, the camber of the wheel adjusted by the first camber angle adjusting means. Since the camber angle of the wheel is adjusted by the second camber angle adjusting means so that the camber angle has a smaller absolute value than the angle, an unnecessary camber angle is given to the wheel, or the size of the camber angle is larger than necessary. It can suppress that a camber angle is provided. As a result, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the wheel, and to save fuel.

  According to the vehicle control device of the fifth aspect, in addition to the effect produced by the vehicle control device according to the fourth aspect, the vehicle in which the vehicle state quantity detected by the vehicle state detection means is detected before a predetermined period. The absolute value of the camber angle of the wheel is decreased by a predetermined angle change amount by the camber angle reduction means, and the vehicle state quantity detected by the vehicle state detection means is detected before the predetermined period. If the absolute value of the camber angle of the wheel is increased by a predetermined angle change amount by the camber angle increasing means when it is equal to or greater than the state amount of the vehicle, the camber angle of the wheel is adjusted to a larger camber angle than necessary. This can be suppressed and the camber angle can be adjusted to an appropriate value according to the magnitude of the disturbance. As a result, there is an effect that the uneven wear of the tire can be suppressed and the life of the tire can be improved, and the rolling resistance of the wheel can be reduced to save fuel.

  Further, the vehicle state quantity detected by the vehicle state detection means is equal to or greater than the vehicle state quantity detected before the predetermined period, and the camber angle increasing means sets the wheel camber angle to the predetermined period before the predetermined period. When the angle change amount is increased, the camber angle adjustment standby unit waits for the adjustment of the camber angle of the wheel, so that an unnecessary camber angle is prevented from being given to the wheel, and the tire There is an effect that the lifetime can be improved and fuel consumption can be reduced.

  That is, in this case, the vehicle state amount detected by the vehicle state detection unit is equal to the predetermined amount even though the camber angle of the wheel is increased by the predetermined angle change amount by the camber angle increasing unit before the predetermined period. Whether or not the absolute value of the camber angle of the wheel is increased by a predetermined angle increase amount does not affect the reduction of the vehicle state amount. That's what it means. Therefore, in this case, even if the camber angle of the wheel is increased by a predetermined angle change amount, an unnecessary camber angle is imparted to the wheel, causing uneven wear of the tire.

  In contrast, in the present invention, as described above, the adjustment of the camber angle of the wheel is waited by the camber angle adjustment standby unit in a predetermined case, so that an unnecessary camber angle is prevented from being given to the wheel. Therefore, there is an effect that the life of the tire can be improved and fuel consumption can be reduced.

  According to the vehicle control device of the sixth aspect, in addition to the effect produced by the vehicle control device according to the fourth or fifth aspect, the traveling state determining means determines that the traveling state of the vehicle is a predetermined traveling state. The camber angle of the wheel is adjusted by the third camber angle adjusting means so that the absolute value is larger than at least the camber angle adjusted by the second camber angle adjusting means. Since the determination is made with priority over the determination by the state determination means, for example, when the operation amount of the brake pedal, the steering, etc. is equal to or greater than a predetermined operation amount and the degree of braking or turning of the vehicle is large, the vehicle state amount is Regardless of whether or not it exceeds the predetermined threshold, by increasing the absolute value of the camber angle to be adjusted, the canvas last generated on the wheels is increased, There is an effect that it is possible to ensure running stability of the both.

  According to the vehicle control device of the seventh aspect, in addition to the effect of the vehicle control device according to any one of the first to sixth aspects, the vehicle includes left and right front wheels and left and right rear wheels. Since the camber angle adjusting device adjusts the camber angles of the left and right rear wheels, there is an effect that fuel consumption can be reduced while ensuring straight running stability of the vehicle.

  That is, in a vehicle equipped with camber angle adjusting devices on the left and right rear wheels, it is possible to travel with more stable understeer by adjusting the camber angles of the left and right rear wheels to a negative camber. Therefore, it is possible to use a wheel having a low rolling resistance, which is inferior in steering stability to that of a normal vehicle. As a result, there is an effect that fuel efficiency can be reduced while ensuring the straight running stability of the vehicle.

  According to the vehicle control device of the eighth aspect, in addition to the effect produced by the vehicle control device according to the sixth aspect, the vehicle includes an operation member operated by an operator, and the traveling state detection means The running state of the vehicle is detected based on the operation amount, and the running state determining means detects whether the running state of the vehicle detected based on the operation amount of the operating member by the running state detecting means is the running stability at the vehicle behavior limit. Since it is determined whether the vehicle is in a predetermined running state, which is a reference for granting a limit camber for improving the performance, it is determined when the operating member is operated whether the vehicle is in a behavior limit. Therefore, the determination can be made with good responsiveness (for example, before the wheel actually slips during acceleration / deceleration or turning). Therefore, the danger avoidance performance can be improved.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment 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 the schematic diagram which illustrated typically the relationship between the 1st and 2nd lateral G threshold value and the 1st and 2nd yaw rate threshold value. 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 partial wear load judgment process. It is a flowchart which shows a camber control process. It is a flowchart which shows the camber control process in 2nd Embodiment. It is a flowchart which shows a straight running stable camber control process. It is the schematic diagram which showed typically the vehicle in 3rd Embodiment. It is the schematic diagram which showed the vehicle typically. It is a front view of the rear wheel supported by the suspension device. It is a front view of the rear wheel supported by the suspension device. It is the schematic diagram which illustrated typically the front view of the wheel supported by the suspension apparatus.

  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, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel.

  In the wheel 2, the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR are all configured to have the same shape and characteristics, and the tread widths of the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR ( The dimensions in the horizontal direction in FIG. 1 are all configured to be the same width.

  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). Further, as shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2 FL and 2 FR via a differential gear (not shown) and a pair of drive shafts 31.

  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 via the wheels 2 to the vehicle body frame BF. The suspension device 4 can be expanded and contracted, and as shown in FIG. Suspension devices 4FL, 4FR provided corresponding to 2FL, 2FR and suspension devices 4RL, 4RR provided corresponding to the left and right rear wheels 2RL, 2RR are provided. The suspension devices 4RL and 4RR provided corresponding to the left and right rear wheels 2RL and 2RR also have a function as a camber angle adjusting mechanism that adjusts the camber angles of the left and right rear wheels 2RL and 2RR.

  Here, with reference to FIG. 2, the detailed structure of suspension apparatus 4RL and 4RR is demonstrated. FIG. 2 is a front view of the suspension device 4RR. 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. Further, since the configurations of the suspension devices 4RL and 4RR are common to each other, the suspension device 4RR is illustrated in FIG. 2 as a representative example.

  As shown in FIG. 2, the suspension device 4RR includes a knuckle 43 supported by the vehicle body frame BF via a shock absorber 41 and a lower arm 42, an RR motor 44RR that generates a driving force, and a driving force of the RR motor 44RR. The worm wheel 45 and the arm 46 which transmit are comprised mainly, and the movable plate 47 rock | fluctuated with respect to the knuckle 43 with the drive force of RR motor 44RR transmitted from these worm wheel 45 and the arm 46 is comprised. Yes.

  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 shock absorber 41, and the lower end (lower side in FIG. 2) supports the ball joint. It is connected to the lower arm 42 through the via.

  The RR motor 44RR applies a driving force for swing driving to the movable plate 47, is constituted by a DC motor, and has a worm (not shown) formed on its output shaft 44a.

  The worm wheel 45 transmits the driving force of the RR motor 44RR to the arm 46, meshes with a worm formed on the output shaft 44a of the RR motor 44RR, and constitutes a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the RR motor 44RR 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 4RR configured as described above, when the RR motor 44RR 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.

  Further, in the present embodiment, in the first camber state, the camber angle of the wheel 2 is a predetermined angle (a state in which the center line of the wheel 2 is inclined inward of the vehicle 1 with respect to the vertical line) (the present embodiment). In the embodiment, the angle is adjusted to −3 °, hereinafter referred to as “first camber angle”, and 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”).

  However, the camber angle of the wheel 2 may be adjusted to a camber state between the first camber state and the second camber state. That is, in the camber angle adjusting mechanism, a predetermined angle change amount (0.2 ° in the present embodiment) is set as the smallest unit that can adjust the camber angle, and a multiple of the predetermined angle change amount. The camber angles (0 °, −0.2 °, −0.4 °,..., −2.8 °, −3 °) are configured such that a negative camber can be imparted to the wheel 2.

  The suspension devices 4FL and 4FR provided corresponding to the left and right front wheels 2FL and 2FR are omitted in the function of adjusting the camber angle of the left and right front wheels 2FL and 2FR (that is, the suspension device 4RR shown in FIG. 2). The other configurations are the same as those of the suspension devices 4RL and 4RR, except that the RR motor 44RR is omitted in FIG.

  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 unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, a program shown in the flowcharts shown in FIGS. 5 to 8), fixed value data, and the like, as shown in FIG. , A threshold memory 72a is provided.

  The threshold value memory 72a is a threshold value that serves as a determination criterion for determining whether the traveling state of the vehicle 1 is a predetermined straight traveling state, the state amount of the vehicle 1 (in this embodiment, the lateral G and yaw rate of the vehicle 1). The threshold value serving as a criterion for determining whether or not the vehicle is equal to or greater than the predetermined state amount, and the state amount of the vehicle 1 (in this embodiment, the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63) are in the predetermined state. Threshold value that is a criterion for determining whether the amount is greater than the amount, and the ground contact load of the left and right rear wheels 2RL, 2RR may cause uneven wear on the tire (tread) (hereinafter referred to as "uneven wear load") ), The weight of the vehicle 1 (the weight of the vehicle 1 as a whole, including the weight of the vehicle 1 in an empty state plus the weight of passengers, luggage, etc.) Is called “heavy”) A memory for storing such criteria become a threshold for determining whether at least the.

  The threshold memory 72a includes a vehicle speed threshold memory 72a1, a steer angle threshold memory 72a2, first and second lateral G threshold memories 72a3 and 72a4, and first and second yaw rate threshold memories 72a5 and 72a6. The first and second lateral G threshold memories 72a3 and 72a4 and the first and second yaw rate threshold memories 72a5 and 72a6 will be described with reference to FIG. FIG. 4 is a schematic diagram schematically illustrating the relationship between the first and second lateral G threshold values and the first and second yaw rate threshold values.

  The vehicle speed threshold memory 72a1 is a memory that stores a threshold of the traveling speed of the vehicle 1 (hereinafter referred to as “vehicle speed”) that is one of the determination criteria for determining whether the vehicle 1 is in a predetermined straight traveling state. A threshold value (80 km / h in the present embodiment) with respect to the average value of the vehicle speed within a predetermined time (the latest three minutes in the present embodiment) is stored.

  The steer angle threshold memory 72a2 is a memory that stores a threshold value of the operation amount (steer angle) of the steering 63 that is one of the determination criteria for determining whether the vehicle 1 is in a predetermined straight traveling state. The threshold value (3 ° in this embodiment) with respect to the average value of the operation amount of the steering wheel 63 in the inside (the latest 3 minutes in this embodiment) is stored.

  As will be described later, the average value of the vehicle speed in the latest three minutes is equal to or greater than the threshold value stored in the vehicle speed threshold memory 72a1, and the average value of the operation amount of the steering 63 in the latest three minutes is the steer angle threshold memory 72a2. Is equal to or less than the threshold value stored in the vehicle, it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state (corresponding to the “predetermined straight traveling state” described in claim 1).

  The first lateral G threshold memory 72a3 is a lateral G threshold (hereinafter referred to as "first lateral G threshold") that is one of the determination criteria for determining whether the state quantity of the vehicle 1 is equal to or less than the first state value. The second lateral G threshold memory 72a4 is a memory that stores one of the criteria for determining whether the state quantity of the vehicle 1 is greater than or equal to the second state value. This is a memory for storing a threshold value of G (hereinafter referred to as “second lateral G threshold value”). As shown in FIG. 4, the second lateral G threshold value is larger than the first lateral G threshold value.

  The first yaw rate threshold memory 72a5 is a threshold for the yaw rate of the vehicle 1 (hereinafter referred to as "first yaw rate threshold"), which is one of the determination criteria for determining whether the state quantity of the vehicle 1 is equal to or less than the third state value. ), And the second yaw rate threshold memory 72a6 is a threshold of the yaw rate of the vehicle 1 (hereinafter referred to as one of determination criteria for determining whether the state quantity of the vehicle 1 is equal to or greater than the fourth state value). This is a memory for storing “second yaw rate threshold”. As shown in FIG. 4, the second yaw rate threshold is set to a value larger than the first yaw rate threshold.

  In the present embodiment, even when the vehicle 1 is in a predetermined straight traveling state, the state quantity (lateral G, yaw rate) of the vehicle 1 is not at the predetermined state value (that is, the lateral G is the first If the yaw rate is equal to or less than the first lateral G threshold or equal to or greater than the second lateral G threshold, or if the yaw rate is equal to or less than the first yaw rate threshold or equal to or greater than the second yaw rate threshold) The camber angles of the left and right rear wheels 2RL, 2RR are not adjusted to the first camber angle, but are maintained at the second camber angle.

  The RAM 73 is a memory for storing various data so as to be rewritable when the control program is executed. As shown in FIG. 3, the steering stability camber flag 73a, the straight traveling stability camber flag 73b, the state quantity flag 73c, and the straight traveling state flag. 73d, an uneven wear load flag 73e, a vehicle speed ring buffer memory 73f, a steering angle ring buffer memory 73g, a lateral G ring buffer memory 73h, and a yaw rate ring buffer memory 73i are provided.

  The steering stability camber flag 73a is a flag indicating whether or not the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to the steering stability camber angle (first camber angle in the present embodiment). Determines that the camber angles of the left and right rear wheels 2RL, 2RR are adjusted to the steering stability camber angle when the steering stability camber flag 73a is on.

  The straight advance stable camber flag 73b indicates whether or not the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to the straight advance stable camber angle (in the present embodiment, the same first camber angle as the steering stable camber angle). The CPU 71 determines that the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to the straight advance stable camber angle when the straight advance stable camber flag 73b is on.

  The state quantity flag 73c is a flag indicating whether or not the state quantity of the vehicle 1 is equal to or greater than a predetermined state quantity, and is switched on or off when a state quantity determination process (see FIG. 5) described later is executed. The state amount flag 73c 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 is greater than or equal to a predetermined state quantity when the state quantity flag 73c is on.

  The straight traveling state flag 73d 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. When the straight traveling state flag 73d is on, the CPU 71 determines that the traveling state of the vehicle 1 is a predetermined straight traveling state.

  The uneven wear load flag 73e is a flag indicating whether or not the ground contact load of the left and right rear wheels 2RL and 2RR is an uneven wear load that may cause uneven wear on the tire (tread). It is switched on or off when the process (see FIG. 7) is executed. When the uneven wear load flag 73e is on, the CPU 71 determines that the ground load of the left and right rear wheels 2RL, 2RR is an uneven wear load.

  The vehicle speed ring buffer memory 73f is a ring buffer for storing a vehicle speed history, and vehicle speeds calculated based on detection results of an acceleration sensor device 80 described later are sequentially written at predetermined time intervals. The writing to the vehicle speed ring buffer memory 73f is performed in order from the top address of the ring buffer. When the writing reaches the final address of the ring buffer, the writing returns to the top address of the ring buffer and the writing continues from the top address. Is done. In the present embodiment, a capacity capable of writing a history of about 10 minutes is secured in the ring buffer. Based on the contents of the vehicle speed ring buffer memory 73f, the CPU 71 calculates the average value of the vehicle speed within a predetermined time (the latest three minutes in the present embodiment).

  The steering angle ring buffer memory 73g is a ring buffer that stores a history of the operation amount (steer angle) of the steering 63, and an absolute value of the operation amount of the steering 63 detected by a steering sensor device 63a described later is a predetermined time interval. Are written sequentially. The writing to the steer angle ring buffer memory 73g is performed in order from the head address of the ring buffer. When the writing reaches the final address of the ring buffer, it returns to the head address of the ring buffer again, and writing starts from the head address. Will continue. In the present embodiment, a capacity capable of writing a history of about 10 minutes is secured in the ring buffer. Based on the content of the steering angle ring buffer memory 73g, the CPU 71 calculates an average value of the operation amount of the steering 63 within a predetermined time (the latest three minutes in the present embodiment).

  The lateral G ring buffer memory 73h is a ring buffer for storing lateral G history, and lateral G calculated based on a detection result of an acceleration sensor device 80 described later is sequentially written at a predetermined time interval. The writing to the horizontal G ring buffer memory 73h is performed in order from the head address of the ring buffer. When the writing reaches the final address of the ring buffer, the write returns to the head address of the ring buffer again, and writing starts from the head address. Will continue. In the present embodiment, a capacity capable of writing a history of about 10 minutes is secured in the ring buffer. The CPU 71 calculates the average value of the lateral G within a predetermined time (the most recent 3 minutes in the present embodiment) based on the contents of the lateral G ring buffer memory 73h.

  The yaw rate ring buffer memory 73i is a ring buffer that stores a history of yaw rate, and yaw rates calculated based on detection results of a gyro sensor device 81 described later are sequentially written at predetermined time intervals. The writing to the yaw rate ring buffer memory 73i is performed in order from the head address of the ring buffer. When the writing reaches the final address of the ring buffer, the writing returns to the head address of the ring buffer again and the writing is continued from the head address. Is done. In the present embodiment, a capacity capable of writing a history of about 10 minutes is secured in the ring buffer. Based on the contents of the yaw rate ring buffer memory 73i, the CPU 71 calculates the average value of the lateral G within a predetermined time (the latest three minutes in the present embodiment).

  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 angles of the left and right rear wheels 2RL, 2RR. As described above, the camber angle adjusting device 44 swings the movable plate 47 (see FIG. 2) of the suspension devices 4RL, 4RR. RL and RR motors 44RL and 44RR that respectively apply the above driving force, and a drive control circuit (not shown) that drives and controls the motors 44RL and 44RR based on instructions from the CPU 71.

  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 acceleration sensor device 80a includes a longitudinal acceleration sensor 80a, a lateral acceleration sensor 80b, and the acceleration sensors 80a and 80b. It mainly includes an output circuit (not shown) that processes the detection result and outputs it 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 This is a sensor that detects the acceleration in the left-right direction (the direction of the arrow LR in FIG. 1) of the frame BF, so-called lateral G. In the present embodiment, each of the acceleration sensors 80a and 80b 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 vehicle speed is calculated by combining these two-way components.

  The gyro sensor device 81 is a device for detecting the rotation angle of the vehicle 1 around the reference axis passing through the center of gravity of the vehicle 1 and outputting the detection result to the CPU 71, a longitudinal axis passing through the center of gravity of the vehicle 1, A gyro that detects the rotation angle, so-called roll angle, pitch angle, and yaw angle of the vehicle 1 (body frame BF) around the left-right axis and the vertical axis (arrow axes FB, LR, FB in FIG. 1). It mainly includes a sensor 81a and an output circuit (not shown) that processes the detection result of the gyro sensor 81a and outputs it to the CPU 71.

  Further, the gyro sensor device 81 time-differentiates the detection result (rotation angle) of the gyro sensor 81a, and the rotational angular velocity of the vehicle 1 (body frame BF) around the reference axis passing through the center of gravity of the vehicle 1, so-called roll rate, pitch. An arithmetic circuit (not shown) for calculating a rate and a yaw rate is provided, and a calculation result of the arithmetic circuit is processed by an output circuit and output to the CPU 71.

  In the present embodiment, the gyro sensor 81a is constituted by an optical gyro sensor that detects the rotation angular velocity and the rotation angle by the Sagnac effect. However, it is naturally possible to employ other types of gyro sensors. Examples of other types of gyro sensors include mechanical and fluid gyro sensors.

  The suspension stroke sensor device 82 is a device for detecting the amount of expansion / contraction of each suspension device 4 (hereinafter referred to as “suspension stroke”) and outputting the detection result to the CPU 71. The suspension stroke sensor device 82 detects the suspension stroke of each suspension device 4. A total of four FL to RR suspension stroke sensors 82FL to 82RR that are detected respectively, and an output circuit (not shown) that processes the detection results of the respective suspension stroke sensors 82FL to 82RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each of the suspension stroke sensors 82FL to 82RR is constituted by a strain gauge, and each of the suspension stroke sensors 82FL to 82RR is arranged in each shock absorber 41 (see FIG. 2) of each suspension device 4. It is installed.

  The CPU 71 calculates the vehicle weight based on the detection results (suspension strokes) of the suspension stroke sensors 82FL to 82RR input from the suspension stroke sensor device 82. That is, since the suspension stroke of each suspension device 4 and the vehicle weight each wheel 2 corresponding to each suspension device 4 is in proportion to each other (in this embodiment, each suspension device 4 has the same proportional relationship, A proportional constant representing the relationship is a), and the vehicle weight W is calculated as W = a · (Lfl + Lfr + Lrl + Lrr). However, the suspension stroke of the suspension device 4FL is Lfl, the suspension stroke of the suspension device 4FR is Lfr, the suspension stroke of the suspension device 4RL is Lrl, and the suspension stroke of the suspension device 4RR is Lrr.

  Further, the CPU 71 calculates the ground load of each wheel 2 based on the detection results (suspension strokes) of the suspension stroke sensors 82FL to 82RR input from the suspension stroke sensor device 82. That is, since the suspension stroke and the ground load of the wheel 2 are in a proportional relationship (in this embodiment, each suspension device 4 has the same proportional relationship, and the proportional constant representing the relationship is b), the wheel 2 The ground load F is calculated as F = b · L. However, the suspension stroke of the suspension device 4 corresponding to the wheel 2 for calculating the ground load is L.

  The ground load sensor device 83 is a device for detecting the ground load of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR grounds for detecting the ground load of each wheel 2 respectively. Load sensors 83FL to 83RR and an output circuit (not shown) that processes the detection results of the ground load sensors 83FL to 83RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each of the ground load sensors 83FL to 83RR is configured as a piezoresistive load sensor, and each of the ground load sensors 83FL to 83RR is disposed on the shock absorber 41 of each suspension device 4 respectively. Has been.

  The side wall crushing margin sensor device 84 is a device for detecting the crushing margin of the tire side walls of the left and right rear wheels 2RL, 2RR and outputting the detection result to the CPU 71. RL and RR sidewall collapse margin sensors 84RL and 84RR for detecting the collapse margin of the tire sidewall, respectively, and an output circuit (not shown) that processes the detection results of the respective sidewall collapse margin sensors 84RL and 84RR and outputs them to the CPU 71. ).

  In the present embodiment, each of the side wall collapse allowance sensors 84RL and 84RR is constituted by a strain gauge, and each of the side wall collapse allowance sensors 84RL and 84RR is disposed in the left and right rear wheels 2RL and 2RR, respectively. Has been.

  The seat belt sensor device 85 is a device for detecting the mounting state of the seat belts (not shown) of the driver seat, the passenger seat, and the rear seat, and outputting the detection result to the CPU 71. A total of five seatbelt sensors (not shown) for detecting the seatbelt wearing state of each of the three rear seats, and an output circuit for processing the detection results of the respective seatbelt sensors and outputting them to the CPU 71 (Not shown).

  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. Further, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a to calculate the operation speeds of the pedals 61 and 62 and the steering 63, and the calculation. The operation speed of the pedals 61 and 62 and the steering 63 is calculated by differentiating the operated speed with respect to time.

  As another input / output device 90 shown in FIG. 3, for example, a navigation device that acquires the current position of the vehicle 1 using GPS and associates the acquired current position of the vehicle 1 with map data, and a wiper. A wiper sensor device that detects the operation of (a device that wipes raindrops attached to the glass surface to ensure the driver's visibility), a road surface condition sensor that detects whether the road surface is a dry road surface or a wet road surface without contact Examples are devices.

  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 source of the vehicle control device 100 is turned on, and the state quantity of the vehicle 1 (in the present embodiment, This is a process for determining whether or not the operation amount of the accelerator pedal 61, the brake pedal 62, and the steering 63) is equal to or greater than a predetermined state amount.

  Regarding the state quantity determination process, the CPU 71 first obtains the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 (S1, S2, S3), and the obtained operation amounts of the pedals 61, 62 and the steering 63, respectively. It is determined whether or not at least one of the operation amounts is equal to or greater than a predetermined operation amount (S4). In the process of S4, the operation amounts of the pedals 61 and 62 and the steering 63 acquired in the processes of S1 to S3, respectively, and the operation amounts of the pedals 61, 62 and the steering 63 are stored in the threshold memory 72a. Threshold values stored in advance (in this embodiment, when the vehicle 1 accelerates, brakes, or turns with the camber angles of the left and right rear wheels 2RL, 2RR adjusted to the second camber angle, the left and right rear wheels 2RL, a value that 2RR may slip), whether or not at least one of the current operation amounts of the pedals 61 and 62 and the steering 63 is equal to or greater than a predetermined operation amount. to decide.

  As a result, when it is determined that at least one of the operation amounts of the pedals 61 and 62 and the steering 63 is equal to or greater than the predetermined operation amount (S4: Yes), the state amount flag 73c is turned on. (S5), the state quantity determination process is terminated. That is, in this state quantity determination process, when at least one of the operation quantities of the pedals 61 and 62 and the steering 63 is greater than or equal to a predetermined operation quantity, the state quantity of the vehicle 1 is greater than or equal to the predetermined state quantity. It is judged that.

  On the other hand, as a result of the processing of S4, when it is determined that all the operation amounts of the pedals 61 and 62 and the steering wheel 63 are smaller than the predetermined operation amount (S4: No), the state amount flag 73c is turned off ( S6), the 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 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 the traveling state of the vehicle 1 is a predetermined straight traveling state. This is processing for determining whether or not there is and whether or not the state quantity of the vehicle 1 is greater than or equal to a predetermined threshold value or less than a predetermined threshold value.

  Regarding the running state determination process, the CPU 71 first calculates the average value of the vehicle speed within a predetermined time (the latest three minutes in the present embodiment) (S11), and stores the calculated average value in the vehicle speed threshold memory 72a1. It is determined whether or not the threshold value is greater than or equal to the threshold value (S12).

  As a result, when it is determined that the calculated average value is smaller than the threshold value stored in the vehicle speed threshold memory 72a1 (S12: No), the straight traveling state flag 73d is turned off (S22), and this traveling state determining process is performed. Exit. On the other hand, when it is determined that the calculated average value is equal to or greater than the threshold stored in the vehicle speed threshold memory 72a1 (S12: Yes), the process of S13 is executed.

  In the process of S13, an average value of the operation amount (steer angle) of the steering 63 within a predetermined time (the latest three minutes in the present embodiment) is calculated (S13), and the calculated average value is the steer angle threshold memory. It is determined whether or not the threshold value is less than or equal to the threshold value stored in 72a2 (S13).

  As a result, when it is determined that the calculated average value is larger than the threshold value stored in the steering angle threshold memory 72a2 (S14: No), the straight traveling state flag 73d is turned off (S22), and this traveling state determination is performed. The process ends. On the other hand, when it is determined that the calculated average value is equal to or less than the threshold stored in the steer angle threshold memory 72a2 (S34: Yes), the process of S15 is executed.

  As described above, in the processing from S11 to S14, the average value of the vehicle speed in the latest three minutes is equal to or greater than the threshold value stored in the vehicle speed threshold value memory 72a1, and the average operation amount of the steering 63 in the latest three minutes. When the value is equal to or smaller than the threshold stored in the steering angle threshold memory 72a2, it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state. The “predetermined straight traveling state” corresponds to the “predetermined straight traveling state” described in claim 1.

  In the process of S15, the lateral G of the vehicle 1 is calculated (S15), and the calculated lateral G of the vehicle 1 is stored in the first lateral G threshold memory 72a3 (first lateral G threshold, see FIG. 4). If the calculated lateral G is not determined to be less than or equal to the first lateral G threshold (S16: No), then the calculated lateral G of the vehicle 1 is the second lateral G. It is determined whether or not the threshold (second lateral G threshold, see FIG. 4) stored in the threshold memory 72a4 is greater than or equal to (S17), and if it is not determined that the calculated lateral G is greater than or equal to the second lateral G threshold. (S17: No), the process of S18 is executed.

  On the other hand, when it is determined in the process of S16 that the calculated lateral G is equal to or less than the first lateral G threshold (S16: Yes), or in the process of S17, the calculated lateral G is equal to or greater than the second lateral G threshold. If it is determined that there is (S17: Yes), the straight traveling state flag 73d is turned off (S22), and the traveling state determination process is terminated.

  In the process of S18, the yaw rate of the vehicle 1 is calculated (S18), and the calculated yaw rate of the vehicle 1 is equal to or less than the threshold value stored in the first yaw rate threshold memory 72a5 (first yaw rate threshold value, see FIG. 4). If the calculated yaw rate is not determined to be less than or equal to the first yaw rate threshold (S19: No), then the calculated yaw rate of the vehicle 1 is stored in the second yaw rate threshold memory 72a6. It is determined whether it is equal to or greater than a threshold (second yaw rate threshold, see FIG. 4) (S17). If it is not determined that the calculated yaw rate is equal to or greater than the second yaw rate threshold (S17: No), the straight traveling state flag 73d is set. This is turned on (S21), and the running state determining means is terminated.

  On the other hand, when it is determined in the process of S19 that the calculated yaw rate is less than or equal to the first yaw rate threshold (S19: Yes), or in the process of S20, it is determined that the calculated yaw rate is greater than or equal to the second yaw rate threshold. (S20: Yes), the straight traveling state flag 73d is turned off (S22), and the traveling state determination process is terminated.

  As described above, when the vehicle 1 is in a predetermined straight traveling state, that is, the average value of the vehicle speed in the latest three minutes is equal to or greater than the threshold value stored in the vehicle speed threshold memory 72a1, and the operation amount of the steering 63 in the latest three minutes. Even if the average value of the vehicle 1 is equal to or less than the threshold value stored in the steering angle threshold memory 72a2, the state quantity (lateral G, yaw rate) of the vehicle 1 is not at the predetermined state value (that is, the lateral G is the first value). If the yaw rate is equal to or less than the first lateral G threshold or equal to or greater than the second lateral G threshold, or if the yaw rate is equal to or less than the first yaw rate threshold or equal to or greater than the second yaw rate threshold) The straight traveling state flag 73d is turned off.

  Here, when the state quantity of the vehicle 1 is outside the area surrounded by the solid line in FIG. 4, an unnecessary camber angle is given to the wheel 2 or a camber angle larger than necessary is given. Sometimes. For example, when a constant camber angle is applied regardless of the magnitude of the disturbance, if the disturbance received by the vehicle 1 is relatively small, the effect of straight running stability due to the canvas last cannot be obtained, and the wheel A state where an unnecessary camber angle is given to 2 or a state where the camber angle is adjusted to be larger than necessary occurs. Similarly, a type of disturbance that cannot be dealt with even when a camber angle is applied, such as a case where the vehicle 1 is subjected to a large disturbance that cannot be dealt with by canvas last by imparting a camber angle, or a disturbance caused by engine vibration (for example, an engine When the engine 1 vibrates due to a decrease in the elastic modulus due to the deterioration of the mount and the vehicle 1 receives a lateral G) generated due to the vibration, even if a camber angle is given to the wheel 2, an unnecessary camber is provided. A corner is added. As a result, the tire is likely to be unevenly worn, the life of the tire is shortened, the rolling resistance of the wheel is increased, and fuel consumption is deteriorated.

  On the other hand, when the state quantity of the vehicle 1 is outside the area indicated by the solid line in FIG. 4, the camber angles of the left and right rear wheels 2RL and 2RR are changed to the first camber angle in the camber control process, as will be described later. Since the second camber angle is not adjusted and is maintained at the second camber angle (see FIG. 8), an unnecessary camber angle is given to the wheel 2 or necessary when the disturbance received by the vehicle is relatively small or relatively large. It can suppress that the camber angle | corner of the above magnitude | size is provided. As a result, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the wheel, and to save fuel.

  Next, the uneven wear load determination process will be described with reference to FIG. FIG. 7 is a flowchart showing an uneven wear load 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 source of the vehicle control device 100 is turned on, and the ground load of the left and right rear wheels 2RL, 2RR is the tire. This is a process for determining whether or not the load is an uneven wear load that may cause uneven wear on the (tread).

  Regarding the uneven wear load determination process, the CPU 71 first determines whether or not the suspension strokes of the suspension devices 4RL and 4RR are equal to or less than a predetermined value (S31). In the process of S31, the suspension strokes of the suspension devices 4RL and 4RR detected by the suspension stroke sensor device 82, and the threshold value stored in advance in the threshold memory 72a corresponding to the suspension stroke (in this embodiment, Based on the proportional relationship between the suspension stroke of the suspension devices 4RL and 4RR and the ground contact load of the left and right rear wheels 2RL and 2RR, a comparison is made between the ground contact load of the left and right rear wheels 2RL and 2RR). Then, it is determined whether or not the suspension strokes of the current suspension devices 4RL and 4RR are equal to or less than a predetermined value.

  As a result, when it is determined that at least one of the suspension strokes of the suspension devices 4RL and 4RR is larger than a predetermined value (S31: No), the ground load on either one of the left and right rear wheels 2RL and 2RR is the uneven wear load. Therefore, the uneven wear load flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, as a result of the process of S31, when it is determined that the suspension strokes of the suspension devices 4RL and 4RR are both less than or equal to a predetermined value (S31: Yes), whether or not the front and rear G of the vehicle 1 is less than or equal to a predetermined value. Is determined (S32). In the process of S32, the front-rear G of the vehicle 1 detected by the acceleration sensor device 80 (front-rear direction acceleration sensor 80a), and the thresholds stored in advance in the threshold memory 72a corresponding to the front-rear G (this embodiment) In the embodiment, the vehicle 1 is compared with a value in which the ground load of the left and right rear wheels 2RL, 2RR becomes a partial wear load by sudden acceleration or the like, and the current front-rear G of the vehicle 1 is equal to or less than a predetermined value. Determine whether.

  As a result, when it is determined that the front and rear G of the vehicle 1 is larger than the predetermined value (S32: No), the ground contact load of the left and right rear wheels 2RL and 2RR is an uneven wear load, so the uneven wear load flag 73e is set. This is turned on (S42), and this uneven wear load determination processing is terminated.

  On the other hand, when it is determined that the front and rear G of the vehicle 1 is equal to or smaller than the predetermined value as a result of the process of S32 (S32: Yes), it is determined whether or not the lateral G of the vehicle 1 is equal to or smaller than the predetermined value ( S33). In the process of S33, the lateral G of the vehicle 1 detected by the acceleration sensor device 80 (the lateral acceleration sensor 80b) and the threshold value (this embodiment) stored in advance in the threshold memory 72a corresponding to the lateral G. In the embodiment, the lateral G of the current vehicle 1 is equal to or less than a predetermined value by comparing the vehicle 1 with a value such that the ground load of the left rear wheel 2RL or the right rear wheel 2RR becomes a partial wear load due to a sudden turn or the like. It is determined whether or not.

  As a result, when it is determined that the lateral G of the vehicle 1 is greater than the predetermined value (S33: No), the ground load on either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. Then, the uneven wear load flag 73e is turned on (S42), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the lateral G of the vehicle 1 is equal to or smaller than the predetermined value as a result of the process of S33 (S33: Yes), it is determined whether the yaw rate of the vehicle 1 is equal to or smaller than the predetermined value (S34). ). In the process of S34, the yaw rate of the vehicle 1 calculated by the gyro sensor device 81 and the threshold value stored in advance in the threshold value memory 72a corresponding to the yaw rate (in this embodiment, the vehicle 1 is turned sharply, etc.) Then, it is determined whether or not the current yaw rate of the vehicle 1 is less than or equal to a predetermined value by comparing the ground contact load of the left rear wheel 2RL or the right rear wheel 2RR).

  As a result, when it is determined that the yaw rate of the vehicle 1 is greater than the predetermined value (S34: No), the ground load of either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. The uneven wear load flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, when it is determined that the yaw rate of the vehicle 1 is equal to or smaller than the predetermined value as a result of the process of S34 (S34: Yes), it is determined whether or not the roll angle of the vehicle 1 is equal to or smaller than the predetermined value (S35). ). In the process of S35, the roll angle of the vehicle 1 detected by the gyro sensor device 81 and a threshold value stored in advance in the threshold memory 72a corresponding to the roll angle (in this embodiment, the vehicle 1 is rolled). Then, it is determined whether or not the current roll angle of the vehicle 1 is equal to or less than a predetermined value by comparing the left rear wheel 2RL or the right rear wheel 2RR with a ground contact load that is a partial wear load.

  As a result, when it is determined that the roll angle of the vehicle 1 is larger than the predetermined value (S35: No), the ground contact load of either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. Then, the uneven wear load flag 73e is turned on (S42), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined as a result of the process of S35 that the roll angle of the vehicle 1 is less than or equal to a predetermined value (S35: Yes), whether or not the ground loads of the left and right rear wheels 2RL and 2RR are less than or equal to a predetermined value. Is determined (S36). In the process of S36, the ground load of the left and right rear wheels 2RL, 2RR detected by the ground load sensor device 83 is compared with the threshold value stored in advance in the threshold memory 72a corresponding to the ground load. Then, it is determined whether the current contact loads of the left and right rear wheels 2RL, 2RR are equal to or less than a predetermined value.

  As a result, when it is determined that the ground load of at least one of the left and right rear wheels 2RL, 2RR is larger than a predetermined value (S36: No), the ground load of either one of the left and right rear wheels 2RL, 2RR is uneven. Since it is a wear load, the uneven wear load flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, if it is determined as a result of the processing of S36 that the ground contact loads of the left and right rear wheels 2RL and 2RR are both equal to or less than a predetermined value (S36: Yes), the tire sidewalls of the left and right rear wheels 2RL and 2RR It is determined whether or not the crushing allowance is below a predetermined value (S37). In the process of S37, the threshold memory 72a is preliminarily stored in the threshold memory 72a corresponding to the tire sidewall collapse allowance of the left and right rear wheels 2RL, 2RR detected by the sidewall collapse allowance sensor device 84 and the tire sidewall collapse allowance. Based on the stored threshold value (in this embodiment, the left and right rear wheels 2RL, 2RR, 2RR, 2RR, 2RR, based on the correlation between the crushing margin of the tire sidewalls of the left and right rear wheels 2RL, 2RR and the ground contact load of the left and right rear wheels 2RL, 2RR) 2RR) is compared with the value at which the contact load of 2RR becomes a partial wear load), and it is determined whether or not the current collapse amount of the tire sidewalls of the left and right rear wheels 2RL, 2RR is equal to or less than a predetermined value.

  As a result, when it is determined that the crushed margin of at least one of the left and right rear wheels 2RL, 2RR is larger than a predetermined value (S37: No), either of the left and right rear wheels 2RL, 2RR Since one ground contact load is an uneven wear load, the uneven wear load flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, as a result of the process of S37, when it is determined that the crushed allowance of the tire sidewalls of the left and right rear wheels 2RL, 2RR is less than or equal to a predetermined value (S37: Yes), the amount of operation of the accelerator pedal 61 is It is determined whether or not the operation amount is equal to or less than a predetermined operation amount (S38). In the process of S38, the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a and the threshold value stored in advance in the threshold memory 72a corresponding to the operation amount of the accelerator pedal 61 (this embodiment) Then, the vehicle 1 is rapidly accelerated and the ground contact load of the left and right rear wheels 2RL, 2RR is compared with the uneven wear load), and is the current operation amount of the accelerator pedal 61 equal to or less than the predetermined operation amount? Judge whether or not.

  As a result, when it is determined that the operation amount of the accelerator pedal 61 is larger than the predetermined operation amount (S38: No), the ground contact load of the left and right rear wheels 2RL, 2RR is the uneven wear load. The flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation amount of the accelerator pedal 61 is equal to or less than the predetermined operation amount as a result of the process of S38 (S38: Yes), whether or not the operation amount of the steering 63 is equal to or less than the predetermined operation amount. Is determined (S39). In the process of S39, the operation amount of the steering 63 detected by the steering sensor device 63a and a threshold value stored in advance in the threshold value memory 72a corresponding to the operation amount of the steering 63 (in this embodiment, the vehicle 1 is a sharp turn and the ground load of the left rear wheel 2RL or the right rear wheel 2RR is compared to a value that causes an uneven wear load), is the current operation amount of the steering 63 less than or equal to a predetermined operation amount? Judge whether or not.

  As a result, when it is determined that the operation amount of the steering 63 is larger than the predetermined operation amount (S39: No), the ground load of either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. Therefore, the uneven wear load flag 73e is turned on (S42), and this uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount as a result of the process of S39 (S39: Yes), it is determined whether or not the operation speed of the steering 63 is equal to or less than the predetermined value. (S40). In the process of S40, the operation speed of the steering wheel 63 calculated by time differentiation of the operation amount of the steering wheel 63 and the threshold value stored in advance in the threshold value memory 72a corresponding to the operation speed of the steering wheel 63 (this embodiment) In this embodiment, the current operating speed of the steering wheel 63 is equal to or less than a predetermined value by comparing the vehicle 1 with a sudden turn and a contact load of the left rear wheel 2RL or the right rear wheel 2RR that becomes a partial wear load. It is determined whether or not.

  As a result, when it is determined that the operation speed of the steering wheel 63 is larger than the predetermined value (S40: No), the ground contact load of either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. Then, the uneven wear load flag 73e is turned on (S42), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation speed of the steering wheel 63 is equal to or lower than the predetermined value as a result of the process of S40 (S40: Yes), it is determined whether the operational acceleration of the steering wheel 63 is equal to or lower than the predetermined value (S40: Yes). S41). Note that in the process of S41, the operation acceleration of the steering 63 calculated by differentiating the operation speed of the steering 63 with respect to time, and the threshold value stored in advance in the threshold memory 72a corresponding to the operation acceleration of the steering wheel 63 (this embodiment) In this embodiment, the current operation acceleration of the steering 63 is less than or equal to a predetermined value by comparing the vehicle 1 with a sudden turn and the contact load of the left rear wheel 2RL or the right rear wheel 2RR being an uneven wear load). It is determined whether or not.

  As a result, when it is determined that the operation acceleration of the steering wheel 63 is greater than the predetermined value (S41: No), the ground load on either the left rear wheel 2RL or the right rear wheel 2RR is an uneven wear load. Then, the uneven wear load flag 73e is turned on (S42), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation acceleration of the steering wheel 63 is equal to or less than the predetermined value as a result of the processing of S41 (S41: Yes), the uneven wear load flag 73e is turned off (S43), and this uneven wear load determination is performed. The process ends.

  Next, camber control processing will be described with reference to FIG. FIG. 8 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 adjusts the camber angles of the left and right rear wheels 2RL and 2RR. It is processing to do.

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73c is on (S51). If it is determined that the state quantity flag 73c is on (S51: Yes), the control is performed. It is determined whether or not the stable camber flag 73a is on (S52). As a result, when it is determined that the steering stability camber flag 73a is off (S52: No), the RL and RR motors 44RL and 44RR are operated to control the camber angles of the left and right rear wheels 2RL and 2RR. The camber angle (first camber angle in the present embodiment) is adjusted (S53), negative camber is applied to the left and right rear wheels 2RL, 2RR, and the steering stability camber flag 73a is turned on, while the straight advance stability camber flag 73b. Is turned off (S54), and the camber control process is terminated.

  Accordingly, when the state quantity of the vehicle 1 is equal to or greater than the predetermined state quantity, that is, at least one of the operation quantities of the pedals 61 and 62 and the steering 63 is equal to or greater than the predetermined operation quantity. When the vehicle 1 accelerates, brakes or turns with the left and right rear wheels 2RL and 2RR adjusted to the second camber angle, in particular, In the case where the left and right rear wheels 2RL and 2RR may slip, the canvas last generated on the left and right rear wheels 2RL and 2RR can be increased to ensure the steering stability of the vehicle 1.

  On the other hand, if it is determined as a result of the processing of S52 that the steering stability camber flag 73a is on (S52: Yes), the camber angles of the left and right rear wheels 2RL, 2RR have already been adjusted to the steering stability camber angle. Therefore, the process of S53 and S54 is skipped, and this camber control process is terminated.

  On the other hand, as a result of the processing of S51, when it is determined that the state quantity flag 73c is off (S51: No), it is determined whether or not the straight traveling state flag 73d is on (S55). When it is determined that the state flag 73d is on (S55: Yes), it is determined whether the straight-ahead stable camber flag 73b is on (S56). As a result, if it is determined that the straight-ahead stable camber flag 73b is off (S56: No), the RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the straight-line stable camber angle. (In this embodiment, the first camber angle) is adjusted (S57), a negative camber is applied to the left and right rear wheels 2RL, 2RR, and the straight traveling stability camber flag 73b is turned on, while the steering stability camber flag 73b is turned off. Then (S58), the process of S59 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the average value of the vehicle speed in the latest 3 minutes is equal to or greater than the threshold value stored in the vehicle speed threshold memory 72a1, and the steering 63 in the last 3 minutes. The average value of the manipulated variables is equal to or less than the threshold stored in the steer angle threshold memory 72a2, and the lateral G of the vehicle 1 is not less than the first lateral G threshold and not greater than the second lateral G threshold, and the yaw rate of the vehicle 1 is the first. When the threshold value is equal to or greater than the first yaw rate threshold value and equal to or smaller than the second yaw rate threshold value (that is, in the region surrounded by the solid line in FIG. 4), the canvas last generated on the wheels 2 is increased to cause disturbance (crosswind and wind) The change in behavior of the vehicle 1 due to the influence of the above can be suppressed. Therefore, the straight running stability of the vehicle 1 can be ensured.

  On the other hand, if it is determined as a result of the processing in S56 that the straight-ahead stable camber flag 73b is on (S56: Yes), the camber angle of the wheel 2 has already been adjusted to the straight-ahead stable camber angle. The process of S58 is skipped, and it is determined whether or not the uneven wear load flag 73e is on (S59). As a result, when it is determined that the uneven wear load flag 73e is on (S59: Yes), the RL and RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the second. The camber angle is adjusted (S60), the application of the negative camber to the left and right rear wheels 2RL, 2RR is canceled, and the steering stability camber flag 73a and the straight travel stability camber flag 73b are both turned off (S61). The control process ends.

  Thereby, when the ground contact load of the left and right rear wheels 2RL, 2RR is uneven wear load, that is, when the tires (treads) of the left and right rear wheels 2RL, 2RR may be unevenly worn, the left and right rear wheels By canceling the application of the negative camber to 2RL and 2RR, uneven wear of the tire can be suppressed and the life of the tire can be improved. In addition, by releasing the negative camber from the left and right rear wheels 2RL and 2RR, the rolling resistance of the wheels can be reduced, and fuel consumption can be reduced.

  On the other hand, if it is determined as a result of the processing of S59 that the uneven wear load flag 73e is off (S59: No), the ground contact loads of the left and right rear wheels 2RL, 2RR are not uneven wear loads, so S60 and The process of S61 is skipped, and this camber control process is terminated.

  On the other hand, if it is determined as a result of the process of S55 that the straight traveling state flag 73d is off (S55: No), it is determined whether or not the steering stable camber flag 73a or the straight traveling stable camber flag 73b is on. Judgment is made (S62). As a result, when it is determined that at least one of the steering stability camber flag 73a or the straight traveling stability camber flag 73b is on (S62: Yes), the RL and RR motors 44RL and 44RR are operated to operate the left and right rear wheels. The camber angles of 2RL and 2RR are adjusted to the second camber angle (S63), the application of the negative camber to the left and right rear wheels 2RL and 2RR is canceled, and both the steering stability camber flag 73a and the straight travel stability camber flag 73b are set. It is turned off (S64), and this camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 is smaller than the predetermined state quantity and the running state of the vehicle 1 is not the predetermined straight running state, that is, the steering stability and the straight running stability of the vehicle 1 are secured with priority. When there is no need to do this, by removing the negative camber from the left and right rear wheels 2RL, 2RR, it is possible to suppress uneven wear of the tire and improve the life of the tire. Further, by releasing the negative camber from the left and right rear wheels 2RL and 2RR, the rolling resistance of the left and right rear wheels 2RL and 2RR can be reduced, and fuel consumption can be reduced.

  On the other hand, as a result of the processing of S62, when it is determined that both the steering stability camber flag 73a and the straight traveling stability camber flag 73b are off (S62: No), the camber angles of the left and right rear wheels 2RL, 2RR are already Since the second camber angle is adjusted, the processing of S63 and S64 is skipped, and this camber control processing is terminated.

  As described above, according to the first embodiment, whether the negative camber is applied to the left and right rear wheels 2RL, 2RR when the vehicle weight is a predetermined weight or more (as the vehicle volume increases). The threshold value with respect to the average value of the vehicle speed serving as a reference for the negative is changed from the threshold value stored in the first vehicle speed threshold memory 72a1 to the threshold value stored in the second vehicle speed threshold memory 72a2 (threshold value having a large absolute value). Therefore, while ensuring the straight running stability of the vehicle 1, the life of the tire can be improved and fuel consumption can be reduced.

  That is, the ground contact load of the left and right rear wheels 2RL, 2RR increases as the vehicle weight increases. Therefore, as the vehicle weight increases, the tire (tread) is more easily worn. In particular, when the negative camber is applied to the left and right rear wheels 2RL and 2RR, the tire is likely to be unevenly worn and the life of the tire is shortened. Become. Further, as the vehicle weight increases, the rolling resistance of the left and right rear wheels 2RL, 2RR increases, and in particular, when the negative camber is applied to the left and right rear wheels 2RL, 2RR, the influence is large, and the fuel consumption is deteriorated. Invite.

  On the other hand, as the vehicle weight increases, the left and right rear wheels 2RL, 2RL, 2RR, 2RR, 2R, 2R, 2R, The frequency of assigning a negative camber to 2RR can be lowered. Accordingly, uneven wear of the tire can be suppressed and the life of the tire can be improved, and the rolling resistance of the wheel can be reduced to save fuel.

  In the flowchart shown in FIG. 5 (state quantity determination processing), the processing from S1 to S3 corresponds to the traveling state detection means according to claim 6, and the processing from S4 corresponds to the traveling state determination means. In the flowchart shown in FIG. 6 (running state determination processing), the vehicle state detection means according to claims 2 to 4 are S15 and S18 processing, and the vehicle state determination means are S16 and S19 processing. The vehicle speed average value calculating means corresponds to the processing of S11, the steering amount average value calculating means corresponds to the processing of S13, and the average value determining means corresponds to the processing of S12 and S14. In the flowchart shown in FIG. 8 (camber control process), the first camber angle adjusting means according to claim 4 performs the process of S57, and the second camber angle adjusting means includes the process of S63. As the camber angle adjusting means, the process of S53 corresponds to each.

  Next, a second embodiment will be described with reference to FIGS. 9 and 10. In the first embodiment, the camber angles of the left and right rear wheels 2RL, 2RR are set to two, a straight advance stable camber angle (first camber angle) and a second camber angle, according to the on / off state of the straight travel state flag 73d. In the second embodiment, the camber angles of the left and right rear wheels 2RL, 2RR are determined according to changes in the state quantity (lateral G, yaw rate) of the vehicle 1 in the second embodiment. The angle change amount (0.2 °) is adjusted. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 9 is a flowchart showing camber control processing in the second embodiment. In the camber control process in the second embodiment, when it is determined in the process of S55 that the straight travel state flag is on (S55: Yes), the straight travel stable camber control process (S61) is executed. Here, with reference to FIG. 10, the straight running stable camber control process (S61) will be described.

  FIG. 10 is a flowchart showing the straight-ahead stable camber control process. In the straight traveling stability camber control process, first, it is determined whether the lateral G of the vehicle 1 calculated this time is equal to or smaller than the lateral G of the vehicle 1 calculated last time (S71). Note that the lateral G of the vehicle 1 is calculated at predetermined intervals in the traveling state determination process shown in FIG. 6 (S15) and written in the lateral G ring buffer memory 73h (see FIG. 3). By referring to the buffer memory 73h, the value of the lateral G of the vehicle 1 at this time and the previous time can be compared.

  As a result of the processing of S71, when it is determined that the lateral G of the vehicle 1 calculated this time is equal to or less than the lateral G of the vehicle 1 calculated last time (S71: Yes), then the yaw rate of the vehicle 1 calculated this time is the previous time It is determined whether or not the calculated yaw rate of the vehicle 1 is below (S72). The yaw rate of the vehicle 1 is calculated at predetermined intervals in the traveling state determination process shown in FIG. 6 (S18), and is written in the yaw rate ring buffer memory 73i (see FIG. 3). The yaw rate value of the vehicle 1 at this time and the previous time can be compared with each other.

  As a result of the processing of S72, when it is determined that the yaw rate of the vehicle 1 calculated this time is equal to or less than the yaw rate of the vehicle 1 calculated last time (S72: Yes), the lateral G and yaw rate of the vehicle 1 are decreased from the previous time this time. In other words, since the change in behavior of the vehicle 1 due to disturbance (influence of crosswind, hail, etc.) has been reduced, in order to suppress application of an unnecessary camber angle, the process of S73 Transition to processing.

  In the process of S73, it is determined whether the camber angles of the left and right rear wheels 2RL, 2RR are the second camber angles (S73). As a result, when it is determined that the camber angles of the left and right rear wheels 2RL and 2RR are the second camber angles (S73: Yes), the absolute value of the camber angle is minimized, and the camber angle is further increased. Since the absolute value of can not be reduced, this straight running stable camber control process is terminated.

  On the other hand, if the camber angle of the left and right rear wheels 2RL, 2RR is not determined to be the second camber angle in the process of S73 (S73: No), the left and right rear wheels 2RL, 2RR are cambered in the negative direction. Since the angle is given and there is room to reduce the absolute value of the camber angle (that is, to adjust the camber angle in the positive direction), the camber angles of the left and right rear wheels 2RL, 2RR are unit angles (predetermined angle changes). By the amount (0.2 ° in the present embodiment) by adjusting to the second camber angle side (i.e., the positive camber direction) (S74), and the straight stable camber control process is terminated.

  Accordingly, the camber angles of the left and right rear wheels 2RL and 2RR can be suppressed from being adjusted to a larger camber angle than necessary, and can be adjusted to an appropriate camber angle according to the magnitude of the disturbance. As a result, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the left and right rear wheels 2RL and 2RR, thereby reducing fuel consumption.

  On the other hand, in the process of S71, when it is not determined that the lateral G of the vehicle 1 calculated this time is equal to or less than the lateral G of the vehicle 1 calculated last time (S71: No), or in the process of S72, If it is not determined that the yaw rate is less than or equal to the previously calculated yaw rate of the vehicle 1 (S72: No), the lateral G and yaw rate of the vehicle 1 have increased from the previous time this time, that is, disturbances (such as crosswinds and hail) The change in the behavior of the vehicle 1 due to the influence) is increasing. Therefore, the processing after S75 is executed in order to suppress the behavior change of the vehicle 1 and to ensure the straight running stability of the vehicle 1. .

  In the process of S75, it is determined whether or not the previous adjustment of the camber angles of the left and right rear wheels 2RL and 2RR was an adjustment for a unit angle (predetermined angle change amount) toward the first camber angle side (that is, the negative camber direction). (S75).

  As a result of the process of S75, it is determined that the previous adjustment of the camber angles of the left and right rear wheels 2RL, 2RR was an adjustment for a unit angle (predetermined angle change amount) toward the first camber angle side (negative camber direction). (S75: Yes), the absolute value of the camber angle of the left and right rear wheels 2RL, 2RR is increased by the unit angle (predetermined angle change amount) toward the first camber angle side (negative camber direction). Regardless, the lateral G and yaw rate of the vehicle 1 have increased from the previous time this time, and whether or not to increase the absolute value of the camber angle of the left and right rear wheels 2RL, 2RR depends on the state quantity of the vehicle 1 (horizontal G, (Yaw rate) is not affected.

  Therefore, even if the absolute value of the camber angle of the left and right rear wheels 2RL, 2RR is increased by the unit angle (predetermined angle change amount) toward the first camber angle side (negative direction), the left and right rear wheels 2RL, 2RR Unnecessary camber angle is imparted to the tire, resulting in uneven wear of the tire. Therefore, in this case (S75: Yes), the straight camber is maintained without maintaining the camber angle of the left and right rear wheels 2RL, 2RR at the current camber angle (ie, without adjusting the camber angle (S77)). The control process ends.

  Thereby, waiting for adjustment of the camber angle to the left and right rear wheels 2RL and 2RR, it is possible to suppress the useless camber angle from being applied. As a result, uneven wear of the tire can be suppressed and its life can be improved, and the rolling resistance of the left and right rear wheels 2RL and 2RR can be reduced to save fuel.

  As a result of the process of S75, it is not determined that the previous adjustment of the camber angles of the left and right rear wheels 2RL, 2RR was an adjustment for a unit angle (predetermined angle change amount) toward the first camber angle side (negative camber direction). In the case (S75: No), it is determined whether the camber angles of the left and right rear wheels 2RL, 2RR are the first camber angles (S76). As a result, when it is determined that the camber angles of the left and right rear wheels 2RL and 2RR are the first camber angles (S76: Yes), the absolute value of the camber angle is set to the maximum, and the camber angle is larger than this. Since the absolute value of the straight-line stable camber control process is terminated after the process proceeds to S77.

  On the other hand, in the process of S76, when it is not determined that the camber angles of the left and right rear wheels 2RL, 2RR are the first camber angles (S76: No), the camber angles of the left and right rear wheels 2RL, 2RR are still the first camber angles. Since the camber angle has not been reached and there is room for increasing the absolute value of the camber angle (that is, adjusting the camber angle in the negative direction), the camber angles of the left and right rear wheels 2RL, 2RR are set to unit angles (predetermined angles). The amount of change (0.2 ° in the present embodiment) is adjusted to the first camber angle side (that is, the negative camber direction) (S78), and this straight advance stable camber control process is terminated.

  Accordingly, the camber angles of the left and right rear wheels 2RL and 2RR can be suppressed from being adjusted to a larger camber angle than necessary, and can be adjusted to an appropriate camber angle according to the magnitude of the disturbance. As a result, while ensuring the straight running stability of the vehicle 1, it is possible to suppress uneven wear of the tire and improve its life, and to reduce the rolling resistance of the left and right rear wheels 2 RL and 2 RR and save Fuel consumption can be improved.

  In the flowchart shown in FIG. 10 (straight advance stable camber control process), the process of S74 is performed as the camber angle reducing means according to claim 5, the process of S78 is performed as the camber angle increasing means, and the camber angle adjustment standby means is illustrated. The processing of S77 corresponds to each.

  Next, a third embodiment will be described with reference to FIG. In the first embodiment, the case where the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR are all configured in the same manner has been described. However, the vehicle 201 according to the third embodiment has the left and right front wheels 202FL and 202FR. The left and right rear wheels 202RL, 202RR are configured differently. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 11 is a schematic diagram schematically showing a vehicle 201 according to the third embodiment. Note that arrows UD, LR, and FB in FIG. 9 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. 11, the vehicle 201 includes a plurality of (four wheels in the present embodiment) wheels 202, and the wheels 202 are located on the front side (arrow F direction side) of the left and right front wheels 202 </ b> FL. , 202FR and left and right rear wheels 202RL, 202RR located on the rear side (arrow B direction side) of the vehicle 201. In the present embodiment, the left and right front wheels 202FL and 202FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 202RL and 202RR are driven as the vehicle 201 travels. It is configured as a driven wheel.

  In the wheel 202, the left and right front wheels 202FL and 202FR are configured to have the same shape and characteristics, and the left and right rear wheels 202RL and 202RR are configured to have the same shape and characteristics. The left and right front wheels 202FL and 202FR are configured such that the width of the tread (the dimension in the left-right direction in FIG. 8) is wider than the width of the tread of the left and right rear wheels 202RL and 202RR. The left and right front wheels 202FL and 202FR and the left and right rear wheels 202RL and 202RR are configured to have the same characteristics.

  Thus, in the vehicle 201 according to the second embodiment, the width of the tread of the left and right rear wheels 202RL and 202RR is narrower than the width of the tread of the left and right front wheels 202FL and 202FR. The coefficient of friction with respect to the road surface can be made larger than the coefficient of friction with respect to the road surface of the rear wheels 202RL and 202RR. As a result, the braking force can be improved. Further, in the present embodiment in which the left and right front wheels 202FL and 202FR are drive wheels, acceleration performance can be improved.

  On the other hand, since the width of the tread of the left and right rear wheels 202RL and 202RR is narrower than the width of the tread of the left and right front wheels 202FL and 202FR, the rolling resistance of the left and right rear wheels 202RL and 202RR is reduced. It can be made smaller than the rolling resistance of 202FR. As a result, fuel saving can be achieved.

  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 the first embodiment, the case where it is determined whether or not the state quantity of the vehicle 1 is equal to or greater than the predetermined state quantity based on the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 has been described. The present invention is not necessarily limited to this, and instead of the operation amounts of the pedals 61 and 62 and the steering 63, it is determined whether or not the state amount of the vehicle 1 is equal to or greater than a predetermined state amount based on other state amounts. Of course it is possible. As another state quantity, for example, the state quantity of the operation member operated by the driver, such as the operation speed and the operation acceleration of the pedals 61 and 62 and the steering wheel 63 may be indicated. It may indicate the state quantity of itself. Examples of the state quantity 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, the camber angles of the left and right rear wheels 2RL and 2RR or the left and right rear wheels 202RL and 202RR are adjusted to the straight traveling stable camber angle, and the left and right rear wheels 2RL and 2RR or the left and right rear wheels 202RL and 202RR are adjusted. Although the case where the threshold value serving as a reference for whether or not to give the negative camber is the average value of the vehicle speed and the average value of the operation amount of the steering 63 has been described, it is not necessarily limited to this. Any one of the average values of the operation amounts of the steering 63 may be set as the threshold value. Further, instead of the average value of the operation amount of the steering wheel 63, the average value of the operation state of the steering wheel 63, such as the operation speed and the operation acceleration of the steering wheel 63, may be used as a threshold value. The average value of the state quantities of the vehicles 1,201 themselves, such as the yaw rate, may be used as the threshold value.

  In each of the above embodiments, the case where the vehicle weight or the shared vehicle weight of the left and right rear wheels 202RL and 202RR is calculated based on the detection result (suspension stroke) of the suspension stroke sensor device 82 has been described. For example, the detection result of the seat belt sensor device 85 (the seating state of the seat belts of the driver's seat and the passenger seat and the rear seat), or the detection result of the ground load sensor device 83 (the ground contact of each wheel 2, 202) Based on the load), the vehicle weight or the shared vehicle weight of the left and right rear wheels 202RL, 202RR may be estimated.

  In the first embodiment, the camber angles of only the left and right rear wheels 2RL and 2RR can be adjusted by the camber angle adjusting device 44, and the camber angles are not adjusted for the left and right front wheels 2FL and 2FR. In the second embodiment, the camber angles of only the left and right rear wheels 202RL and 202RR can be adjusted by the camber angle adjusting device 44, and the camber angles are not adjusted for the left and right front wheels 202FL and 202FR. Although the case has been described, the present invention is not necessarily limited thereto, and camber angles of the left and right front wheels 2FL and 2FR and the left and right front wheels 202FL and 202FR in addition to the left and right rear wheels 2RL and 2RR and the left and right rear wheels 202RL and 202RR. May also be configured to be adjustable.

  In each of the embodiments described above, in the state quantity determination process for determining whether or not the state quantity of the vehicle 1 is equal to or greater than the predetermined state quantity, the operation amounts of the pedals 61 and 62 and the steering 63 are greater than or equal to the predetermined operation quantity. Although the case where the determination criteria for determining whether or not there is a fixed value stored in advance in the threshold memory 72a has been described, the present invention is not necessarily limited to this. For example, as another input / output device 90 The wiper sensor device and the road surface condition sensor device exemplified above may be used to acquire the weather and road surface conditions, and to change each criterion according to the acquired weather and road surface conditions. In this case, since it is possible to determine whether or not the state quantity of the vehicle 1 is equal to or greater than the predetermined state quantity according to the weather and the road surface condition, the steering stability of the vehicle 1 can be improved.

  Similarly, in each of the above embodiments, the suspension strokes of the suspension devices 4RL, 4RR, the vehicle 1 are determined in the uneven wear load determination process for determining whether the ground contact load of the left and right rear wheels 2RL, 2RR is an uneven wear load. Pre- and post-back G, lateral G, yaw rate, roll angle, grounding load of left and right rear wheels 2RL, 2RR, tire sidewall crushing amount, accelerator pedal 61 operation amount, steering 63 operation amount, operation speed, and operation acceleration are predetermined. The case has been described in which the determination criteria for determining whether or not the value is equal to or less than the value is a constant value stored in advance in the threshold memory 72a. However, the present invention is not necessarily limited to this. The weather and road surface conditions are acquired by the wiper sensor device and the road surface sensor device exemplified as above, and each judgment criterion is changed according to the acquired weather and road surface conditions. It may be configured. In this case, it is possible to determine whether the ground contact load of the left and right rear wheels 2RL and 2RR is a partial wear load according to the weather and the road surface condition. Fuel consumption can be reduced.

  Although description is omitted in each of the above embodiments, in the process of S63 of the camber control process (see FIG. 8), the left and right rear wheels 2RL and 2RR are adjusted to the second camber angle to the left and right rear wheels 2RL and 2RR. When releasing the negative camber, it may be released after a predetermined time (for example, 3 seconds) has elapsed. In this case, in a road situation where the vehicle 1 frequently turns such as a mountain road, the camber angle adjusting device 44 is not operated every time the vehicle 1 turns, and frequent switching of the camber angle is prevented. Can do.

  In each of the above embodiments, when the lateral G of the vehicle 1 is compared with the threshold values stored in the first and second lateral G memories 72a3 and 72a4 (S16 and S17), the lateral of the vehicle 1 calculated in the process of S15 is calculated. Although the case of using G (that is, the value of 1 acquired most recently) has been described, the present invention is not necessarily limited to this, and the average value of the lateral G within a predetermined time (for example, the latest 3 minutes) is calculated. The calculated average value may be compared with the threshold values stored in the first and second lateral G memories 72a3 and 72a4 in the processing of S16 and S17. The average value of the lateral G within a predetermined time can be calculated by using the value of the lateral G ring buffer memory 73h. Further, the processing from S18 to S20 at the yaw rate of the vehicle 1 is also the same as in the case of the lateral G, and therefore the description thereof is omitted.

  In each of the above-described embodiments, the average value of the vehicle speed in the latest three minutes is equal to or greater than a predetermined threshold (the threshold stored in the vehicle speed threshold memory 72a1), and the average operation amount of the steering 63 in the latest three minutes. The case where it is determined that the traveling state of the vehicle 1 is the predetermined straight traveling state when the value is equal to or smaller than the predetermined threshold (threshold stored in the steer angle threshold memory 72a2) has been described. The predetermined period to be performed is not necessarily limited to this, and it is naturally possible to adopt another predetermined period. For example, the distance may be adopted as a predetermined period for calculating the average value. That is, a configuration may be used in which the average value of the vehicle speed and the average value of the operation amount of the steering 63 are calculated while traveling the latest 5 km.

  When the predetermined period for calculating the average value is a time interval as in the above embodiments, the time interval may be 3 minutes or more, or 3 minutes or less. That is, any value can be adopted. In addition, the time interval is not limited to the latest one, but may be a past one for a predetermined time (for example, in 3 minutes from 4 minutes to 1 minute before the average value is calculated). May be)

  Also, when the predetermined period for calculating the average value is distance, the distance interval is not limited to 5 km, as in the case of the time interval, and any value can be adopted. Similarly, the distance interval is not limited to the most recent distance, and may be a predetermined distance (or time) in the past (for example, 5 km from 6 km to 1 km before the average value is calculated). May be).

  Although description is omitted in each of the above embodiments, a part or all of the wheels 2 and 202 of the vehicles 1 and 201 in each embodiment are replaced with a part or all of the wheels 2 and 202 in other embodiments. You may do it. For example, the wheel 2 of the vehicle 1 in the first embodiment may be changed to the wheel 202 of the vehicle 201 in the third embodiment.

  In the first and second embodiments, the wheels 2 of the vehicle 1 that is the control target of the vehicle control device 100 are all configured to have the same shape and characteristics, and the tread width is configured to be the same width. However, the present invention is not necessarily limited to this. For example, as shown in FIG. 12, two types of treads of a first tread 21 and a second tread 22 may be provided. In this case, in each wheel 2, the first tread 21 is disposed inside the vehicle 1, the second tread 22 is disposed outside the vehicle 1, and the second tread 22 is harder than the first tread 21. Constructed of a high material, the first tread 21 is configured to have higher gripping power characteristics (high grip characteristics) than the second tread 22, while the second tread 22 is less rolling resistant than the first tread 21. It is preferable to configure with small characteristics (low rolling characteristics). As a result, the camber angle of the wheel 2 is adjusted to the first camber angle, and the negative camber is applied to the wheel 2, thereby exhibiting the high grip characteristics of the first tread 21 and ensuring the steering stability of the vehicle 1. be able to. On the other hand, by adjusting the camber angle of the wheel 2 to the steady camber angle and releasing the application of the negative camber to the wheel 2, the low rolling characteristics of the second tread 22 can be exhibited and fuel saving can be achieved. . FIG. 12 is a schematic diagram schematically showing the vehicle 1.

  In the third embodiment, as a technique for making the left and right rear wheels 202RL, 202RR have a lower rolling resistance than the left and right front wheels 202FL, 202FR, the width of the tread of the left and right rear wheels 202RL, 202RR is Although the method of narrowing the width of the tread of the front wheels 202FL and 202FR has been described as an example, the method is not necessarily limited to this, and other methods may be adopted.

  For example, as another method, the treads of the left and right rear wheels 202RL and 202RR are made of a material harder than the treads of the left and right front wheels 202FL and 202FR, and the treads of the left and right front wheels 202FL and 202FR are made to the left and right rear wheels. While the treads of 202RL and 202RR have higher gripping power (high grip), the treads of the left and right rear wheels 202RL and 202RR have lower rolling resistance than the treads of the left and right front wheels 202FL and 202FR (low rolling resistance). ), The tread pattern of the left and right rear wheels 202RL and 202RR is set to a lower rolling resistance pattern than the tread pattern of the left and right front wheels 202FL and 202FR (for example, the left and right rear wheels 202RL and 202RR). Tread pattern of rug type or block tie The second tread pattern of the left and right rear wheels 202RL, 202RR is a rib type), a third method in which the air pressure of the left and right rear wheels 202RL, 202RR is higher than the air pressure of the left and right front wheels 202FL, 202FR. Method, the fourth method in which the tread thickness dimension of the left and right rear wheels 202RL, 202RR is made thinner than the tread thickness dimension of the left and right front wheels 202FL, 202FR, or the first to fourth methods and A fifth method in which some or all of the methods in the second embodiment (methods of varying the tread width) are combined is exemplified.

  In the third embodiment, the case where the width of the tread of the left and right rear wheels 202RL and 202RR is made narrower than the width of the tread of the left and right front wheels 202FL and 202FR has been described. The width of the tread of the left and right rear wheels 202RL and 202RR may be the same as the width of the tread of the left and right front wheels 202FL and 202FR. Even in this case, the left and right rear wheels 202RL and 202RR may be made to have a lower rolling resistance than the left and right front wheels 202FL and 202FR by combining a part or all of the first to fourth methods described above with this configuration. it can.

  In the third embodiment, the case where the widths of the treads of the left and right rear wheels 202RL and 202RR are narrower than the widths of the treads of the left and right front wheels 202FL and 202FR has been described. The tread width of the rear wheels 202RL, 202RR is preferably configured as follows. That is, a value (L / R) obtained by dividing the tire width L ([mm]) by the tire outer diameter R ([mm]) is preferably larger than 0.1 and smaller than 0.4 (0. 1 <L / R <0.4), more preferably larger than 0.1 and smaller than 0.3 (0.1 <L / R <0.3). Thereby, while ensuring the running stability of the vehicle 201, it is possible to reduce rolling resistance and improve fuel efficiency. The tread width is larger than the rim width and smaller than the tire width.

  In the third embodiment, the case where the tread width of the left and right rear wheels 202RL and 202RR is configured to be narrower than the tread width of the left and right front wheels 202FL and 202FR has been described. A method for setting the tread width of the left and right rear wheels 202RL and 202RR in this case will be described.

  13 is a front view of the rear wheels 1202RL and 1202RR supported by the suspension device 4, and FIG. 14 is a front view of the rear wheels 202RL and 202RR supported by the suspension device 4. 13 and 14 are front views corresponding to FIG. 2, and only the right rear wheel 1202RR, 202RR is illustrated, and the illustration of the suspension device 4 is simplified. 13 and 14, a two-dot chain line is used with a vertical line passing through the outer shape of the vehicle body B (an arrow UD direction line, see FIG. 2) as an outer line S (that is, a line indicating the entire width of the vehicle 201). Are shown.

  The rear wheels 1202RL and 1202RR are wheels configured to have the same width as the front wheels 202FL and 202FR described in the third embodiment. Here, the vehicle 201 adds a telescopic function by the RL and RR motors 44RL and 44RR only to the suspension device 204 on the rear wheel side with respect to the existing vehicle that supports all the front and rear wheels 202 by the suspension device 204. 4 is a vehicle configured. Therefore, as shown in FIG. 13A, the vehicle 201 does not project the rear wheels 1202RL and 1202RR outward from the outline S at least when the camber angle is the second camber angle (= 0 °) (that is, safety). It can be installed to meet the standard.

  However, when the control for adjusting the camber angles of the rear wheels 1202RL and 1202RR is performed, the rear wheels 1202RL and 1202RR protrude outward beyond the outline S as shown in FIG. There was a problem that it was not possible. Therefore, the range in which the camber angles of the rear wheels 1202RL and 1202RR can be adjusted is limited, and there is a problem in that a sufficient camber angle cannot be provided.

  In this case, it may be possible to secure an adjustable range of the camber angle by moving the arrangement position of the suspension device 4 itself to the inside of the vehicle 201 (right side in FIG. 13A). Since it is necessary to change the structure, the cost increases and is not practical. On the other hand, by moving the wheel offsets of the rear wheels 1202RL and 1202RR from the wheel center line C to the outside of the vehicle 201 (the left side in FIG. 13A), a relatively large angle is obtained without changing the structure of the vehicle 201. This camber angle can be given to the rear wheels 1202RL and 1202RR. However, in this case, the rear wheels 1202RL and 1202RR themselves move to the inside of the vehicle 201 by the amount of the wheel offset, so interference with the vehicle body B is inevitable.

  Therefore, as shown in FIG. 14, the applicant of the present application makes it unnecessary to significantly change the structure of the existing vehicle (vehicle 201) by reducing the tire width Wl of the rear wheels 202 RL and 202 RR, and The present inventors have come up with a configuration that can ensure a sufficiently adjustable camber angle range while satisfying safety standards.

  A method for setting the tire width Wl of the rear wheels 202RL and 202RR will be described with reference to FIGS. FIG. 15 is a schematic view schematically showing a front view of a wheel supported by the suspension device 4, and shows a state where a negative camber having a camber angle θ is given.

  As shown in FIG. 15, the wheel width dimension is defined as the tire width W, the diameter is defined as the tire diameter R, and the distance from the tire center line (wheel center line) C to the wheel seat surface T is defined as the wheel offset A. . In this case, the distance L in the horizontal direction from the tire outer end M, which is the position where the wheel protrudes most outward, to the origin O, which is the intersection of the wheel rotation axis and the wheel seating surface T, is as follows. Calculated.

  That is, as shown in FIG. 15, the distance between the position P that is the intersection of the wheel rotation axis and the outer surface of the wheel and the origin O is a value obtained by dividing the wheel offset A from the half value of the tire width W ( W / 2−A), the distance J, which is the distance in the horizontal direction from the position P to the origin O, is J = (W / 2−A) · cos θ from the relationship of the trigonometric ratio.

  On the other hand, since the distance connecting the position P and the tire outer end M is a half value (R / 2) of the tire diameter R, the distance K, which is the horizontal distance from the tire outer end K to the position P, is From the relationship of the trigonometric ratio, K = (R / 2) · sin θ.

  Therefore, since the distance L is the sum of the distance J and the distance K, these are added to be L = (W / 2−A) · cos θ + (R / 2) · sin θ. When this relational expression is summarized by the tire width W, W = 2A−R · tan θ + 2L / cos θ.

  The distance L is the distance in the horizontal direction from the origin O to the outline S so that the tire outer end M of the wheel does not protrude outward beyond the outline S of the vehicle 201 and satisfies the safety standard. (Refer to FIG. 13 (b) and FIG. 14 (b)). Therefore, by applying the maximum value of the distance L (that is, the distance Z) and the maximum value of the camber angle θ to be applied to the wheel (for example, 3 °) to the above formula that determines the tire width W, The maximum value of the tire width W can be determined.

  That is, with respect to the rear wheels 1202RL and 1202RR shown in FIG. 13, assuming that the maximum camber angle for preventing the tire outer end M from protruding outward beyond the outline S is θw, the tire width Ww is W = 2A−. R · tan θw + 2Z / cos θw. With respect to the rear wheels 302RL and 302RR shown in FIG. 14, assuming that the maximum camber angle for preventing the tire outer end M from projecting outward beyond the outline S is θl, the tire width Wl is , W = 2A−R · tan θl + 2Z / cos θl.

  In addition, the width of the tread of each wheel is set in a range not exceeding the tire width W. Note that the minimum value of the tire width W is twice the wheel offset A because the tire outer end M cannot be disposed inside the wheel seat surface T.

  As described above, according to the above formula for determining the tire width W, the maximum value of the camber angle θ imparted to the wheel can be increased by reducing the tire width W of the wheel (that is, the width of the tread). it can. That is, as described in the third embodiment, the width of the treads (tire width W) of the rear wheels 202RL and 202RR is made smaller than the width of the treads of the front wheels 202FL and 202FR, so that the existing vehicle (vehicle 201 ), The camber angle adjustable range for the rear wheels 202RL and 202RR can be ensured while satisfying the safety standards.

  In this case, since the width of the tread of the front wheels 202FL and 202FR can be increased, the braking force can be improved. In particular, in the second embodiment in which the front wheels 202FL and 202FR are drive wheels, acceleration performance can be improved. On the other hand, by making the tread width of the rear wheels 202RL and 202RR narrower than the tread width of the left and right front wheels 202FL and 202FR, the rolling resistance of the rear wheels 202RL and 202RR is made to be larger than the rolling resistance of the front wheels 202FL and 202FR. The fuel consumption can be reduced, and fuel consumption can be reduced accordingly.

100,200 Vehicle control device 1,201 Vehicle 2,202 Wheel 2FL, 202FL Left front wheel (part of wheel, part of front wheel)
2FR, 202FR Right front wheel (part of the wheel, part of the front wheel)
2RL, 202RL Left rear wheel (part of wheel, part of rear wheel)
2RR, 202RR Right rear wheel (part of the wheel, part of the rear wheel)
44 Camber angle adjusting device 44RL RL motor (part of camber angle adjusting device)
44RR RR motor (part of camber angle adjustment device)
61 Accelerator pedal (operation member)
62 Brake pedal (operating member)
63 Steering (operation member)

Claims (8)

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,
Activating the camber angle adjusting device, adjusting the camber angle of the wheel so that the absolute value increases, and giving a negative camber to the wheel,
The camber angle of the wheel is corrected to be smaller than the absolute value of the camber angle of the wheel given by the camber angle adjusting device when the state quantity of the vehicle in the predetermined straight traveling state is smaller than a predetermined threshold value. A control apparatus for a vehicle. Vehicle state detection means for detecting a state quantity of the vehicle when the vehicle is in the predetermined straight traveling state;
Vehicle speed average value calculating means for calculating an average value of vehicle speeds in a predetermined period of the vehicle;
Steering amount average value calculating means for calculating an average value of the steering amount for a predetermined period of the vehicle;
An average value determining means for determining whether the average value of the vehicle speed calculated by the vehicle speed average value calculating means and the average value of the steering amount calculated by the steering amount average value calculating means are each equal to or greater than a predetermined threshold; With
The vehicle state determination means determines that the vehicle is in the predetermined straight traveling state when the average value determination means determines that the average value of the vehicle speed and the average value of the steering amount are each equal to or greater than a predetermined threshold value. The vehicle control device according to claim 1, wherein the vehicle control device determines that the vehicle is present and detects a state quantity of the vehicle. Vehicle state detection means for detecting a state quantity of the vehicle when the vehicle is in the predetermined straight traveling state;
Vehicle state determination for determining whether the state amount of the vehicle detected by the vehicle state detection means exceeds a predetermined threshold that is an application standard for providing a stable camber for improving comfort during travel of the vehicle Means, and
The vehicle state detection means detects at least one of a lateral G or a yaw rate as a state quantity of the vehicle when the vehicle is in a predetermined straight traveling state,
The vehicle state determination means is a predetermined threshold in which at least one of the lateral G or the yaw rate detected by the vehicle state detection means is a reference for granting a stable camber for enhancing comfort during travel of the vehicle. 3. The vehicle control device according to claim 1, wherein the vehicle control device determines whether or not the vehicle has exceeded. Vehicle state detection means for detecting a state quantity of the vehicle when the vehicle is in the predetermined straight traveling state;
Vehicle state determination for determining whether the state amount of the vehicle detected by the vehicle state detection means exceeds a predetermined threshold that is an application standard for providing a stable camber for improving comfort during travel of the vehicle Means,
A first camber angle adjusting means for setting the camber angle of the wheel at least in a negative direction when the vehicle state determining means determines that the vehicle state quantity exceeds a predetermined threshold;
When the vehicle state determination means does not determine that the state quantity of the vehicle exceeds a predetermined threshold, the camber angle is smaller in absolute value than the camber angle of the wheel adjusted by the first camber angle adjustment means. The vehicle control device according to any one of claims 1 to 3, further comprising second camber angle adjusting means for adjusting a camber angle of the wheel. The vehicle state determination means periodically determines at a predetermined time interval whether the vehicle state quantity detected by the vehicle state detection means exceeds the predetermined threshold, and
The first camber angle adjusting means includes:
A camber angle that decreases the absolute value of the camber angle of the wheel by a predetermined angle change amount when the vehicle state amount detected by the vehicle state detection means is smaller than the vehicle state amount detected before a predetermined period. Reduction means,
A camber that increases the absolute value of the camber angle of the wheel by a predetermined angle change amount when the vehicle state amount detected by the vehicle state detection means is equal to or greater than the vehicle state amount detected before a predetermined period. An angle increasing means;
The vehicle state quantity detected by the vehicle state detection means is greater than or equal to the vehicle state quantity detected before a predetermined period, and the camber angle increasing means before the predetermined period determines the camber angle of the wheel. 5. The vehicle control according to claim 4, further comprising camber angle adjustment standby means for waiting for adjustment of the camber angle of the wheel when the absolute value is increased by a predetermined angle change amount. apparatus. Traveling state detecting means for detecting the traveling state of the vehicle;
A traveling state for determining whether the traveling state of the vehicle acquired by the traveling state detecting means is a predetermined traveling state that is an application standard for providing a limit camber for improving traveling stability at a behavior limit of the vehicle. Judgment means,
When the traveling state determining unit determines that the traveling state of the vehicle is a predetermined traveling state, the wheel has an absolute value larger than at least the camber angle adjusted by the second camber angle adjusting unit. A third camber angle adjusting means for adjusting the camber angle of
6. The vehicle control device according to claim 4, wherein the determination by the traveling state determination unit is performed with priority over the determination by the vehicle state determination unit.   7. The vehicle according to claim 1, wherein the vehicle includes left and right front wheels and left and right rear wheels, and the camber angle adjusting device adjusts camber angles of the left and right rear wheels. The vehicle control device according to any one of the above. The vehicle includes an operation member operated by an operator,
The traveling state detection means detects the traveling state of the vehicle based on the operation amount of the operation member,
The traveling state determination means provides a limit camber for increasing the traveling stability of the traveling state of the vehicle detected by the traveling state detection unit based on the operation amount of the operating member. The vehicle control device according to claim 6, wherein it is determined whether the vehicle is in a predetermined traveling state, which is a reference for giving.

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