JP2011213268A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device capable of suppressing reduction of the remaining capacity of a battery and degradation of the battery, and ensuring the traveling stability of a vehicle.SOLUTION: A battery state determinator determines whether a battery is insufficiently charged or degraded. Besides, a state quantity determinator determines whether the vehicular state quantity satisfies the predetermined condition. As a result of determination, when the vehicular state quantity satisfies the predetermined condition, and if the battery is insufficiently charged or degraded, a battery degradation state adjuster drives a camber angle adjusting device at the timing earlier than that when the camber angle is adjusted by a normal state adjuster, and the camber angle of the wheel is adjusted so that the absolute value of the camber angle is increased. By driving the camber angle adjusting device when the longitudinal acceleration or the lateral acceleration is small, any instantaneous load is reduced to suppress the power consumption, reduction of the remaining capacity of the battery or degradation of the battery can be suppressed, and the camber angle is reliably adjusted to ensure the traveling stability of the vehicle.

Description

  The present invention relates to a camber angle adjusting device that adjusts a camber angle of a wheel and a battery that supplies electric power to the camber angle adjusting device. The present invention relates to a vehicular control device that can suppress a drop and battery deterioration and can ensure running stability of the vehicle.

  2. Description of the Related Art Conventionally, there has been known a technique for ensuring traveling stability of a vehicle by adjusting a camber angle of a wheel according to the traveling state of the vehicle. With regard to this type of technology, for example, Patent Literature 1 discloses a technology for improving the running stability of a vehicle by applying a negative camber to the wheel when the vehicle runs at a predetermined speed or higher. The camber angle of the wheel is driven by the power supplied from the battery, and the camber angle adjusting device shifts the ground contact portion of the wheel with respect to the road surface in a direction (lateral direction) substantially perpendicular to the traveling direction of the vehicle. The wheels are tilted and adjusted. At this time, friction occurs between the ground contact portion of the wheel and the road surface. The camber angle adjusting device adjusts the camber angle of the wheel by applying a force against the friction to the wheel.

JP-A-60-193781

  However, in the technique disclosed in Patent Document 1 described above, a negative camber is given to the wheel according to the speed of the vehicle regardless of whether the battery is insufficiently charged or deteriorated. For example, when the acceleration in the traveling direction of the vehicle (longitudinal acceleration) or the acceleration in the direction perpendicular to the traveling direction (lateral acceleration) is large, the ground contact load of the wheel increases. If a negative camber is applied to the wheel at this time, the friction between the ground contact portion of the wheel and the road surface is large, and the load on the camber angle adjusting device increases. Therefore, the power consumption of the camber angle adjusting device also increases instantaneously. When the battery is insufficiently charged, there is a problem that the remaining capacity of the battery decreases as the power consumption increases. Further, when the battery is deteriorated, there is a problem that the deterioration of the battery is accelerated when the power consumption increases momentarily.

  Furthermore, when the battery is insufficiently charged or the battery has deteriorated, the voltage and current supplied to the camber angle adjustment device by the battery become unstable, so the operation of the camber angle adjustment device becomes unstable and the camber angle is reduced. Adjustment timing may be delayed. In particular, when the longitudinal acceleration or lateral acceleration of the vehicle increases, the load on the camber angle adjusting device increases. This tendency becomes prominent, and the timing for adjusting the camber angle may be delayed.

  The present invention has been made to solve the above-described problems, and provides a vehicle control device that can suppress a decrease in the remaining capacity of a battery and a deterioration of the battery, and can ensure traveling stability of the vehicle. It is an object.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, according to the vehicle control device of the first aspect, in the vehicle in which the camber angle adjusting device is driven by the power supplied by the battery and the camber angle of the wheel is adjusted, the battery is acquired by the battery information acquisition means. Information is acquired, and based on the acquired information, the battery state determination means determines whether the battery is insufficiently charged or deteriorated. On the other hand, a state quantity of the vehicle is acquired by the state quantity acquisition means, and it is determined whether the state quantity of the vehicle satisfies a predetermined condition by the state quantity determination means. As a result of the determination, when the battery is not insufficiently charged or deteriorated and the vehicle state quantity satisfies a predetermined condition, the camber angle adjusting device is driven by the normal state adjusting means and the camber angle of the wheel is an absolute value. Is adjusted to be large.

  On the other hand, when the battery is undercharged or deteriorated and the vehicle state quantity satisfies a predetermined condition, the timing is earlier than when the camber angle of the wheel is adjusted by the normal state adjusting means. Thus, the camber angle adjusting device is driven by the battery low state adjusting means, and the camber angle of the wheel is adjusted so that the absolute value becomes large. When it is determined that the battery is insufficiently charged or deteriorated in this way, the wheel camber is adjusted by the battery low state adjusting means at an earlier timing than the case where the wheel camber angle is adjusted by the normal condition adjusting means. Since the angle is adjusted, the battery low state adjusting unit drives the camber angle adjusting device when the longitudinal acceleration and the lateral acceleration are smaller than when the camber angle adjusting device is driven by the normal state adjusting unit. Thereby, the instantaneous load of the camber angle adjusting device can be reduced and the power consumption can be suppressed. Therefore, there is an effect that a decrease in the remaining capacity of the battery and deterioration of the battery can be suppressed.

  Further, the battery lowering state adjusting means has a camber angle at a timing when the camber angle adjusting device is driven by the normal state adjusting means and the camber angle is adjusted and the longitudinal and lateral accelerations are small and the friction between the road surface and the wheels is small. Since the angle adjusting device is driven to adjust the camber angle of the wheel, the load on the camber angle adjusting device can be reduced. As a result, even if the voltage or current supplied from the battery to the camber angle adjusting device becomes unstable, the camber angle can be adjusted with certainty, and the running stability of the vehicle can be ensured.

  According to the vehicle control device of claim 2, the predetermined condition for determining whether or not the state quantity determining unit satisfies the condition is that the battery is determined to be insufficiently charged or deteriorated by the battery state determining unit. The condition in the state is set to be a necessary condition for satisfying the condition in the normal state in which it is determined by the battery state determination means that the battery is not insufficiently charged or deteriorated. As a result, if the battery is in a low battery state where it is determined that the battery is undercharged or deteriorated, the battery is not undercharged or deteriorated even if the state is such that the camber angle of the wheel is adjusted. In the normal state where it is determined that the wheel is not engaged, the camber angle of the wheel can be set not to be adjusted. In this way, in addition to the effect of the first aspect, importance is placed on the reduction of the remaining capacity of the battery and the suppression of the deterioration of the battery, the reduction of the remaining capacity of the battery and the suppression of the deterioration of the battery, and the securing of the running stability of the vehicle. It can be arbitrarily selected depending on the condition setting, such as whether to achieve both, and there is an effect of improving the flexibility of vehicle design.

  According to the vehicle control apparatus of the third aspect, the camber angle of the rear wheel is adjusted by the camber angle adjusting device driven by the normal state adjusting means and the battery low state adjusting means, and the negative camber is given to the rear wheel. . Since the negative camber is applied to the rear wheel, the canvas characteristic generated on the rear wheel can be used to make the vehicle characteristics have a stable understeer tendency. Therefore, in addition to the effect of the first or second aspect, It has the effect of improving straight running stability and marginal driving performance.

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 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 battery fall judgment process. It is a flowchart which shows a camber control process. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 2nd Embodiment is mounted. It is 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 block diagram which showed the electric constitution of the control apparatus for vehicles in 3rd Embodiment. It is the schematic diagram which showed the content of the driving | running | working state threshold value map typically. It is a flowchart which shows a driving | running | working state judgment process. It is a flowchart which shows a camber control process. It is the block diagram which showed the electrical structure of the vehicle control apparatus in 4th Embodiment. It is the schematic diagram which showed the content of the state quantity threshold value map typically. It is a flowchart which shows a state quantity determination process. It is the block diagram which showed the electric constitution of the control apparatus for vehicles in 5th Embodiment. It is a flowchart which shows a camber control process. It is a flowchart which shows a camber cancellation process.

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

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in the present embodiment) wheels 2 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, the wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), the plurality of suspension devices 4 that suspend the left and right rear wheels 2RL, 2RR on the vehicle body frame BF, and the left and right front wheels 2FL, 2FR A plurality of suspension devices 40 that are suspended on the body frame BF and a steering device 5 that steers a part of the plurality of wheels 2 (in this embodiment, the left and right front wheels 2FL, 2FR) are mainly provided. ing.

  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 addition, as shown in FIG. 1, 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 wheel 2 has a tread width (dimension in the left-right direction in FIG. 1). It is configured to have 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 devices 4 and 40 function as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2, and are configured to be extendable and extend as shown in FIG. It is provided corresponding to each wheel 2. In addition, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting mechanism that adjusts the camber angles of the left and right rear wheels.

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

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

  The knuckle 43 supports the wheel 2 so as to be steerable. As shown in FIG. 2, the upper end (upper side in FIG. 2) is connected to the strut 41, and the lower end (lower side in FIG. 2) is connected via a ball joint. Are coupled to the lower arm 42.

  The 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 4 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.

  Thereby, in the state where the camber angle of the wheel 2 is adjusted, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 46 is generated, and the camber angle of the wheel 2 can be maintained. .

  In the present embodiment, in the first camber state, the camber angle of the wheel 2 is adjusted to a predetermined negative angle (-4 ° in the present embodiment, hereinafter referred to as “first camber angle”). A negative camber is applied to the wheel 2. On the other hand, in the second camber state (the state shown in FIG. 2), the camber angle of the wheel 2 is adjusted to −1 ° (hereinafter referred to as “second camber angle”).

  The suspension device 40 is omitted in the function of adjusting the camber angles of the left and right front wheels 2FL, 2FR (that is, in the suspension device 4 shown in FIG. 2, the extension / retraction function by the RR motor 44RR is omitted). Except for (), the other configuration is the same as that of the suspension device 4, and the description thereof is omitted. In the present embodiment, the camber angles of the left and right front wheels 2FL, 2FR are fixed at −1 °.

  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 battery 64 is a member that supplies electric power to each part of the vehicle 1, and the RL motor 44 RL and the RR motor 44 RR are driven by electric power supplied from the battery 64.

  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, and the ROM 72 is a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIGS. 4 to 8), fixed value data, or the like. Is stored in a non-rewritable nonvolatile memory, as shown in FIG. 3, in which an upper limit resistance value 72a and a lower limit remaining capacity 72b are stored.

  The upper limit resistance value 72a is a resistance value indicating the upper limit of the internal resistance after temperature correction, which is an indicator of the deterioration state (SOH) of the battery 64. The CPU 71 determines that the internal resistance after temperature correction of the battery 64 is the upper limit resistance value 72a. When it is above, it is determined that the battery 64 is in a deteriorated state. The lower limit remaining capacity 72b is a lower limit value of the remaining capacity (SOC) of the battery 64. When the remaining capacity of the battery 64 is equal to or less than the lower limit remaining capacity 72b, the CPU 71 determines that the battery 64 is in an insufficiently charged state. .

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. As shown in FIG. 3, the camber flag 73a, the state amount flag 73b, the running state flag 73c, the uneven wear load flag 73d, A battery flag 73e is provided.

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

  The state quantity flag 73b is a flag indicating whether or not the state quantity of the vehicle 1 satisfies a predetermined condition, and is switched on or off when a state quantity determination process (see FIG. 4) described later is executed. Note that the state amount flag 73b in the present embodiment is switched on when at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is equal to or greater than a predetermined operation amount, and the CPU 71 Determines that the state quantity of the vehicle 1 satisfies a predetermined condition when the state quantity flag 73b is on.

  The traveling state flag 73c is a flag indicating whether or not the traveling state of the vehicle 1 is a predetermined straight traveling state, and is switched on or off when a traveling state determination process (see FIG. 5) described later is executed. The traveling state flag 73c in the present embodiment is switched on when the traveling speed of the vehicle 1 is equal to or higher than the predetermined traveling speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. Determines that the traveling state of the vehicle 1 is a predetermined straight traveling state when the traveling state flag 73c is on.

  The uneven wear load flag 73d indicates that when the vehicle 1 travels in a state in which the camber angle of the wheel 2 is the first camber angle, that is, in a state where a negative camber is applied to the wheel 2, the ground load of the wheel 2 is a tire (tread). ) Is a flag indicating whether or not the contact load may cause uneven wear (hereinafter referred to as “uneven wear load”), and is turned on or off during execution of the uneven wear load determination process (see FIG. 6) described later. Can be switched to. When the uneven wear load flag 73d is on, the CPU 71 determines that the ground load of the wheel 2 is an uneven wear load that may cause uneven wear on the tire.

  The battery flag 73e is a flag indicating whether or not the battery 64 is insufficiently charged or deteriorated. The battery 71 is switched on or off during execution of a later-described battery decrease determination process (see FIG. 7). When the battery flag 73e is on, it is determined that the battery 64 is insufficiently charged or deteriorated.

  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 and 2RR. As described above, the camber angle adjusting device 44 swings the movable plate 47 (see FIG. 2) of each suspension device 4. It mainly includes a total of two RL motors 44RL and RR motor 44RR that respectively apply driving force, and a drive control circuit (not shown) that drives and controls each of the motors 44RL and 44RR based on an instruction from the CPU 71. Yes.

  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 longitudinal acceleration sensor 80a is a sensor that detects acceleration in the longitudinal direction (direction of arrow FB in FIG. 1) of the vehicle 1 (body frame BF), so-called longitudinal acceleration (longitudinal G), and the lateral acceleration sensor 80b is This is a sensor that detects acceleration in the left-right direction (the direction of arrow LR in FIG. 1) of the vehicle 1 (body frame BF), that is, lateral acceleration (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 traveling speed of the vehicle 1 can be acquired by synthesizing these two-direction components.

  The yaw rate sensor device 81 is a device for detecting the yaw rate of the vehicle 1 and outputting the detection result to the CPU 71, and a vehicle around a vertical axis (an arrow UD direction axis in FIG. 1) passing through the center of gravity of the vehicle 1. 1 (main body frame BF) is mainly provided with a yaw rate sensor 81a that detects the rotational angular velocity, and an output circuit (not shown) that processes the detection result of the yaw rate sensor 81a and outputs it to the CPU 71.

  The roll angle sensor device 82 is a device for detecting the roll angle of the vehicle 1 and outputting the detection result to the CPU 71. The roll angle sensor device 82 rotates about the front-rear axis passing through the center of gravity of the vehicle 1 (the arrow FB direction axis in FIG. 1). A roll angle sensor 82a for detecting the rotation angle of the vehicle 1 (body frame BF) and an output circuit (not shown) for processing the detection result of the roll angle sensor 82a and outputting the result to the CPU 71. .

  In the present embodiment, the yaw rate sensor 81a and the roll angle sensor 82a are configured by an optical gyro sensor that detects a rotational angular velocity and a rotational 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 83 is a device for detecting the amount of expansion / contraction of each suspension device 4 and outputting the detection result to the CPU 71. The suspension stroke sensor device 83 detects the amount of expansion / contraction of each suspension device 4 in total. RR suspension stroke sensors 83RL to 83RR, and an output circuit (not shown) that processes the detection results of the respective suspension stroke sensors 83RL to 83RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each of the suspension stroke sensors 83RL to 83RR is configured as a strain gauge, and each of the suspension stroke sensors 83RL to 83RR is disposed in a shock absorber (not shown) of each suspension device 4, respectively. Has been.

  The CPU 71 acquires the ground load of the rear wheels 2RL and 2RR based on the detection results (extension amounts) of the suspension stroke sensors 83RL to 83RR input from the suspension stroke sensor device 83. That is, since the ground load of the rear wheels 2RL and 2RR and the expansion / contraction amount of the suspension device 4 have a proportional relationship, if the expansion / contraction amount of the suspension device 4 is X and the damping constant of the suspension device 4 is k, the rear The ground load F of the wheels 2RL and 2RR is F = kX.

  The ground load sensor device 84 is a device for detecting the ground load of the rear wheels 2RL and 2RR and outputting the detection result to the CPU 71. The ground load sensor device 84 detects the ground loads of the rear wheels 2RL and 2RR, respectively. RL to RR ground load sensors 84RL to 84RR and an output circuit (not shown) that processes the detection results of the ground load sensors 84RL to 84RR and outputs them to the CPU 71.

  In the present embodiment, each of the ground load sensors 84RL to 84RR is configured as a piezoresistive load sensor, and each of the ground load sensors 84RL to 84RR is a shock absorber (not shown) of each suspension device 4. Respectively.

  The side wall crushing margin sensor device 85 is a device for detecting the crushing margin of the tire side walls of the rear wheels 2RL and 2RR and outputting the detection result to the CPU 71. A total of two RL to RR side wall collapse allowance sensors 85RL to 85RR that detect the collapse allowance, and an output circuit (not shown) that processes the detection results of the respective sidewall collapse allowance sensors 85RL to 85RR and outputs them to the CPU 71. ).

  In the present embodiment, each of the sidewall collapse allowance sensors 85RL to 85RR is configured as a strain gauge, and each of these sidewall collapse allowance sensors 85RL to 85RR is disposed in each of the rear wheels 2RL and 2RR. Yes.

  The battery state detection device 86 is a device for detecting the voltage, current and temperature of the battery 64 and outputting the detection result to the CPU. The voltage sensor 86a for detecting the voltage of the battery 64 and the current of the battery 64 are detected. A current sensor 86b to detect, a temperature sensor 86c to detect the temperature of the battery 64, and an output circuit (not shown) that processes the detection results of the voltage sensor 86a, current sensor 86b, and temperature sensor 86c and outputs them to the CPU 71. I have.

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

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

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

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

  As another input / output device 90 illustrated in FIG. 3, for example, the current position of the vehicle 1 is acquired using GPS, and the acquired current position of the vehicle 1 is associated with map data in which information on roads is stored. The navigation apparatus etc. which are acquired in this way are illustrated.

  Next, the state quantity determination process will be described with reference to FIG. FIG. 4 is a flowchart showing the state quantity determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and whether the state quantity of the vehicle 1 satisfies a predetermined condition. Is a process for determining.

  Regarding the state quantity determination processing, the CPU 71 first acquires the operation amount (depression amount) of the accelerator pedal 61, the operation amount (depression amount) of the brake pedal 62, and the operation amount (steer angle) of the steering 63 (S1, S2). S3), it is determined whether or not at least one of the obtained operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount (S4). In the process of S4, the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 acquired in the processes of S1 to S3 respectively correspond to the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63, respectively. Then, the threshold value stored in advance in the ROM 72 (in this embodiment, when the vehicle 1 is accelerated, braked or turned while the camber angle of the wheel 2 is the second camber angle, the wheel 2 may slip. To determine whether or not the current operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are equal to or greater than a predetermined operation amount.

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

  On the other hand, as a result of the process of S4, when it is determined that both the operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are smaller than the predetermined operation amount (S4: No), the state amount flag 73b is set. It is turned off (S6), and this state quantity determination process is terminated.

  Next, the traveling state determination process will be described with reference to FIG. FIG. 5 is a flowchart showing the running state determination process. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and the traveling state of the vehicle 1 is a predetermined straight traveling state. This is a process for determining whether or not.

  Regarding the travel state determination process, the CPU 71 first acquires the travel speed of the vehicle 1 (S11), and determines whether or not the acquired travel speed of the vehicle 1 is equal to or higher than a predetermined speed (S12). In the process of S12, the travel speed of the vehicle 1 acquired in the process of S11 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current travel speed of the vehicle 1 is equal to or higher than a predetermined speed. Determine whether.

  As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the predetermined speed (S12: No), the traveling state flag 73c is turned off (S16), and this traveling state determination process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed as a result of the processing of S12 (S12: Yes), the operation amount (steer angle) of the steering 63 is acquired (S13). It is determined whether or not the acquired operation amount of the steering 63 is equal to or less than a predetermined operation amount (S14). In the process of S14, the operation amount of the steering 63 acquired in the process of S13 and the threshold value stored in advance in the ROM 72 (in this embodiment, in the state quantity determination process shown in FIG. And a value smaller than the operation amount of the steering wheel 63 for determining whether or not a predetermined condition is satisfied), it is determined whether or not the current operation amount of the steering wheel 63 is equal to or less than the predetermined operation amount. .

  As a result, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount (S14: Yes), the traveling state flag 73c is turned on (S15), and this traveling state determination process is ended. That is, in this traveling state determination means, when the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount, the traveling state of the vehicle 1 is a predetermined straight traveling state. It is judged that.

  On the other hand, when it is determined that the operation amount of the steering wheel 63 is larger than the predetermined operation amount as a result of the processing of S14 (S14: No), the traveling state flag 73c is turned off (S16), and this traveling state determination processing Exit.

  Next, the uneven wear load determination process will be described with reference to FIG. FIG. 6 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 of the vehicle control device 100 is turned on, and the vehicle with the negative camber applied to the wheels 2 is executed. This is a process for determining whether or not the ground contact load of the rear wheels 2RL and 2RR is a partial wear load that may cause a partial wear on the tire (tread) when the vehicle 1 travels.

  Regarding the uneven wear load determination process, the CPU 71 first determines whether or not the expansion / contraction amount of each suspension device 4 is equal to or less than a predetermined expansion / contraction amount (S21). In the process of S21, the suspension stroke sensor device 83 detects the expansion / contraction amount of each suspension device 4, and compares the detected expansion / contraction amount of each suspension device 4 with a threshold value stored in advance in the ROM 72. Thus, it is determined whether the current expansion / contraction amount of each suspension device 4 is equal to or less than a predetermined expansion / contraction amount.

  As a result, when it is determined that the expansion / contraction amount of at least one suspension device 4 among the suspension devices 4 is larger than the predetermined expansion / contraction amount (S21: No), it corresponds to the suspension device 4 having the large expansion / contraction amount. Since the grounding load of the rear wheels 2RL, 2RR is larger than the predetermined grounding load and the grounding load of the rear wheels 2RL, 2RR is determined to be an uneven wear load, the uneven wear load flag 73d is turned on (S32), The uneven wear load determination process is terminated.

  On the other hand, as a result of the process of S21, when it is determined that the expansion / contraction amount of each suspension device 4 is equal to or less than the predetermined expansion / contraction amount (S21: Yes), whether the longitudinal G of the vehicle 1 is equal to or less than the predetermined acceleration. Is determined (S22). In the process of S22, the longitudinal G of the vehicle 1 detected by the acceleration sensor device 80 (the longitudinal acceleration sensor 80a) is compared with the threshold value stored in advance in the ROM 72, and the longitudinal G of the current vehicle 1 is compared. Is less than or equal to a predetermined acceleration.

  As a result, when it is determined that the longitudinal G of the vehicle 1 is larger than the predetermined acceleration (S22: No), the ground load of either the left or right front wheels 2FL, 2FR or the left and right rear wheels 2RL, 2RR is predetermined. Since it is estimated that the contact load is larger than the contact load, and it is determined that the contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S32), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the front and rear G of the vehicle 1 is equal to or lower than the predetermined acceleration as a result of the process of S22 (S22: Yes), it is determined whether the lateral G of the vehicle 1 is equal to or lower than the predetermined acceleration. (S23). In the process of S23, the lateral G of the vehicle 1 detected by the acceleration sensor device 80 (the lateral acceleration sensor 80b) is compared with the threshold value stored in advance in the ROM 72, and the lateral G of the current vehicle 1 is compared. Is less than or equal to a predetermined acceleration.

  As a result, when it is determined that the lateral G of the vehicle 1 is larger than the predetermined acceleration (S23: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the ground contact load of the wheel 2 is a partial wear load. Therefore, the partial wear load flag 73d is turned on (S32), 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 lower than the predetermined acceleration as a result of the process of S23 (S23: Yes), it is determined whether the yaw rate of the vehicle 1 is equal to or lower than the predetermined yaw rate. (S24). In the process of S24, the yaw rate of the vehicle 1 detected by the yaw rate sensor device 81 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current yaw rate of the vehicle 1 is equal to or less than a predetermined yaw rate. Determine whether.

  As a result, when it is determined that the yaw rate of the vehicle 1 is greater than the predetermined yaw rate (S24: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Since it is estimated that the contact load is larger than the contact load, and it is determined that the contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S32), and the 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 yaw rate as a result of the process of S24 (S24: Yes), it is determined whether the roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle. (S25). In the process of S25, the roll angle of the vehicle 1 detected by the roll angle sensor device 82 is compared with a threshold value stored in advance in the ROM 72, so that the current roll angle of the vehicle 1 is equal to or less than a predetermined roll angle. It is determined whether or not.

  As a result, when it is determined that the roll angle of the vehicle 1 is larger than the predetermined roll angle (S25: No), the ground contact load of either the left and right front wheels 2FL, 2FR or the left and right rear wheels 2RL, 2RR is predetermined. Therefore, it is determined that the ground contact load of the wheel 2 is a partial wear load. Therefore, the partial wear load flag 73d is turned on (S32), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle as a result of the process of S25 (S25: Yes), the ground load of the rear wheels 2RL and 2RR is equal to or smaller than the predetermined ground load. Whether or not (S26). In the process of S26, the ground load of the rear wheels 2RL and 2RR detected by the ground load sensor device 84 is compared with the threshold value stored in advance in the ROM 72, and the current ground load of the rear wheels 2RL and 2RR is compared. Is less than or equal to a predetermined ground load.

  As a result, when it is determined that the ground load of either of the left and right rear wheels 2RL, 2RR is larger than the predetermined ground load (S26: No), the ground load of the rear wheels 2RL, 2RR is an uneven wear load. Since it is determined that there is, the uneven wear load flag 73d is turned on (S32), and this uneven wear load determination process is terminated.

  On the other hand, when it is determined that the ground load of the rear wheels 2RL and 2RR is equal to or lower than the predetermined load as a result of the processing of S26 (S26: Yes), the crushed allowance of the tire sidewalls of the rear wheels 2RL and 2RR is predetermined. It is determined whether or not it is equal to or less than the collapse cost (S27). In the process of S27, the collapse width of the tire sidewalls of the rear wheels 2RL and 2RR detected by the sidewall collapse allowance sensor device 85 is compared with the threshold value stored in advance in the ROM 72, and the current rear wheel is determined. It is determined whether or not the 2RL and 2RR tire sidewalls have a predetermined collapse allowance.

  As a result, when it is determined that the crushed allowance of the tire sidewall of either of the rear wheels 2RL, 2RR is larger than the predetermined crushed allowance (S27: No), the grounding of the rear wheels 2RL, 2RR having the large crushed allowance is determined. The load is estimated to be larger than the predetermined ground load, and it is determined that the ground load of the rear wheels 2RL and 2RR is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on (S32), and the uneven wear load is determined. The determination process ends.

  On the other hand, as a result of the processing of S27, when it is determined that the crushed allowance of the tire sidewalls of the rear wheels 2RL, 2RR is equal to or less than the predetermined crushed allowance (S27: Yes), the operation amount of the accelerator pedal 61 (depressed amount) ) Is less than or equal to a predetermined operation amount (S28). In the process of S28, the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a and a threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. And the current operation amount of the accelerator pedal 61 is equal to or less than the predetermined operation amount, as compared with the operation amount of the accelerator pedal 61 for determining whether or not the state quantity of 1 satisfies the predetermined condition. Determine 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 (S28: No), it is estimated that the ground load of the left and right rear wheels 2RL, 2RR is larger than the predetermined ground load. Since it is determined that the ground contact load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S32), and the uneven wear load determination process is terminated.

  On the other hand, when 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 processing of S28 (S28: Yes), the operation amount (steer angle) of the steering 63 is equal to or less than the predetermined operation amount. It is determined whether or not (S29). In the process of S29, the operation amount of the steering 63 detected by the steering sensor device 63a and the threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. A value smaller than the operation amount of the steering wheel 63 for determining whether or not the state quantity satisfies a predetermined condition, and whether or not the driving state of the vehicle 1 is a predetermined straight traveling state in the driving state determination process shown in FIG. And a value larger than the operation amount of the steering 63 for determining whether or not the current operation amount of the steering 63 is equal to or less than a predetermined operation amount.

  As a result, when it is determined that the operation amount of the steering 63 is larger than the predetermined operation amount (S29: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is Since it is estimated that the contact load of the wheel 2 is larger than the predetermined contact load, it is determined that the contact load of the wheel 2 is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on (S32), 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 S29 (S29: Yes), the operation speed (steer angular velocity) of the steering 63 is equal to or less than the predetermined speed. Whether or not (S30). In the process of S30, the operation speed of the steering 63 obtained by time differentiation of the operation amount of the steering 63 is compared with a threshold value stored in advance in the ROM 72, so that the current operation speed of the steering 63 is predetermined. It is determined whether or not the speed is below.

  As a result, when it is determined that the operation speed of the steering 63 is greater than the predetermined speed (S30: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the ground contact load of the wheel 2 is a partial wear load. Therefore, the partial wear load flag 73d is turned on (S32), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation speed of the steering wheel 63 is equal to or lower than the predetermined speed as a result of the process of S30 (S30: Yes), the operational acceleration (steer angular acceleration) of the steering wheel 63 is equal to or lower than the predetermined acceleration. Whether or not (S31). In the process of S31, the operation acceleration of the steering wheel 63 obtained by time differentiation of the operation speed of the steering wheel 63 is compared with the threshold value stored in advance in the ROM 72, and the current operation acceleration of the steering wheel 63 is predetermined. It is determined whether the acceleration is equal to or less than the acceleration.

  As a result, when it is determined that the operation acceleration of the steering 63 is greater than the predetermined acceleration (S31: No), the ground load of either the left front wheel 2FL, 2RL or the right front wheel 2FR, 2RR is predetermined. Therefore, it is determined that the ground contact load of the wheel 2 is a partial wear load. Therefore, the partial wear load flag 73d is turned on (S32), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation acceleration of the steering wheel 63 is equal to or lower than the predetermined acceleration as a result of the processing of S31 (S31: Yes), the uneven wear flag 73d is turned off (S33), and this uneven wear load determination is performed. The process ends.

  Next, with reference to FIG. 7, the battery decrease determination process will be described. FIG. 7 is a flowchart showing a battery decrease determination process. This process 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 battery 64 is insufficiently charged or deteriorated. This is a process for determining whether or not there is.

  Regarding the battery decrease determination process, the CPU first determines whether or not the wheel drive device 3 is being driven (S41), and if it is determined that the wheel drive device 3 is stopped (S41: No), The battery open circuit voltage E (potential difference between the terminals of the battery 64 when no load is applied) and the temperature of the battery 64 before starting the wheel drive device 3 are acquired (S42). Next, the CPU 71 starts the maximum load voltage Vm (maximum potential difference between the terminals of the battery 64 when there is a load) and the maximum load current Im (maximum current flowing from the battery 64 when there is a load). Current) is acquired (S43). The processes of S42 and S43 are repeatedly executed until the wheel drive device 3 is started (S44: No).

  When it is determined that the wheel drive device 3 has started (S44: Yes), the CPU 71 calculates the drop voltage ΔV from the open circuit voltage E and the maximum load voltage Vm, and the internal resistance R = ΔV / from the maximum load current Im. Im is calculated, and an internal resistance Rt corrected by the temperature of the battery 64 is obtained (S45). Next, it is determined whether the temperature-corrected internal resistance Rt is equal to or higher than the upper limit resistance value 72a (S46). In the process of S46, the internal resistance Rt is compared with the upper limit resistance value 72a stored in advance in the ROM 72 to determine whether or not the internal resistance Rt of the battery 64 is equal to or higher than the upper limit resistance value 72a. As a result of the processing of S46, when it is determined that the internal resistance Rt is less than the upper limit resistance value 72a (S46: No), it is determined that the battery 64 has not deteriorated. The voltage between the terminals of the battery at a certain time) and the load current (current flowing from the battery when there is a load) are acquired (S47).

  On the other hand, in the process of S41, when it is determined that the wheel drive device 3 is driven (S41: Yes), the CPU 71 skips the processes of S42 to S46 and executes the process of S47. The CPU 71 calculates the remaining capacity (SOC) of the battery 64 based on the load voltage and load current acquired in the process of S47 (S48). Note that a method for calculating the remaining capacity is well known (for example, JP-A-8-278352, etc.), and thus the description thereof is omitted.

  Next, the CPU 71 determines whether the remaining capacity is equal to or less than the lower limit remaining capacity 72b (S49). If it is determined that the remaining capacity is greater than the lower limit capacity value 72b (S49: No), the battery 64 is insufficiently charged. Therefore, the battery flag 73e is turned off (S50), and the battery decrease determination process is terminated. In the process of S49, the calculated remaining capacity is compared with the lower limit remaining capacity 72b stored in advance in the ROM 72, and it is determined whether or not the remaining capacity of the battery 64 is equal to or lower than the lower limit remaining capacity 72b.

  On the other hand, when it is determined that the remaining capacity is equal to or lower than the lower limit capacity value 72b as a result of the process of S49 (S49: Yes), it is determined that the battery 64 is not deteriorated but is insufficiently charged. The flag 73e is turned on (S51), and the battery decrease determination process is terminated. If it is determined that the internal resistance Rt is greater than or equal to the upper limit resistance value 72a as a result of the processing in S46 (S46: Yes), it is determined that the battery 64 has deteriorated, so the battery flag 73e is turned on. In step S51, the battery decrease determination process is terminated.

  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 the wheels 2 (left and right rear wheels 2RL, 2RR) are processed. This is a process for adjusting the camber angle.

  Regarding the camber control process, the CPU 71 first determines whether or not the battery flag 73e is on (S61), and if it is determined that the battery flag 73e is on (S61: Yes), the camber flag 73a. It is determined whether or not is on (S62). As a result, when it is determined that the camber flag 73a is off (S62: No), it is determined whether or not the operation amount of the steering 63 is equal to or less than a predetermined operation amount (S63). In the process of S63, the operation amount of the steering 63 detected by the steering sensor device 63a and the threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. A value smaller than the operation amount of the steering wheel 63 for determining whether or not the state quantity satisfies a predetermined condition, and whether or not the driving state of the vehicle 1 is a predetermined straight traveling state in the driving state determination process shown in FIG. And a value larger than the operation amount of the steering 63 for determining whether or not the current operation amount of the steering 63 is equal to or less than a predetermined operation amount.

  As a result, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount (the vehicle 1 is in a straight traveling state) (S63: Yes), the RL to RR motors 44RL to 44RR are operated, The camber angles of the left and right rear wheels 2RL, 2RR are adjusted to the first camber angle, a negative camber is applied to the rear wheels 2RL, 2RR (S64), and the camber flag 73a is turned on (S65). Exit.

  If it is determined as a result of the processing in S62 that the camber flag 73a is on (S62: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle. The process of S65 is skipped, and this camber control process is terminated while maintaining the first camber angle.

  Thereby, when the battery flag 73e is on, that is, when it is determined that the battery 64 is insufficiently charged or deteriorated, the camber angles of the rear wheels 2RL and 2RR are maintained at the first camber angle. Therefore, it is possible to prevent the adjustment of the camber angle from being repeated and to suppress the power consumption. Therefore, a decrease in the remaining capacity of the battery 64 and deterioration of the battery 64 can be suppressed.

  In addition, when the battery 64 is insufficiently charged or the battery 64 is deteriorated, the camber angle of the rear wheels 2RL and 2RR is maintained at the first camber angle and the negative camber is applied. The running timing of the vehicle 1 can be ensured without delaying the adjustment timing.

  Also, the camber angle adjustment for adjusting the camber angle of the rear wheels 2RL and 2RR is performed because the camber angle of the rear wheels 2RL and 2RR is adjusted from the second camber angle to the first camber angle because the vehicle 1 is in a straight traveling state. The load on the device 44 can be reduced compared to when the vehicle 1 is in a turning state. As a result, power consumption is suppressed, and a decrease in remaining capacity of the battery 64 and deterioration of the battery 64 can be suppressed.

  Furthermore, the camber angle adjusting device 44 adjusts the camber angles of the rear wheels 2RL and 2RR, and a negative camber is imparted to the rear wheels 2RL and 2RR, so that the characteristics of the vehicle 1 can have a stable understeer tendency. As a result, it is possible to improve the straight running stability and the limit traveling performance of the vehicle 1.

  On the other hand, in the process of S61, when it is determined that the battery flag 73e is off (S61: No), the CPU 71 next determines whether or not the state quantity flag 73b is on (S66). As a result, when it is determined that the state quantity flag 73b is on (S66: Yes), it is determined whether the camber flag 73a is on (S67). As a result, when it is determined that the camber flag 73a is off (S67: No), the RL to RR motors 44RL to 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. To the rear wheels 2RL, 2RR (S68), the camber flag 73a is turned on (S69), and the camber control process is terminated.

  As a result, when the state quantity of the vehicle 1 satisfies the predetermined condition, that is, at least one of the operation quantity of each pedal 61 and 62 and the operation quantity of the steering 63 is equal to or greater than the predetermined operation quantity. If it is determined that there is a risk of the wheel 2 slipping when the vehicle 1 accelerates, brakes or turns with the camber angle of the wheels 2RL and 2RR being the second camber angle, a negative camber is applied to the rear wheels 2RL and 2RR. Thus, the running stability of the vehicle 1 can be ensured by using the canvas last generated in the rear wheels 2RL and 2RR.

  On the other hand, if it is determined as a result of the processing in S67 that the camber flag 73a is on (S67: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S68. And the process of S69 is skipped and this camber control process is complete | finished.

  On the other hand, as a result of the process of S66, when it is determined that the state quantity flag 73b is off (S66: No), it is determined whether or not the travel state flag 73c is on (S70). If it is determined that the status flag 73c is on (S70: Yes), it is determined whether the camber flag 73a is on (S71). As a result, when it is determined that the camber flag 73a is off (S71: No), the RL to RR motors 44RL to 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. The negative camber is applied to the rear wheels 2RL and 2RR (S72), the camber flag 73a is turned on (S73), and the process of S74 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. When the vehicle is traveling straight at a high speed, it is possible to ensure the straight running stability of the vehicle 1 by using the lateral rigidity of the wheels 2 by applying a negative camber to the rear wheels 2RL and 2RR.

  On the other hand, if it is determined as a result of the processing of S71 that the camber flag 73a is on (S71: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S72 And the process of S73 is skipped and it is judged whether the partial wear load flag 73d is ON (S74). As a result, when it is determined that the uneven wear load flag 73d is on (S74: Yes), the RL to RR motors 44RL to 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 to release the negative camber from the rear wheels 2RL and 2RR (S75), the camber flag 73a is turned off (S76), and the camber control process is terminated.

  As a result, when the ground contact load of the rear wheels 2RL, 2RR is uneven wear load, that is, when the vehicle 1 travels with the negative camber applied to the rear wheels 2RL, 2RR, uneven wear is caused on the tire (tread). When there is a fear, the partial wear of the tire can be suppressed by releasing the application of the negative camber to the rear wheels 2RL and 2RR.

  On the other hand, when it is determined that the uneven wear load flag 73d is OFF as a result of the process of S74 (S74: No), the ground load of the rear wheels 2RL and 2RR is not the uneven wear load, but the rear wheels 2RL and 2RR. Even if the vehicle 1 travels with the negative camber applied to the tire, it is determined that there is no risk of uneven wear on the tire (tread), so the processes of S75 and S76 are skipped and the camber control process is terminated. To do.

  On the other hand, when it is determined that the traveling state flag 73c is off as a result of the process of S70 (S70: No), it is determined whether or not the camber flag 73a is on (S77). As a result, when it is determined that the camber flag 73a is on (S77: Yes), the RL to RR motors 44RL to 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the second camber angle. The negative camber is no longer assigned to the rear wheels 2RL and 2RR (S78), the camber flag 73a is turned off (S79), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 does not satisfy the predetermined condition and the traveling state of the vehicle 1 is not the predetermined straight traveling state, that is, when it is not necessary to prioritize the traveling stability of the vehicle 1. By releasing the negative camber from the rear wheels 2RL and 2RR, the influence of the canvas last can be avoided and fuel consumption can be reduced.

  On the other hand, if it is determined that the camber flag 73a is OFF as a result of the processing of S77 (S77: No), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the second camber angle, so S78 And the process of S79 is skipped and this camber control process is complete | finished.

  As described above, according to the first embodiment, when it is determined that the ground load of the rear wheels 2RL and 2RR is equal to or greater than the predetermined ground load, the camber angle of the rear wheels 2RL and 2RR is the second camber. Since the angle (the camber angle having a smaller absolute value than the first camber angle) is adjusted and the negative camber is not applied to the rear wheels 2RL and 2RR, uneven wear of the tire can be suppressed. That is, since the wear of the tire is more likely to progress as the contact load of the wheel 2 is larger, when the contact load of the wheel 2 is equal to or greater than the predetermined contact load, by canceling the application of the negative camber to the wheel 2, Uneven wear of the tire can be suppressed. As a result, the life of the tire can be improved. Further, by suppressing uneven wear of the tire, it is possible to prevent the ground contact surface of the tire from becoming uneven and to ensure the running stability of the vehicle 1. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

  Further, according to the first embodiment, when it is determined that the battery 64 is not insufficiently charged and has not deteriorated, and when it is determined that the state quantity of the vehicle 1 satisfies the predetermined condition, Since the camber angles of the wheels 2RL and 2RR are adjusted to the first camber angle and the negative camber is given to the rear wheels 2RL and 2RR, the running stability of the vehicle 1 is stabilized by using the canvas last generated in the rear wheels 2RL and 2RR. Sex can be secured. Further, when it is determined that the state quantity of the vehicle 1 does not satisfy the predetermined condition and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angles of the rear wheels 2RL and 2RR are determined. Is adjusted to the second camber angle (the camber angle having an absolute value smaller than the first camber angle) and the negative camber is no longer applied to the rear wheels 2RL and 2RR, so that uneven wear of the tire can be suppressed. . Therefore, it is possible to achieve both of ensuring traveling stability and suppressing uneven wear of the tire.

  Further, according to the first embodiment, when it is determined that the battery 64 is not insufficiently charged and has not deteriorated, and when the traveling state of the vehicle 1 is determined to be a predetermined straight traveling state, The camber angles of the rear wheels 2RL and 2RR are adjusted to the first camber angle, and a negative camber is applied to the rear wheels 2RL and 2RR. Therefore, the lateral rigidity of the wheels 2 is used to ensure the straight running stability of the vehicle 1. be able to. When it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angles of the rear wheels 2RL and 2RR are Adjustment to the second camber angle (a camber angle having a smaller absolute value than the first camber angle) and release of the negative camber to the rear wheels 2RL and 2RR are released, so that uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring straight running stability and suppressing uneven wear of the tire.

  Next, a second embodiment will be described with reference to FIGS. In 1st Embodiment, although the vehicle 1 which is the control object of the control apparatus 100 for vehicles demonstrated the case where the camber angles of the left and right rear wheels 2RL and 2RR were configured to be adjustable by the camber angle adjusting device 44, The vehicle 201 according to the second embodiment will be described in a case where the camber angles of all the wheels 2 including the left and right front wheels 2FL and 2FR and the left and right rear wheels 2RL and 2RR can be adjusted by the camber angle adjusting device 244. . 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 schematic diagram schematically showing a vehicle 201 on which the vehicle control device 200 according to the second embodiment is mounted. Note that arrows UD, LR, and FB in FIG. 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. 8, in the vehicle 201, the left and right front wheels 2FL and 2FR are suspended on the vehicle body frame BF by the suspension device 204, while the left and right rear wheels 2RL and 2RR are suspended on the vehicle body frame BF by the suspension device 4. . Similar to the suspension device 4, the suspension device 204 also has a function as a camber angle adjustment mechanism that adjusts the camber angle of the wheel 2.

  Here, with reference to FIG. 10, the detailed structure of the suspension apparatus 204 is demonstrated. FIG. 10 is a front view of the suspension device 204. 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 structure of each suspension device 204 is common to the left and right front wheels 2FL and 2FR, the suspension device 204 corresponding to the right front wheel 2FR is shown in FIG. 10 as a representative example. However, in FIG. 10, illustration of the drive shaft 31 and the like is omitted for easy understanding.

  As shown in FIG. 10, the suspension device 204 transmits the knuckle 43 supported by the vehicle body frame BF via the strut 41 and the lower arm 42, the FR motor 44FR that generates the driving force, and the driving force of the FR motor 44FR. The worm wheel 45 and the arm 246, and the movable plate 47 that is swingably driven with respect to the knuckle 43 by the driving force of the FR motor 44FR transmitted from the worm wheel 45 and the arm 246 are mainly configured. .

  The arm 246 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47. As shown in FIG. 10, one end (right side in FIG. 10) is connected via the first connecting shaft 248. The other end (left side in FIG. 10) is connected to the upper end (upper side in FIG. 10) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45.

  According to the suspension device 204 configured as described above, when the FR motor 44FR is driven, the worm wheel 45 rotates and the rotational motion of the worm wheel 45 is converted into linear motion of the arm 246. As a result, when the arm 246 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 connecting shafts 248, 49 and the rotating shaft 45a of the worm wheel 45 are in the direction from the vehicle body frame BF toward the wheel 2 (arrow R direction), the rotating shaft 45a, the first connecting shaft 248, 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 first connecting shaft 248, the rotating shaft 45a, and the second connecting shaft 49 (see FIG. 10), the camber angle of the wheel 2 is adjusted so as to be in either one of the camber states.

  Thereby, in the state in which the camber angle of the wheel 2 is adjusted to the first camber state or the second camber state, even if an external force is applied to the wheel 2, no force in the direction of rotating the arm 246 is generated. A camber angle of 2 can be maintained. In the present embodiment, in the first camber state, the camber angle of the wheel 2 is adjusted to a predetermined angle in the plus direction (+ 2 ° in the present embodiment, hereinafter referred to as “first camber angle”). 2 is given a positive camber. On the other hand, in the second camber state (the state shown in FIG. 10), the camber angle of the wheel 2 has a smaller absolute value than the first camber angle, and a predetermined angle in the negative direction from the first camber angle (−1 in the present embodiment). (Hereinafter referred to as “second camber angle”).

  The vehicle control device 200 is a device for controlling each part of the vehicle 201 configured as described above. For example, the camber angle adjusting device 244 (see FIG. 11).

  Next, a detailed configuration of the vehicle control device 200 will be described with reference to FIG. FIG. 11 is a block diagram showing an electrical configuration of the vehicle control device 200.

  The camber angle adjusting device 244 is a device for adjusting the camber angles of the left and right rear wheels 2RL, 2RR and the left and right rear wheels 2RL, 2RR. The camber angle adjusting device 244 is a camber for the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR. A total of four FL to RR motors 44FL to 44RR that respectively give corners, and a drive control circuit (not shown) that drives and controls each of the motors 44FL to 44RR based on instructions from the CPU 71 are mainly provided. . That is, the camber angle adjusting device 244 in the second embodiment is configured by adding FL and FR motors 44FL and 44FR corresponding to the left and right front wheels 2FL and 2FR to the camber angle adjusting device 44 in the first embodiment. ing.

  The suspension stroke sensor device 283 is a device for detecting the amount of expansion / contraction of the suspension devices 4 and 204 and outputting the detection result to the CPU 71. The suspension stroke sensor device 283 detects the amount of expansion / contraction of the suspension devices 4 and 204, respectively. Stroke sensors 83FL to 83RR and an output circuit (not shown) for processing the detection results of the respective suspension stroke sensors 83FL to 83RR and outputting them to the CPU 71 are provided. That is, the suspension stroke sensor device 283 in the second embodiment adds the FL and FR suspension stroke sensors 83FL and 83FR corresponding to the left and right front wheels 2FL and 2FR to the suspension stroke sensor device 83 in the first embodiment. It is configured.

  The ground load sensor device 284 is a device for detecting the ground loads of the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR and outputting the detection result to the CPU 71. The left and right front wheels 2FL, 2FR and FL to RR ground load sensors 84FL to 84RR that detect the ground loads of the rear wheels 2RL and 2RR, respectively, and an output circuit (not shown) that processes the detection results of the ground load sensors 84FL to 84RR and outputs them to the CPU 71 It has. In other words, the ground load sensor device 284 in the second embodiment adds the FL and FR ground load sensors 84FL and 84FR corresponding to the left and right front wheels 2FL and 2FR to the ground load sensor device 84 in the first embodiment. It is configured.

  The side wall crushing margin sensor device 285 is a device for detecting crushing margins of the tire sidewalls of the left and right front wheels 2FL, 2FR and the rear wheels 2RL, 2RR and outputting the detection result to the CPU 71. 2 FL, 2 FR and rear wheels 2 RL, 2 RR of the tire sidewalls are detected by the FL to RR sidewall collapse margin sensors 85 FL to 85 RR, and the detection results of the respective sidewall collapse margin sensors 85 FL to 85 RR are processed. And an output circuit (not shown) for outputting to the CPU 71. That is, the sidewall collapse allowance sensor device 285 in the second embodiment is different from the sidewall collapse allowance sensor device 85 in the first embodiment in that the FL and FR sidewall collapse allowance sensors 85FL correspond to the left and right front wheels 2FL and 2FR. , 85FR are added.

  Next, the uneven wear load determination process in the second embodiment will be described, but since it is substantially the same as the uneven wear load determination process (see FIG. 6) in the first embodiment, only different points will be described.

  In the second embodiment, FL corresponding to the left and right front wheels 2FL and 2FR, FR suspension stroke sensors 83FL and 83FR, FL corresponding to the left and right front wheels 2FL and 2FR, FR ground load sensors 84FL and 84FR, left and right front wheels 2FL, FL and FR side wall collapse allowance sensors 85FL and 85FR corresponding to 2FR are added to the first embodiment. Therefore, using these sensors, the amount of expansion and contraction of the suspension devices 4 and 40 of each wheel 2 and a predetermined value are substituted for part of the processing of S21 of the uneven wear load determination processing (see FIG. 6) in the first embodiment. , Compare a part of the process of S26 with the ground load of each wheel 2 and a predetermined value, and change a part of the process of S27 and compare the crushed allowance of the tire sidewall with a predetermined value. . As a result, when the vehicle 201 travels with a positive camber applied to the left and right front wheels 2FL, 2FR and a negative camber applied to the left and right rear wheels 2RL, 2RR, the left and right front wheels 2FL, 2FR or left and right It is determined whether or not the ground load of the rear wheels 2RL and 2RR is an uneven wear load that may cause uneven wear on the tire (tread).

  In the second embodiment, in addition to the uneven wear load determination processing in the first embodiment, it is determined whether or not the operation amount (depression amount) of the brake pedal 62 is equal to or less than a predetermined operation amount. Execute the process. In this process, the operation amount of the brake pedal 62 detected by the brake pedal sensor device 62a and the threshold value stored in advance in the ROM 72 (in the present embodiment, in the state quantity determination process shown in FIG. Whether the current operation amount of the brake pedal 62 is equal to or smaller than the predetermined operation amount. Judge whether or not.

  As a result, when it is determined that the operation amount of the brake pedal 62 is larger than the predetermined operation amount (No), the front / rear load moves to the front wheels 2FL, 2FR side, and the ground loads of the left and right front wheels 2FL, 2FR are increased. Since it is estimated that the contact load of the wheel 2 is larger than the predetermined contact load, it is determined that the contact load of the wheel 2 is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on, and this uneven wear load determination process is terminated. On the other hand, as a result of this processing, when it is determined that the operation amount of the brake pedal 62 is equal to or less than the predetermined operation amount (Yes), other processing of uneven wear load determination processing is executed.

  In the camber control process in the first embodiment, the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to give and release the negative camber. In the camber control process in the second embodiment, In addition to adjusting the camber angles of the left and right rear wheels 2RL and 2RR to give and release the negative camber, the camber angles of the left and right front wheels 2FL and 2FR are adjusted to give and release the positive camber. .

  In the second embodiment, the camber angle adjusting device 244 is driven by the electric power supplied by the battery 64 to adjust the camber angles of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR. Compared with the first embodiment. Thus, although the power consumption of the camber angle adjusting device 244 increases, the straight traveling stability and the limit traveling performance of the vehicle 201 can be improved as in the first embodiment.

  Next, a third embodiment will be described with reference to FIGS. FIG. 12 is a block diagram showing an electrical configuration of the vehicle control apparatus 300 according to the third embodiment. The vehicle control device 300 is assumed to be mounted on the vehicle 1 instead of the vehicle control device 100 described in the first embodiment. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 12, the vehicle control device 300 includes a CPU 71, a ROM 372, 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 ROM 372 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, the programs in the flowcharts shown in FIGS. 4, 6, 7, 14, and 15), fixed value data, and the like. It is. In addition to the upper limit resistance value and the lower limit remaining capacity (both not shown), the ROM 372 is provided with a running state threshold value map 372a as shown in FIG.

  Here, the traveling state threshold map 372a will be described with reference to FIG. FIG. 13 is a schematic diagram schematically showing the contents of the running state threshold map 372a. The traveling state threshold map 372a is a map that defines thresholds for controlling the camber angles of the rear wheels 2RL and 2RR with respect to the operation amount of the steering 63 and the traveling speed of the vehicle 1. The CPU 71 determines a threshold value for adjusting the camber angle to the first camber angle or the second camber angle based on the contents of the running state threshold map 372a.

  In the running state threshold map 372a, a threshold value in the normal mode and a threshold value in the battery reduction mode are defined for the operation amount of the steering 63 and the running speed of the vehicle 1, and the CPU 71 executes a running state described later. In the determination process (see FIG. 14), the threshold value in the normal mode and the threshold value in the battery reduction mode are read out to determine the threshold value for the operation amount of the steering 63 and the traveling speed of the vehicle 1.

  According to the running state threshold map 372a, as shown in FIG. 13, the threshold S1 in the normal mode is defined as 60 km / h and the threshold S2 in the battery reduction mode is defined as 80 km / h with respect to the running speed of the vehicle 1. Has been. Further, the threshold θ1 in the normal mode is 10 degrees (10 degrees left and right with respect to the center line) with respect to the operation amount (steer angle) of the steering 63, and the threshold θ2 in the battery reduction mode is 5 degrees (center line). And 5 degrees to the left and right).

  In the traveling state determination process (see FIG. 14) described later, in the normal mode, the camber of the wheel 2 is performed when the traveling speed of the vehicle 1 is equal to or higher than the threshold value S1 (60 km) and the operation amount of the steering 63 is equal to or lower than the threshold value θ1 (10 degrees). The angle is adjusted to the first camber angle so that a negative camber is applied to the wheel 2. On the other hand, in the battery reduction mode, the camber angle of the wheel 2 is adjusted to the first camber angle when the traveling speed of the vehicle 1 is not less than the threshold value S2 (80 km) and the operation amount of the steering 63 is not more than the threshold value θ2 (5 degrees). 2 is defined so that a negative camber is provided.

  That is, the condition for adjusting the camber angle of the wheel 2 to the first camber angle is a necessary condition for the condition in the normal mode to satisfy the condition in the battery low mode, and the condition in the battery low mode. Is a sufficient condition for satisfying the conditions in the normal mode. In other words, under the condition that the camber angle of the wheel 2 is adjusted to the first camber angle and the negative camber is applied to the wheel 2, the battery lowering mode is stricter than the normal mode. Therefore, in the camber control process (see FIG. 15), which will be described later, the camber angle of the wheel 2 is adjusted to the first camber angle and the negative camber is given to the wheel 2 at a timing when the battery lowering mode is slower than the normal mode. It is set to be.

  Next, the traveling state determination process will be described with reference to FIG. FIG. 14 is a flowchart showing the running state determination process. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 300 is turned on, and the traveling state of the vehicle 1 is a predetermined straight traveling state. This is a process for determining whether or not. In the state quantity determination process (see FIG. 4), the uneven wear load determination process (see FIG. 6), and the battery decrease determination process (see FIG. 7) described in the first embodiment, the power source of the vehicle control device 300 is also the same. It is assumed that it is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while it is being charged.

  Regarding the traveling state determination process, the CPU 71 first acquires the traveling speed of the vehicle 1 and the operation amount of the steering 63 (S81, S82). Next, it is determined whether or not the battery flag 73e is on (S83). As a result, when it is determined that the battery flag 73e is off (S83: No), it is determined whether or not the traveling speed of the vehicle 1 is equal to or higher than the threshold value S1 in the normal mode (S84). In the process of S84, the travel speed of the vehicle 1 acquired in the process of S81 is compared with the threshold S1 in the normal mode of the travel state threshold map 372a stored in advance in the ROM 372, and the current travel of the vehicle 1 is compared. It is determined whether or not the speed is greater than or equal to a threshold value S1.

  As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the threshold value S1 (S84: No), the traveling state flag 73c is turned off (S87), and this traveling state determination process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or greater than the threshold value S1 as a result of the process of S84 (S84: Yes), the operation amount (steer angle) of the steering 63 is equal to or less than the threshold value θ1 in the normal mode. It is determined whether or not there is (S85). In the process of S85, the operation amount of the steering wheel 63 obtained in the process of S82 and the normal mode threshold θ1 of the running state threshold map 372a stored in advance in the ROM 372 (in this embodiment, the state shown in FIG. 4). In the amount determination process, the current operation amount of the steering wheel 63 is less than or equal to the threshold θ1 by comparing the state amount of the vehicle 1 with a value smaller than the operation amount of the steering wheel 63 for determining whether or not a predetermined condition is satisfied. It is determined whether or not.

  As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or less than the threshold value θ1 (S14: Yes), the traveling state flag 73c is turned on (S86), and the traveling state determination process is terminated. That is, in this traveling state determination means, when it is determined that the battery flag 73e is off, the traveling speed of the vehicle 1 is not less than the threshold value S1, and the operation amount of the steering 63 is not more than the threshold value θ1. In addition, it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state.

  On the other hand, when it is determined that the operation amount of the steering wheel 63 is larger than the threshold value θ1 as a result of the process of S85 (S85: No), the travel state flag 73c is turned off (S87), and the travel state determination process is terminated. To do.

  On the other hand, when it is determined that the battery flag 73e is on as a result of the process of S83 (S83: Yes), it is determined whether or not the traveling speed of the vehicle 1 is equal to or higher than the threshold value S2 in the battery reduction mode. Judgment is made (S88). In the process of S88, the travel speed of the vehicle 1 acquired in the process of S81 is compared with the threshold S2 (value greater than the threshold S1) of the battery lowering mode in the travel state threshold map 372a stored in advance in the ROM 372. Thus, it is determined whether or not the current traveling speed of the vehicle 1 is equal to or greater than the threshold value S2.

  As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the threshold value S2 (S88: No), the traveling state flag 73c is turned off (S90), and this traveling state determination process is terminated.

  On the other hand, when it is determined that the traveling speed of the vehicle 1 is equal to or greater than the threshold value S2 as a result of the process of S88 (S88: Yes), the operation amount (steer angle) of the steering 63 is equal to or less than the threshold value θ2 in the battery reduction mode. It is determined whether or not (S89). In the process of S89, the operation amount of the steering wheel 63 acquired in the process of S82 is compared with the threshold value θ2 (value smaller than the threshold value θ1) of the battery reduction mode stored in the ROM 372 in advance in the running state threshold value map 372a. Thus, it is determined whether or not the current operation amount of the steering 63 is equal to or less than the threshold value θ2.

  As a result, when it is determined that the operation amount of the steering wheel 63 is equal to or less than the threshold value θ2 (S89: Yes), the traveling state flag 73c is turned on (S86), and the traveling state determination process ends. That is, in this travel state determination process, when it is determined that the battery flag 73e is on, the travel speed of the vehicle 1 is equal to or greater than the threshold value S2, and the operation amount of the steering 63 is equal to or less than the threshold value θ2. In addition, it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state.

  On the other hand, if it is determined that the operation amount of the steering wheel 63 is larger than the threshold value θ2 as a result of the process of S89 (S89: No), the travel state flag 73c is turned off (S90), and the travel state determination process is terminated. To do.

  Next, the camber control process will be described with reference to FIG. FIG. 15 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 300 is turned on, and the wheels 2 (left and right rear wheels 2RL, 2RR) are processed. This is a process for adjusting the camber angle.

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (S91). If it is determined that the state quantity flag 73b is on (S91: Yes), It is determined whether or not the flag 73a is on (S92). As a result, when it is determined that the camber flag 73a is off (S92: No), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. To the rear wheels 2RL, 2RR (S93), the camber flag 73a is turned on (S94), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 satisfies a predetermined condition, that is, at least one of the operation quantities of the pedals 61 and 62 and the operation quantity of the steering 63 is equal to or greater than the predetermined operation quantity. When it is determined that there is a risk of the wheels 2 slipping when the vehicle 1 is accelerated, braked or turned with the second camber angle being the second camber angle, a negative camber is applied to the rear wheels 2RL and 2RR. The running stability of the vehicle 1 can be ensured by using the canvas last generated in the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the camber flag 73a is on (S92: Yes) as a result of the process of S92, the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S93 And the process of S94 is skipped and this camber control process is complete | finished.

  On the other hand, when it is determined that the state quantity flag 73b is off as a result of the process of S91 (S91: No), it is determined whether or not the travel state flag 73c is on (S95). When it is determined that the status flag 73c is on (S95: Yes), it is determined whether the camber flag 73a is on (S96). As a result, when it is determined that the camber flag 73a is off (S96: No), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. The negative camber is assigned to the rear wheels 2RL and 2RR (S97), the camber flag 73a is turned on (S98), and the process of S99 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed (in the normal mode, the threshold value is S1 or higher, and in the battery low mode, the threshold value is S2 or higher ) And the operation amount of the steering 63 is equal to or less than a predetermined operation amount (threshold value θ1 or less in the normal mode, or less than threshold value θ2 in the battery low mode), and the vehicle 1 travels straight ahead at a relatively high speed. In this case, by applying a negative camber to the rear wheels 2RL and 2RR, it is possible to ensure the straight running stability of the vehicle 1 using the lateral rigidity of the wheels 2.

  On the other hand, if it is determined that the camber flag 73a is on as a result of the process of S96 (S96: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S97 And the process of S98 is skipped and it is judged whether the partial wear load flag 73d is ON (S99). As a result, when it is determined that the uneven wear load flag 73d is on (S99: Yes), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the rear wheels 2RL and 2RR to the second camber angle. The negative camber is no longer assigned to the rear wheels 2RL and 2RR (S100), the camber flag 73a is turned off (S101), and the camber control process is terminated.

  Thereby, when the ground contact load of the wheel 2 is an uneven wear load, that is, when the vehicle 1 travels with the negative camber applied to the rear wheels 2RL and 2RR, there is a risk of causing uneven wear on the tire (tread). In such a case, uneven wear of the tire can be suppressed by releasing the negative camber from being applied to the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the uneven wear load flag 73d is OFF as a result of the process of S99 (S99: No), the ground contact load of the wheel 2 is not the uneven wear load, and the negative camber is applied to the rear wheels 2RL and 2RR. Even if the vehicle 1 travels in a state where is given, it is determined that there is no possibility that the tire (tread) will be unevenly worn, so the processing of S100 and S101 is skipped and the camber control processing is terminated.

  On the other hand, when it is determined as a result of the process of S95 that the traveling state flag 73c is off (S95: No), it is determined whether or not the camber flag 73a is on (S102). As a result, when it is determined that the camber flag 73a is ON (S102: Yes), the RL to RR motors 44RL and 44RR are operated to adjust the camber angles of the rear wheels 2RL and 2RR to the second camber angle. Then, the application of the negative camber to the rear wheels 2RL and 2RR is canceled (S103), the camber flag 73a is turned off (S104), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 does not satisfy the predetermined condition and the traveling state of the vehicle 1 is not the predetermined straight traveling state, that is, when it is not necessary to prioritize the traveling stability of the vehicle 1. By releasing the negative camber from the rear wheels 2RL and 2RR, the influence of the canvas last can be avoided and fuel consumption can be reduced.

  On the other hand, if it is determined that the camber flag 73a is OFF as a result of the process of S102 (S102: No), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the second camber angle. And the process of S104 is skipped and this camber control process is complete | finished.

  As described above, according to the third embodiment, when it is determined that the ground load of the wheel 2 is equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second camber angle (first camber angle). (The camber angle having a smaller absolute value) is adjusted and the application of the negative camber to the wheel 2 is released, so that uneven wear of the tire can be suppressed. That is, since the wear of the tire is more likely to progress as the contact load of the wheel 2 is larger, when the contact load of the wheel 2 is equal to or greater than the predetermined contact load, by canceling the application of the negative camber to the wheel 2, Uneven wear of the tire can be suppressed. As a result, the life of the tire can be improved. Further, by suppressing uneven wear of the tire, it is possible to prevent the ground contact surface of the tire from becoming uneven and to ensure the running stability of the vehicle 1. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

  Further, according to the third embodiment, when it is determined that the state quantity of the vehicle 1 satisfies the predetermined condition, the camber angle of the wheel 2 is adjusted to the first camber angle, and a negative camber is imparted to the wheel 2. Therefore, the running stability of the vehicle 1 can be ensured using the canvas last generated on the wheels 2. Further, when it is determined that the state quantity of the vehicle 1 does not satisfy the predetermined condition and it is determined that the ground load of the wheel 2 is equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second Since the camber angle is adjusted to a camber angle (a camber angle having a smaller absolute value than the first camber angle) and the application of the negative camber to the wheel 2 is released, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring traveling stability and suppressing uneven wear of the tire.

  Further, according to the third embodiment, when it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state, the camber angle of the wheel 2 is adjusted to the first camber angle, and the negative camber is applied to the wheel 2. Since it is given, it is possible to ensure the straight running stability of the vehicle 1 by utilizing the lateral rigidity of the wheels 2. When it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second camber. Since the angle (the camber angle having a smaller absolute value than the first camber angle) is adjusted and the negative camber is not applied to the wheel 2, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring straight running stability and suppressing uneven wear of the tire.

  Further, according to the third embodiment, when it is determined that the battery 64 is insufficiently charged or deteriorated, the traveling speed of the vehicle 1 is equal to or higher than the threshold value S2, and the steering 63 is operated. When the amount is equal to or less than the threshold value θ2, it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state. The threshold value S2 is a value larger than the threshold value S1 when it is determined that the battery 64 is not insufficiently charged and has not deteriorated, and the threshold value θ2 is a value smaller than the threshold value θ1. Therefore, when it is determined that the battery 64 is insufficiently charged or deteriorated, the traveling state of the vehicle 1 is delayed at a later timing than when it is determined that the battery 64 is not insufficiently charged and has not deteriorated. It is determined that the vehicle is in a predetermined straight traveling state. Thereby, when it is determined that the battery 64 is insufficiently charged or deteriorated, the drive timing of the camber angle adjusting device 44 can be delayed. As a result, the driving frequency of the camber angle adjusting device 44 can be reduced and the power consumption can be suppressed. Therefore, while ensuring the running stability of the vehicle 1, it is possible to suppress the decrease in the remaining capacity of the battery 64 and the deterioration of the battery.

  Further, according to the third embodiment, the condition for determining that the traveling state of the vehicle 1 is the predetermined straight traveling state is necessary for the condition in the normal mode to satisfy the condition in the battery low mode. It is set to be a condition. As a result, even in a traveling state in which the camber angle of the wheel 2 is adjusted in the normal mode, the camber angle of the wheel 2 can be set not to be adjusted in the battery low mode. it can. Accordingly, whether importance is placed on the reduction of the remaining capacity of the battery 64 and the suppression of the deterioration of the battery 64, or the reduction of the remaining capacity of the battery 64 and the suppression of the deterioration of the battery 64 and the securing of the running stability of the vehicle 1 are both achieved. Etc., and can be arbitrarily selected depending on the condition setting, and the flexibility of vehicle design can be improved.

  Further, according to the third embodiment, the camber angle adjusting device 44 adjusts the camber angles of the rear wheels 2RL and 2RR, and a negative camber is applied to the rear wheels 2RL and 2RR, so that the camber angle adjusting device 44 generates the rear wheels 2RL and 2RR. The canvas last can be used to make the characteristics of the vehicle 1 have a stable understeer tendency. Thereby, the straight running stability and the limit running performance of the vehicle 1 can be improved.

  Next, a fourth embodiment will be described with reference to FIGS. 16 to 18. FIG. 16 is a block diagram showing an electrical configuration of the vehicle control apparatus 400 according to the fourth embodiment. It is assumed that the vehicle control device 400 is mounted on the vehicle 1 instead of the vehicle control device 100 described in the first embodiment. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 16, the vehicle control device 400 includes a CPU 71, a ROM 472, and a RAM 73, which are connected to the input / output port 75 via the bus line 74. The input / output port 75 is connected to a device such as the wheel drive device 3. The ROM 472 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, the programs in the flowcharts shown in FIGS. 5, 6, 7, 15, and 18), fixed value data, and the like. It is. In addition to the upper limit resistance value and the lower limit remaining capacity (both not shown), the ROM 472 is provided with a state quantity threshold map 472a as shown in FIG.

  Here, the state quantity threshold map 472a will be described with reference to FIG. FIG. 17 is a schematic diagram schematically showing the contents of the state quantity threshold map 472a. The state quantity threshold map 472a is a map that defines thresholds for controlling the camber angles of the rear wheels 2RL and 2RR with respect to the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63. The CPU 71 determines a threshold for adjusting the camber angle to the first camber angle or the second camber angle based on the contents of the state quantity threshold map 472a.

  In the state amount threshold map 472a, a threshold value in the normal mode and a threshold value in the battery reduction mode are defined for the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63, and the CPU 71 will be described later. In the state quantity determination process (see FIG. 18), the threshold value in the normal mode and the threshold value in the battery low mode are read out to determine the threshold values for the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63.

  According to this state quantity threshold map 472a, as shown in FIG. 17, the threshold A1 in the normal mode is 50% and the threshold A2 in the battery reduction mode is 50% of the operation amount (depression amount) of the accelerator pedal 61. 30% is specified respectively. Further, the threshold value B1 in the normal mode is defined as 50% and the threshold value B2 in the battery reduction mode is defined as 30% with respect to the operation amount (depression amount) of the brake pedal 62. Further, the threshold θ3 in the normal mode is 90 degrees (90 degrees left and right with respect to the center line) with respect to the operation amount (steer angle) of the steering 63, and the threshold θ2 in the battery reduction mode is 30 degrees (center line). And 30 degrees to the left and right).

  In the state amount determination process (see FIG. 18) described later, in the normal mode, at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is the threshold value A1 (50%), B1 (50%), It is specified that the camber angle of the wheel 2 is adjusted to the first camber angle and a negative camber is given to the wheel 2 when θ3 (90 degrees) or more. On the other hand, in the battery lowering mode, when the operation amount of at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is greater than or equal to the threshold values A2 (30%), B2 (30%), and θ4 (30 degrees) The camber angle of 2 is adjusted to the first camber angle so that a negative camber is applied to the wheel 2.

  That is, the condition for adjusting the camber angle of the wheel 2 to the first camber angle is a necessary condition for the condition in the battery low mode (battery low state) to satisfy the condition in the normal mode (normal state). Yes, the condition in the normal mode is a sufficient condition for satisfying the condition in the battery low mode. In other words, the condition in which the camber angle of the wheel 2 is adjusted to the first camber angle and the negative camber is applied to the wheel 2 is stricter in the normal mode than in the battery reduction mode. Accordingly, in the camber control process (see FIG. 15) described later, the camber angle of the wheel 2 is adjusted to the first camber angle and the negative camber is applied to the wheel 2 because the battery low mode (battery low state) is in the normal mode. The timing is set to be earlier than (normal state).

  Next, the state quantity determination process will be described with reference to FIG. FIG. 18 is a flowchart showing the state quantity determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 400 is turned on, and whether the state quantity of the vehicle 1 satisfies a predetermined condition. Is a process for determining. Note that the driving state determination process (see FIG. 5), the uneven wear load determination process (see FIG. 6) and the battery decrease determination process (see FIG. 7) described in the first embodiment are also performed by the power source of the vehicle control device 400. It is assumed that it is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while it is being charged.

  Regarding the state quantity determination process, the CPU 71 first acquires the operation amount (depression amount) of the accelerator pedal 61, the operation amount (depression amount) of the brake pedal 62, and the operation amount (steer angle) of the steering 63 (S111, S112). , S113). Next, it is determined whether or not the battery flag 73e is on (S114). As a result, when it is determined that the battery flag 73e is off (S114: No), at least one of the acquired operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is normally It is determined whether or not the threshold values A1, B1, and θ3 in the mode are greater than or equal to (S115). In the process of S115, the operation amount of each pedal 61 and 62 and the operation amount of the steering 63 acquired in the processes of S111 to S113 respectively correspond to the operation amount of each of the pedals 61 and 62 and the operation amount of the steering 63. Then, the thresholds A1, B1, and θ3 of the state quantity threshold map 472a stored in advance in the ROM 472 (in this embodiment, the vehicle 1 accelerates, brakes, or turns while the camber angle of the wheel 2 is the second camber angle). In this case, the current operation amount of each pedal 61 and 62 and the operation amount of the steering 63 are equal to or greater than the threshold values A1, B1, and θ3. Determine whether or not.

  As a result, when it is determined that at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is greater than or equal to the threshold values A1, B1, and θ3 (S115: Yes), the state amount The flag 73b is turned on (S116), and the state quantity determination process is terminated. That is, in this state amount determination process, when it is determined that the battery 64 is not insufficiently charged and has not deteriorated, at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is determined. Is greater than or equal to threshold values A1, B1, and θ3, it is determined that the state quantity of the vehicle 1 satisfies a predetermined condition.

  On the other hand, as a result of the processing of S115, if it is determined that both the operation amount of each pedal 61, 62 and the operation amount of the steering 63 are smaller than the threshold values A1, B1, θ3 (S115: No), the state amount flag 73b is turned off (S117), and this state quantity determination process is terminated.

  On the other hand, when it is determined that the battery flag 73e is on as a result of the process of S114 (S114: Yes), at least one of the acquired operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is obtained. It is determined whether or not the operation amount is equal to or greater than the threshold values A2, B2, and θ4 in the battery reduction mode (S118). Note that the processing of S118 corresponds to the operation amount of each pedal 61 and 62 and the operation amount of the steering 63 respectively acquired in the processing of S111 to S113, and the operation amount of each of the pedals 61 and 62 and the operation amount of the steering 63, respectively. The thresholds A2, B2, and θ4 (values smaller than the thresholds A1, B1, and θ3 in the normal mode) of the state quantity threshold map 472a stored in advance in the ROM 472 are compared, and the current pedals 61 and 62 are compared. It is determined whether or not the operation amount of the steering wheel 63 and the operation amount of the steering 63 are greater than or equal to threshold values A2, B2, and θ4.

  As a result, when it is determined that at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is greater than or equal to the threshold values A2, B2, and θ4 (S118: Yes), the state amount The flag 73b is turned on (S116), and the state quantity determination process is terminated. That is, in this state amount determination process, when it is determined that the battery 64 is insufficiently charged or deteriorated, at least one of the operation amount of each pedal 61 and 62 and the operation amount of the steering 63 is selected. When the operation amount is greater than or equal to the threshold values A2, B2, and θ4, it is determined that the state amount of the vehicle 1 satisfies a predetermined condition.

  On the other hand, as a result of the processing of S118, when it is determined that both the operation amount of each pedal 61, 62 and the operation amount of the steering 63 are smaller than the threshold values A2, B2, θ4 (S118: No), the state amount flag 73b is turned off (S119), and this state quantity determination process is terminated.

  Next, camber control processing will be described. The camber control process in the fourth embodiment is similar to the camber control process in the third embodiment, and will be described with reference to FIG. FIG. 15 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 400 is turned on, and the wheels 2 (left and right rear wheels 2RL, 2RR) are processed. This is a process for adjusting the camber angle.

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (S91). If it is determined that the state quantity flag 73b is on (S91: Yes), It is determined whether or not the flag 73a is on (S92). As a result, when it is determined that the camber flag 73a is off (S92: No), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. To the rear wheels 2RL, 2RR (S93), the camber flag 73a is turned on (S94), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 satisfies a predetermined condition, that is, at least one of the operation quantities of the pedals 61 and 62 and the operation quantity of the steering 63 is a predetermined operation quantity (in the normal mode). Is greater than or equal to the threshold values A1, B1, θ3), and it is determined that there is a risk of the wheels 2 slipping when the vehicle 1 is accelerated, braked or turned while the camber angle of the wheels 2 is the second camber angle. By giving a negative camber to the rear wheels 2RL and 2RR, the running stability of the vehicle 1 can be ensured using the canvas last generated in the rear wheels 2RL and 2RR.

  In the battery low mode, it is determined that at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is equal to or greater than a predetermined operation amount (threshold values A2, B2, and θ4). In this case, the camber angle adjusting device 44 is driven. That is, the camber angle adjusting device 44 is driven when it is determined that there is a possibility that the wheel 2 may slip and when the longitudinal acceleration and lateral acceleration of the vehicle 1 are small. Thereby, the instantaneous load of the camber angle adjusting device 44 can be reduced, and the power consumption can be suppressed.

  On the other hand, if it is determined that the camber flag 73a is on (S92: Yes) as a result of the process of S92, the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S93 And the process of S94 is skipped and this camber control process is complete | finished.

  On the other hand, when it is determined that the state quantity flag 73b is off as a result of the process of S91 (S91: No), it is determined whether or not the travel state flag 73c is on (S95). When it is determined that the status flag 73c is on (S95: Yes), it is determined whether the camber flag 73a is on (S96). As a result, when it is determined that the camber flag 73a is off (S96: No), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. The negative camber is assigned to the rear wheels 2RL and 2RR (S97), the camber flag 73a is turned on (S98), and the process of S99 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. When the vehicle is traveling straight at a high speed, it is possible to ensure the straight running stability of the vehicle 1 by using the lateral rigidity of the wheels 2 by applying a negative camber to the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the camber flag 73a is on as a result of the process of S96 (S96: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S97 And the process of S98 is skipped and it is judged whether the partial wear load flag 73d is ON (S99). As a result, when it is determined that the uneven wear load flag 73d is on (S99: Yes), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the rear wheels 2RL and 2RR to the second camber angle. The negative camber is no longer assigned to the rear wheels 2RL and 2RR (S100), the camber flag 73a is turned off (S101), and the camber control process is terminated.

  Thereby, when the ground contact load of the wheel 2 is an uneven wear load, that is, when the vehicle 1 travels with the negative camber applied to the rear wheels 2RL and 2RR, there is a risk of causing uneven wear on the tire (tread). In such a case, uneven wear of the tire can be suppressed by releasing the negative camber from being applied to the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the uneven wear load flag 73d is OFF as a result of the process of S99 (S99: No), the ground contact load of the wheel 2 is not the uneven wear load, and the negative camber is applied to the rear wheels 2RL and 2RR. Even if the vehicle 1 travels in a state where is given, it is determined that there is no possibility that the tire (tread) will be unevenly worn, so the processing of S100 and S101 is skipped and the camber control processing is terminated.

  On the other hand, when it is determined as a result of the process of S95 that the traveling state flag 73c is off (S95: No), it is determined whether or not the camber flag 73a is on (S102). As a result, when it is determined that the camber flag 73a is ON (S102: Yes), the RL to RR motors 44RL and 44RR are operated to adjust the camber angles of the rear wheels 2RL and 2RR to the second camber angle. Then, the application of the negative camber to the rear wheels 2RL and 2RR is canceled (S103), the camber flag 73a is turned off (S104), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 does not satisfy the predetermined condition and the traveling state of the vehicle 1 is not the predetermined straight traveling state, that is, when it is not necessary to prioritize the traveling stability of the vehicle 1. By releasing the negative camber from the rear wheels 2RL and 2RR, the influence of the canvas last can be avoided and fuel consumption can be reduced.

  On the other hand, if it is determined that the camber flag 73a is OFF as a result of the process of S102 (S102: No), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the second camber angle. And the process of S104 is skipped and this camber control process is complete | finished.

  As described above, according to the fourth embodiment, when it is determined that the ground load of the wheel 2 is equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second camber angle (first camber angle). (The camber angle having a smaller absolute value) is adjusted and the application of the negative camber to the wheel 2 is released, so that uneven wear of the tire can be suppressed. That is, since the wear of the tire is more likely to progress as the contact load of the wheel 2 is larger, when the contact load of the wheel 2 is equal to or greater than the predetermined contact load, by canceling the application of the negative camber to the wheel 2, Uneven wear of the tire can be suppressed. As a result, the life of the tire can be improved. Further, by suppressing uneven wear of the tire, it is possible to prevent the ground contact surface of the tire from becoming uneven and to ensure the running stability of the vehicle 1. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

  Further, according to the fourth embodiment, when it is determined that the state quantity of the vehicle 1 satisfies the predetermined condition, the camber angle of the wheel 2 is adjusted to the first camber angle, and a negative camber is imparted to the wheel 2. Therefore, the running stability of the vehicle 1 can be ensured using the canvas last generated on the wheels 2. Further, when it is determined that the state quantity of the vehicle 1 does not satisfy the predetermined condition and it is determined that the ground load of the wheel 2 is equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second Since the camber angle is adjusted to a camber angle (a camber angle having a smaller absolute value than the first camber angle) and the application of the negative camber to the wheel 2 is released, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring traveling stability and suppressing uneven wear of the tire.

  Further, according to the fourth embodiment, when it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state, the camber angle of the wheel 2 is adjusted to the first camber angle, and the negative camber is applied to the wheel 2. Since it is given, it is possible to ensure the straight running stability of the vehicle 1 by utilizing the lateral rigidity of the wheels 2. When it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second camber. Since the angle (the camber angle having a smaller absolute value than the first camber angle) is adjusted and the negative camber is not applied to the wheel 2, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring straight running stability and suppressing uneven wear of the tire.

  Further, according to the fourth embodiment, when it is determined that the battery 64 is insufficiently charged or deteriorated, at least one of the operation amounts of the pedals 61 and 62 and the operation amount of the steering 63 is determined. Is determined to satisfy the predetermined condition when the operation amount is equal to or greater than the threshold values A2, B2, and θ4. The threshold values A2, B2, and θ4 are smaller than the threshold values A1, B1, and θ3 when it is determined that the battery 64 is not insufficiently charged and has not deteriorated. Therefore, when it is determined that the battery 64 is insufficiently charged or deteriorated, the state quantity of the vehicle 1 is determined at an earlier timing than when it is determined that the battery 64 is not insufficiently charged and has not deteriorated. It is determined that a predetermined condition is satisfied. As a result, when it is determined that the battery 64 is insufficiently charged or deteriorated, the drive timing of the camber angle adjusting device 44 can be advanced. As a result, the camber angle adjusting device 44 can be driven when the longitudinal acceleration and lateral acceleration of the vehicle 1 are small. Thereby, the instantaneous load of the camber angle adjusting device 44 can be reduced, and the power consumption can be suppressed. Therefore, a decrease in the remaining capacity of the battery 64 and a deterioration of the battery can be suppressed.

  Furthermore, according to the fourth embodiment, when it is determined that the battery 64 is insufficiently charged or deteriorated, the longitudinal acceleration and lateral acceleration of the vehicle 1 are small, and the friction between the road surface and the wheels 2 is small. Since the camber angle adjusting device 44 is driven at the timing to adjust the camber angle of the wheel 2, the load on the camber angle adjusting device 44 can be reduced. Thereby, even if the voltage and electric current which the battery 64 supplies to the camber angle adjusting device 44 become unstable, the camber angle of the wheel 2 can be adjusted reliably and the running stability of the vehicle 1 can be ensured.

  Further, according to the fourth embodiment, the predetermined condition determined for the state quantity of the vehicle 1 is the condition when the battery low mode (battery low state) is the normal mode (normal state). It is set to be a necessary condition to satisfy. As a result, if the battery 64 is in a low battery state where it is determined that the battery 64 is insufficiently charged or deteriorated, the battery 64 is insufficiently charged even if the camber angle of the wheel 2 is adjusted. In a normal state where it is determined that the wheel 2 is not deteriorated or not deteriorated, the camber angle of the wheel 2 can be set not to be adjusted. Accordingly, whether importance is placed on the reduction of the remaining capacity of the battery 64 and the suppression of the deterioration of the battery 64, or the reduction of the remaining capacity of the battery 64 and the suppression of the deterioration of the battery 64 and the securing of the running stability of the vehicle 1 are both achieved. Etc., and can be arbitrarily selected depending on the condition setting, and the flexibility of vehicle design can be improved.

  Further, according to the fourth embodiment, the camber angle adjusting device 44 adjusts the camber angles of the rear wheels 2RL and 2RR, and a negative camber is applied to the rear wheels 2RL and 2RR, so that the camber angle adjusting device 44 generates the rear wheels 2RL and 2RR. The canvas last can be used to make the characteristics of the vehicle 1 have a stable understeer tendency. Thereby, the straight running stability and the limit running performance of the vehicle 1 can be improved.

  Next, a fifth embodiment will be described with reference to FIGS. FIG. 19 is a block diagram showing an electrical configuration of the vehicle control apparatus 500 according to the fifth embodiment. It is assumed that the vehicle control device 500 is mounted on the vehicle 1 in place of the vehicle control device 100 described in the first embodiment. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 19, the vehicle control device 500 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 ROM 72 is a control program executed by the CPU 71 (for example, the programs in the flowcharts shown in FIGS. 4, 5, 6, 7, 20, and 21), the upper limit resistance value, and the lower limit remaining capacity (both shown in FIG. It is a non-rewritable nonvolatile memory storing fixed value data and the like. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The navigation device 87 is a device for acquiring the current position of the vehicle 1 and road information of the destination of the vehicle 1, and receives a radio wave from a GPS satellite to acquire the current position of the vehicle 1 (see FIG. A map data acquisition unit (not shown) for acquiring map data in which road information is stored, the map data acquired by the map data acquisition unit, and the current position of the vehicle 1 acquired by the current position acquisition unit CPU 71 obtains the road information (gradient information) of the current position of the vehicle 1 based on the road information acquisition section (not shown), and the road information of the current position of the vehicle 1 acquired by the road information acquisition section. And an output circuit (not shown) for outputting to the main.

  The tilt angle sensor device 88 is a device for detecting the tilt angle of the vehicle 1 with respect to the horizontal plane and outputting the detection result to the CPU 71. The tilt angle of the vehicle 1 in the front-rear direction (the arrow FB direction in FIG. 1). And an output circuit (not shown) for processing the detection result of the tilt angle sensor 88a and outputting it to the CPU 71. In this embodiment, it is configured as a capacitance type tilt angle sensor.

  Next, the camber control process will be described with reference to FIG. FIG. 20 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 500 is turned on, and the wheels 2 (left and right rear wheels 2RL, 2RR) are processed. This is a process for adjusting the camber angle. The state quantity determination process (FIG. 4), the travel state determination process (see FIG. 5), the uneven wear load determination process (see FIG. 6), and the battery decrease determination process (see FIG. 7) described in the first embodiment are also included. The CPU 71 is repeatedly executed (for example, at intervals of 0.2 seconds) while the power source of the vehicle control device 500 is turned on.

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (S121), and if it is determined that the state quantity flag 73b is on (S121: Yes), It is determined whether or not the flag 73a is on (S122). As a result, when it is determined that the camber flag 73a is off (S122: No), the RL to RR motors 44RL, 44RR are operated to set the camber angles of the left and right rear wheels 2RL, 2RR to the first camber angle. To the rear wheels 2RL, 2RR (S123), the camber flag 73a is turned on (S124), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 satisfies a predetermined condition, that is, at least one of the operation quantities of the pedals 61 and 62 and the operation quantity of the steering 63 is equal to or greater than the predetermined operation quantity. When it is determined that there is a risk of the wheels 2 slipping when the vehicle 1 is accelerated, braked or turned with the second camber angle being the second camber angle, a negative camber is applied to the rear wheels 2RL and 2RR. The running stability of the vehicle 1 can be ensured by using the canvas last generated in the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the camber flag 73a is on (S122: Yes) as a result of the process of S122, the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S123 And the process of S124 is skipped and this camber control process is complete | finished.

  On the other hand, as a result of the process of S121, when it is determined that the state quantity flag 73b is off (S121: No), it is determined whether or not the travel state flag 73c is on (S125). If it is determined that the status flag 73c is on (S125: Yes), it is determined whether the camber flag 73a is on (S126). As a result, when it is determined that the camber flag 73a is off (S126: No), the RL to RR motors 44RL and 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the first camber angle. The negative camber is assigned to the rear wheels 2RL and 2RR (S127), the camber flag 73a is turned on (S128), and the process of S129 is executed.

  Thereby, when the traveling state of the vehicle 1 is a predetermined straight traveling state, that is, the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed and the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount. When the vehicle is traveling straight at a high speed, it is possible to ensure the straight running stability of the vehicle 1 by using the lateral rigidity of the wheels 2 by applying a negative camber to the rear wheels 2RL and 2RR.

  On the other hand, if it is determined that the camber flag 73a is on as a result of the process of S126 (S126: Yes), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the first camber angle, so S127 Then, the process of S128 is skipped, and it is determined whether or not the uneven wear load flag 73d is on (S129). As a result, when it is determined that the uneven wear load flag 73d is on (S129: Yes), a camber release process (see FIG. 21) described later is executed (S130), and the camber control process is terminated.

  On the other hand, if it is determined as a result of the processing of S49 that the uneven wear load flag 73d is off (S129: No), the ground contact load of the wheel 2 is not the uneven wear load, and the negative camber is applied to the rear wheels 2RL and 2RR. Even if the vehicle 1 travels in a state where the mark is applied, it is determined that there is no risk of uneven wear on the tire (tread), so the process of S130 is skipped and the camber control process is terminated.

  On the other hand, when it is determined as a result of the processing of S125 that the traveling state flag 73c is off (S125: No), it is determined whether or not the camber flag 73a is on (S131). As a result, when it is determined that the camber flag 73a is on (S131: Yes), a camber release process (see FIG. 21) described later is executed (S130), and the camber control process is terminated. On the other hand, if it is determined that the camber flag 73a is OFF as a result of the process of S131 (S131: No), the camber angles of the rear wheels 2RL and 2RR have already been adjusted to the second camber angle, so S130 This process is skipped and the camber control process is terminated.

  Next, the camber cancellation process will be described with reference to FIG. FIG. 21 is a flowchart showing camber release processing. This process obtains the longitudinal load information of the vehicle 1 when the vehicle 1 travels with a negative camber applied to the rear wheels 2RL, 2RR, and how to set the camber angle of the rear wheels 2RL, 2RR. This is a process for determining whether to adjust to the second camber angle.

  Regarding the camber release process, the CPU 71 first determines whether or not the battery flag 73e is on (S141). If it is determined that the battery flag 73e is on (S141: Yes), the navigation device 87. From the road information (gradient information) of the current position of the vehicle 1 inputted from the vehicle, the inclination angle of the vehicle 1 in the front-rear direction (arrow FB direction in FIG. 1) and the ground load sensor device 84 inputted from the inclination angle sensor device 88. The ground load of the input wheel 2 (rear wheels 2RL, 2RR) is acquired (S142).

  Next, the CPU 71 determines whether or not the current position (traveling road) is a road having a predetermined downward slope or more based on the acquired road information of the current position of the vehicle 1 (S143). In the process of S143, the road information (gradient information) at the current position is compared with a threshold value stored in advance in the ROM 72, and it is determined whether or not the road gradient is equal to or greater than a predetermined threshold value. As a result, when it is determined that the road gradient is equal to or greater than the predetermined downward gradient (S143: Yes), the front-rear load of the vehicle 1 moves to the front wheels 2FL, 2FR side, and the front-rear side of the rear wheels 2RL, 2RR side. It is determined that the load is decreasing. In this case, since the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface becomes small, the camber angles of the rear wheels 2RL and 2RR are set to the second camber angle by operating the RL to RR motors 44RL and 44RR at a time. Adjustment is made to release the negative camber from the rear wheels 2RL and 2RR (S150), the camber flag 73a is turned off (S149), and the camber release process is terminated.

  On the other hand, as a result of the processing of S143, if it is determined that the road gradient is smaller than the predetermined downward gradient (S143: No), whether or not the inclination angle in the front-rear direction of the vehicle 1 is greater than or equal to the predetermined downward inclination angle. Is determined (S144). In the process of S144, the acquired inclination angle is compared with a threshold value stored in advance in the ROM 72, and it is determined whether or not the inclination angle in the front-rear direction of the vehicle 1 is equal to or greater than a predetermined downward inclination angle. . As a result, when it is determined that the inclination angle is equal to or greater than the predetermined downward inclination angle (S144: Yes), the front / rear load of the vehicle 1 moves to the front wheels 2FL, 2FR side, and the front / rear side of the rear wheels 2RL, 2RR side. It is determined that the load is decreasing. In this case, since the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface becomes small, the camber angles of the rear wheels 2RL and 2RR are set to the second camber angle by operating the RL to RR motors 44RL and 44RR at a time. Adjustment is made to release the negative camber from the rear wheels 2RL and 2RR (S150), the camber flag 73a is turned off (S149), and the camber release process is terminated.

  On the other hand, as a result of the process of S144, when it is determined that the front-rear direction inclination angle of the vehicle 1 is smaller than the predetermined downward inclination angle (S144: No), the ground load of the rear wheels 2RL and 2RR is the predetermined ground load. It is determined whether or not the following is true (S145). In the process of S145, the acquired ground load is compared with a threshold value stored in advance in the ROM 72 to determine whether or not the ground loads of the rear wheels 2RL and 2RR are equal to or greater than a predetermined ground load. As a result, when it is determined that the ground load is equal to or less than the predetermined ground load (S145: Yes), the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface is reduced, and therefore the RL to RR motors 44RL, 44RR is operated at a time to adjust the camber angle of the rear wheels 2RL and 2RR to the second camber angle, release of the negative camber from the rear wheels 2RL and 2RR is released (S150), and the camber flag 73a is turned off. (S149), and the camber cancellation process is terminated.

  On the other hand, if it is determined that the ground load of the rear wheels 2RL, 2RR is greater than the predetermined ground load as a result of the process of S145 (S145: No), is the change in the operation amount of the accelerator pedal 61 greater than the predetermined value? It is determined whether or not (S146). In the process of S146, specifically, a change in which the operation amount of the accelerator pedal 61 is reduced (a stepping speed obtained by time-differentiating the operation amount (a sign is minus)) and a threshold value (a sign is stored in advance) in the ROM 72. (Minus threshold). By reducing the amount of operation of the accelerator pedal 61, braking force by engine braking is applied to the vehicle 1, the longitudinal load of the vehicle 1 moves to the front wheels 2FL, 2FR, and the longitudinal load on the rear wheels 2RL, 2RR decreases. The decrease in the longitudinal load on the rear wheels 2RL, 2RR side is determined using the change in the operation amount of the accelerator pedal 61 as an index.

  As a result of the processing of S146, when it is determined that the change in the operation amount of the accelerator pedal 61 is larger than the predetermined value (S146: Yes), it is determined that the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface is reduced. Therefore, the RL to RR motors 44RL and 44RR are operated at a time to adjust the camber angle of the rear wheels 2RL and 2RR to the second camber angle, and release of the negative camber to the rear wheels 2RL and 2RR is released ( (S150), the camber flag 73a is turned off (S149), and the camber release process is terminated.

  On the other hand, as a result of the process of S146, when it is determined that the change in the operation amount of the accelerator pedal 61 is equal to or less than the predetermined value (S146: No), it is determined whether the change in the operation amount of the brake pedal 62 is greater than the predetermined value. Judgment is made (S147). In the process of S147, specifically, a change in which the operation amount of the brake pedal 62 increases (a stepping speed obtained by time-differentiating the operation amount (a sign is a plus)) and a threshold value (a sign is a plus) stored in advance in the ROM 72. The threshold). As the amount of operation of the brake pedal 62 increases, a braking force is applied to the vehicle 1, the longitudinal load on the vehicle 1 moves to the front wheels 2FL, 2FR, and the longitudinal load on the rear wheels 2RL, 2RR decreases. This decrease in the longitudinal load on the rear wheels 2RL, 2RR side is determined using the change in the operation amount of the brake pedal 62 as an index.

  As a result of the process of S147, when it is determined that the change in the operation amount of the brake pedal 62 is larger than the predetermined value (S147: Yes), it is determined that the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface is reduced. Therefore, the RL to RR motors 44RL and 44RR are operated at a time to adjust the camber angle of the rear wheels 2RL and 2RR to the second camber angle, and release of the negative camber to the rear wheels 2RL and 2RR is released ( (S150), the camber flag 73a is turned off (S149), and the camber release process is terminated.

  On the other hand, when it is determined that the change in the operation amount of the brake pedal 62 is equal to or less than the predetermined value as a result of the process of S147 (S147: No), the longitudinal loads on the rear wheels 2RL and 2RR side of the vehicle 1 are reduced. It is judged that it is not. In this case, since the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface is large, the RL to RR motors 44RL and 44RR are operated one by one in order to suppress the instantaneous load of the camber angle adjusting device 44. The camber angles of the wheels 2RL and 2RR are adjusted to the second camber angle one by one, release of the negative camber to the rear wheels 2RL and 2RR is canceled (S148), and the camber flag 73a is turned off (S149). Terminate the release process.

  Thereby, when the ground contact load of the wheel 2 is uneven wear load, that is, when the vehicle 1 travels in a state where a negative camber is applied to the wheel 2, there is a risk of causing uneven wear on the tire (tread). By releasing the negative camber from the rear wheels 2RL and 2RR, uneven wear of the tire can be suppressed. Further, when the state quantity of the vehicle 1 does not satisfy a predetermined condition and the traveling state of the vehicle 1 is not a predetermined straight traveling state, that is, when it is not necessary to prioritize traveling stability of the vehicle 1, By maintaining the camber angles of the rear wheels 2RL and 2RR at the second camber angle, it is possible to avoid the influence of the canvas last and to save fuel.

  As described above, according to the fifth embodiment, the state quantity of the vehicle 1 does not satisfy the predetermined condition, and the movement of the longitudinal load of the vehicle 1 satisfies the predetermined condition, and the battery When 64 is undercharged or deteriorated, the camber angle of the rear wheels 2RL and 2RR located on the side where the longitudinal load decreases is changed from the first camber angle to the second camber angle (more than the first camber angle). Adjust the camber angle to a smaller absolute value. In order to adjust the camber angle of the wheel 2 from the first camber angle to the second camber angle, it is necessary to slightly increase the vehicle height against gravity, so the load on the camber angle adjusting device 44 increases. Since the camber angle of the rear wheels 2RL and 2RR with a small ground load located on the side where the load decreases is adjusted from the first camber angle to the second camber angle, the friction between the ground contact portion of the rear wheels 2RL and 2RR and the road surface is reduced. it can. Thereby, the instantaneous load of the camber angle adjusting device 44 can be reduced, and the power consumption can be suppressed. Therefore, a decrease in the remaining capacity of the battery 64 and deterioration of the battery 64 can be suppressed.

  Further, according to the fifth embodiment, when the vehicle state quantity does not satisfy the predetermined condition and the battery is insufficiently charged or deteriorated, the rear wheels 2RL and 2RR are The camber angle is adjusted from the first camber angle to the second camber angle (a camber angle having an absolute value smaller than the first camber angle) one by one. In order to adjust the camber angle of the wheel 2 from the first camber angle to the second camber angle, it is necessary to slightly raise the vehicle height against gravity, so that the load on the camber angle adjusting device 44 increases. Since the camber angles of the wheels 2RL and 2RR are adjusted from the first camber angle to the second camber angle one by one, even if the front and rear loads on the rear wheels 2RL and 2RR are not reduced, the camber angle adjusting device 44 The instantaneous load can be reduced. Therefore, power consumption can be suppressed, and a decrease in remaining capacity of the battery 64 and deterioration of the battery 64 can be suppressed.

  Further, according to the fifth embodiment, the camber angle adjusting device 44 adjusts the camber angles of the rear wheels 2RL and 2RR, and a negative camber is applied to the rear wheels 2RL and 2RR, so that the camber angle adjusting device 44 generates the rear wheels 2RL and 2RR. The canvas last can be used to make the characteristics of the vehicle 1 have a stable understeer tendency. Therefore, the straight running stability and the limit running performance of the vehicle 1 can be improved.

  Further, according to the fifth embodiment, when it is determined that the ground contact load of the wheel 2 is equal to or greater than the predetermined ground load, the camber angles of the rear wheels 2RL and 2RR are adjusted to the second camber angle, and the rear wheel Since the application of the negative camber to 2RL and 2RR is canceled, uneven wear of the tire can be suppressed. That is, as the wheel 2 has a larger ground load, the tire wears more easily. Therefore, when the ground load of the wheel 2 is greater than or equal to a predetermined ground load, the application of the negative camber to the rear wheels 2RL and 2RR is canceled. Thus, uneven wear of the tire can be suppressed. As a result, the life of the tire can be improved. Further, by suppressing uneven wear of the tire, it is possible to prevent the ground contact surface of the tire from becoming uneven and to ensure the running stability of the vehicle 1. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

  Further, according to the fifth embodiment, when it is determined that the state quantity of the vehicle 1 satisfies the predetermined condition, the camber angles of the rear wheels 2RL, 2RR are adjusted to the first camber angle, and the rear wheels 2RL, Since the negative camber is given to 2RR, the running stability of the vehicle 1 can be ensured by using the canvas last generated in the rear wheels 2RL and 2RR. Further, when it is determined that the state quantity of the vehicle 1 does not satisfy the predetermined condition and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angles of the rear wheels 2RL and 2RR are determined. Is adjusted to the second camber angle and the application of the negative camber to the rear wheels 2RL and 2RR is released, so that uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring traveling stability and suppressing uneven wear of the tire.

  Further, according to the fifth embodiment, when it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state, the camber angles of the rear wheels 2RL and 2RR are adjusted to the first camber angle, and the rear wheel 2RL is adjusted. , 2RR is provided with a negative camber, the lateral rigidity of the wheel 2 can be used to ensure the straight running stability of the vehicle 1. When it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the second camber. Since the adjustment to the corner and the application of the negative camber to the wheel 2 are released, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring straight running stability and suppressing uneven wear of the tire.

  In the flowchart shown in FIG. 7 (battery decrease determination process), the battery information acquisition unit according to claim 1 corresponds to the processes of S42, S43, and S47, and the battery state determination unit corresponds to the processes of S46 and S49. . In the flowchart (state quantity determination process) shown in FIG. 18, the process of S111, S112, and S113 corresponds to the state quantity acquisition unit according to the first aspect. In the flowchart (camber control process) shown in FIG. 15, the state quantity determination means according to claim 1 corresponds to the process of S91. In the flowchart shown in FIG. 18 (state quantity determination process) and the flowchart shown in FIG. 15 (camber control process), the running state flag 73c is turned on via the process of S115 as the normal state adjusting means according to claim 1 ( S116), the process of S93 in which the camber angle is adjusted via the process of S91 corresponds, and the running state flag 73c is turned on via the process of S118 as the battery low state adjusting means (S116). The processing of S93 in which the camber angle is adjusted via the processing corresponds to the processing.

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

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

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

  In each of the above-described embodiments, a case where it is determined whether or not the state quantity of the vehicle 1, 201 satisfies a condition indicating a predetermined straight traveling state based on the traveling speed of the vehicle 1, 201 and the operation amount of the steering 63 is described. However, the present invention is not necessarily limited to this. Based on only the operation amount of the steering 63, it may be determined whether or not the state quantity of the vehicles 1 and 201 satisfies a condition indicating a predetermined straight traveling state. Whether the state quantity of the vehicles 1 and 201 satisfies a condition indicating a predetermined straight traveling state based on the operation state of the steering wheel 63, such as the operation speed and the operation acceleration of the steering wheel 63, instead of the operation amount of the steering wheel 63. Alternatively, the state quantity of the vehicle 1, 201 may be set to a predetermined straight traveling state based on the state quantity of the vehicle 1, 201 itself, such as the lateral G of the vehicle 1, 201, and the yaw rate. It may be determined whether the conditions shown are satisfied. As described above, the “predetermined straight traveling state” means that when the lateral acceleration or yaw rate of the vehicles 1, 201 is less than a predetermined value, the driver changes the traveling direction of the vehicles 1, 201 to the left and right. When the operation amount of the operation member (for example, the steering 63) operated by is less than or equal to a predetermined operation amount, the current position of the vehicles 1 and 201 is a vehicle in a predetermined section such as on a highway or a main road of map data. The case where it is located on the straight road where 1,201 is judged to go straight on is illustrated.

  It is also possible to determine whether or not the state quantity of the vehicle 1,201 satisfies a condition indicating a predetermined straight traveling state based on other information instead of the traveling speed of the vehicle 1,201 and the operation amount of the steering 63. Of course it is possible. The other information is, for example, information acquired by the navigation device 87, and the current position of the vehicle 1,201 is when the vehicle 1,201 goes straight in a predetermined section such as on a highway or a main road of map data. The case where it is located on the judged straight road etc. is illustrated. In this case, the camber angle adjusting devices 44 and 244 are not operated each time the vehicles 1 and 201 turn in a road situation where there is a curve ahead or a left or right turn is required, It is possible to prevent frequent switching of the camber angle.

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

  In the second embodiment, the case where the positive camber is applied to the front wheels 2FL and 2FR and the negative camber is applied to the rear wheels 2RL and 2RR in the camber control process has been described, but the present invention is not necessarily limited thereto. Based on the magnitude and change amount of each state quantity, a negative camber is applied only to the rear wheels 2RL and 2RR when the state quantity and change amount are small, and a negative camber is applied to the front wheels 2FL and 2FR when the state quantity and change amount is large. It is also possible to give a negative camber to the rear wheels 2RL and 2RR. Further, by replacing the suspension device 40 of the front wheels 2FL and 2FR with the suspension device 4 similar to the rear wheels 2RL and 2RR, a negative camber can be applied to the front wheels 2FL and 2FR. Similarly, in the third embodiment, the fourth embodiment, and the fifth embodiment, it is also possible to adopt a configuration in which a negative camber or a positive camber is imparted to the front wheels 2FL and 2FR by changing the suspension device. It is.

  In each of the above-described embodiments, the case where the vehicle 1,201 to which the vehicle control devices 100, 200, 300, 400, 500 are applied is the front wheel drive system, but is not limited thereto. The present invention can also be applied to a rear-wheel drive vehicle or a four-wheel drive vehicle.

  In each of the above embodiments, the camber angle of the wheel 2 is adjusted to the first camber angle or the second camber angle by the camber angle adjusting devices 44 and 244, and when the vehicle 1,201 travels normally, the wheel 2 The case where the second camber angle is set has been described. That is, although the case where the predetermined camber angle when the vehicles 1 and 201 are traveling normally and the second camber angle are the same has been described, the present invention is not necessarily limited thereto. When the suspension device and the camber angle adjusting device can adjust the camber angle of the wheel 2 to an arbitrary angle, the camber angle (second camber angle) of the wheel 2 is set to a predetermined angle (vehicles 1,201) rather than the first camber angle. Can be adjusted to an angle close to the camber angle during normal travel. In this case, the predetermined camber angle when the vehicles 1 and 201 are traveling normally is not the same as the second camber angle, but the camber angle of the wheel 2 is adjusted to the second camber angle, so that the canvas The steering response can be secured by reducing the last. Further, by adjusting the camber angle of the wheel 2 to the second camber angle, the contact area of the tire can be increased, and uneven wear of the tire can be suppressed and the life of the tire can be improved.

  In each of the above embodiments, the case where the ground load of the front wheels 2FL, 2FR or the rear wheels 2RL, 2RR is compared with the threshold value stored in the ROM 72 has been described, but the present invention is not necessarily limited thereto. For example, the contact loads of the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR are acquired and stored in the RAM 73, and the respective contact loads stored in the RAM 73 and the front wheels 2FL, 2FR, 2RL, 2RL, It is also possible to compare the ground load of each of the 2RRs. In this case, it is determined whether or not the difference is greater than or equal to a predetermined value, so that the movement of the front and rear loads during traveling of the vehicles 1 and 201 is not affected by fluctuations in the number of passengers and loading capacity of the vehicles 1 and 201 Can be judged.

  In the first embodiment, when the operation amount of the steering 63 is equal to or smaller than the predetermined operation amount in the processing of S63 of the camber control process (see FIG. 8), the state amount of the vehicle 1 indicates a predetermined straight traveling state. Although the case of determining whether the condition is satisfied has been described, the present invention is not necessarily limited to this, and it is also possible to determine using other state quantities. Examples of other state quantities include the lateral G and yaw rate of the vehicle 1,201, which are the state quantities of the vehicles 1,201 themselves, such as the operation speed and the operation acceleration of the steering 63 indicating the operation state of the steering 63.

  In the first embodiment, in the process of S63 of the camber control process (see FIG. 8), when the operation amount of the steering 63 is equal to or less than the predetermined operation amount, a negative camber is assigned to the rear wheels 2RL and 2RR. However, the present invention is not necessarily limited to this, and it is also possible to give a negative camber to the rear wheels 2RL and 2RR when the longitudinal load of the vehicle 1 moves to the front wheels 2FL and 2FR. In this case as well, the friction between the ground contact portion of the wheel 2 and the road surface can be reduced, and the load on the camber angle adjusting device 44 that adjusts the camber angle of the wheel 2 can be reduced. Note that the movement of the longitudinal load can be detected in the same manner as the processes of S142 to S147 described in the camber release process (see FIG. 21).

  In each of the above embodiments, the case where each threshold value such as the threshold values A1, A2, B1, B2, S1, S2, θ1 to θ4 is a fixed value stored in the ROM 72, 372, 472 has been described. Of course, the value is not limited, and may be a fluctuation value that fluctuates in relation to the traveling speed of the vehicles 1, 201. In this case, the CPU 71 determines each threshold value based on a map or function stored in the ROMs 72, 372, 472.

  In the fifth embodiment, in order to release the camber applied to the rear wheels 2RL and 2RR, the front and rear loads are detected, and when it is determined that the front and rear loads on the rear wheels 2RL and 2RR are reduced, the camber is removed. The cancellation has been described (camber cancellation processing, see FIG. 21). However, the present invention is not limited to this, and other forms can be adopted. For example, if the camber applied to the front wheels 2FL and 2FR is to be released, the movement of the front and rear load is similarly detected, and the camber is released when it is determined that the front and rear load on the front wheels 2FL and 2FR has decreased. It is possible. It is also possible to detect the load on each wheel 2 and adjust the camber angle of the wheel 2 on which the load has been reduced. The load of each wheel 2 can be detected using the suspension stroke sensor devices 83 and 283, the ground load sensor devices 84 and 284, and the like. Further, in addition to detecting the longitudinal load, or instead of detecting the longitudinal load, it is also possible to detect the lateral load due to the side force during turning and adjust the camber angle of the wheel 2 in which the lateral load is reduced. The lateral load can be detected using the acceleration sensor device 80, the yaw rate sensor device 81, and the like.

  In each of the above embodiments, the case where the load voltage and the load current are acquired and the remaining capacity is calculated in the processes of S47 and S48 of the battery decrease determination process (see FIG. 7) is described. Instead, the remaining capacity can be calculated by other methods. Other methods include, for example, a method of performing temperature correction using the battery voltage in addition to the load voltage and load current, a method of considering the correlation coefficient in addition to the load voltage and load current, and the remaining capacity by calculating the current. The method of calculating is mentioned.

  Note that it is naturally possible to apply a part of each of the above embodiments to other embodiments of the above embodiments. In addition, it is naturally possible to apply a modification of one of the above embodiments to another embodiment of the above embodiments. In this case, it is naturally possible to combine a plurality of parts and a plurality of modifications in each embodiment.

  Modification A of the present invention is shown below. Patent Document 1A discloses a technique for improving traveling stability of a vehicle by applying a negative camber to a wheel when the vehicle travels at a predetermined speed or higher. Patent Document 1A: Japanese Patent Application Laid-Open No. 60-193781.

  However, in the technology disclosed in Patent Document 1A described above, since the negative camber is applied to the wheel when the vehicle exceeds a predetermined speed, and the negative camber is applied to the wheel when the vehicle is less than the predetermined speed, acceleration is performed. When the vehicle speed is increased or decreased by repeating or decelerating, the negative camber is repeatedly applied and released. The application and release of the negative camber to the wheel is performed by driving the camber angle adjusting device with the power supplied from the battery. Therefore, the power consumption increases when the application and release of the negative camber are repeated. When the battery is insufficiently charged, there is a problem that the remaining capacity of the battery further decreases as the power consumption increases. In addition, when the battery is deteriorated, there is a problem that when the negative camber is repeatedly applied and released, the load on the battery increases and the deterioration of the battery is accelerated.

  Furthermore, when the battery is insufficiently charged or the battery has deteriorated, the voltage and current supplied to the camber angle adjustment device by the battery become unstable, so the operation of the camber angle adjustment device becomes unstable and the camber angle is reduced. There was a possibility that the adjustment timing would be delayed.

  Modification A of the present invention is made to solve the above-described problems, and controls the vehicle for suppressing the decrease in the remaining capacity of the battery and the deterioration of the battery and ensuring the running stability of the vehicle. The purpose is to provide.

  A vehicle body, a front wheel and a rear wheel that support the vehicle body, a camber angle adjusting device that adjusts a camber angle of at least one of the front and rear wheels, and a battery that supplies power to the camber angle adjusting device, A camber angle adjusting means for driving the camber angle adjusting device to adjust the camber angle of the wheel so that the absolute value is increased, and information on the battery. The battery information acquisition means to acquire, the battery state determination means to determine whether the battery is undercharged or deteriorated based on the information acquired by the battery information acquisition means, and the camber angle adjustment means to A camber angle adjustment device is driven to determine whether the camber angle of the wheel has been adjusted to increase the absolute value. It is determined that the camber angle of the wheel is adjusted so as to increase the absolute value by the determination unit and the camber determination unit, and the battery is insufficient or deteriorated by the battery state determination unit. And a camber maintaining means for maintaining the camber angle of the wheel when it is determined that the vehicle control device A1 is present.

  According to the vehicle control device A1, in the vehicle in which the camber angle adjusting device is driven by the power supplied by the battery and the camber angle of the wheel is adjusted, the battery information is acquired by the battery information acquisition means, and the acquired information is converted into the acquired information. Based on this, the battery state determination means determines whether the battery is insufficiently charged or deteriorated. On the other hand, the camber angle adjusting device is driven by the camber angle adjusting means, and it is determined by the camber determining means whether the camber angle of the wheel has been adjusted to increase the absolute value. As a result of the determination, the camber angle of the wheel is adjusted so as to increase the absolute value, and the camber angle of the wheel is maintained by the camber maintaining means when the battery is insufficiently charged or deteriorated. Thereby, when the battery is insufficiently charged or deteriorated, the adjustment of the camber angle can be prevented and the power consumption can be suppressed. Therefore, there is an effect that a decrease in the remaining capacity of the battery and deterioration of the battery can be suppressed.

  Furthermore, when the battery is insufficiently charged or when the battery is deteriorated, the camber angle of the wheel is maintained, so that the timing for adjusting the camber angle is not delayed, and the running stability of the vehicle can be ensured. .

  In the vehicle control device A1, a straight running for determining whether or not the state quantity obtaining means for obtaining the state quantity of the vehicle and whether the state quantity of the vehicle obtained by the state quantity obtaining means satisfies a condition indicating a predetermined straight running state State determining means, wherein the camber angle adjusting means is determined by the straight traveling state determining means that the state quantity of the vehicle satisfies a condition indicating a predetermined straight traveling state, and the battery state determining means has the battery When the vehicle is determined to be insufficiently charged or deteriorated, the camber angle adjusting device adjusts the camber angle of the wheel so that the absolute value becomes large.

  According to the vehicle control device A2, a state quantity of the vehicle is acquired by the state quantity acquisition unit, and it is determined whether the state quantity of the vehicle satisfies a condition indicating a predetermined straight traveling state by the straight traveling state determination unit. As a result of the determination, the camber angle adjusting device is driven by the camber angle adjusting means when the vehicle state quantity satisfies a condition indicating a predetermined straight traveling state and the battery is insufficiently charged or deteriorated, and the wheel The camber angle is adjusted to increase the absolute value.

  By the way, the camber angle of the wheel is adjusted by tilting the wheel by shifting the ground contact portion of the wheel with respect to the road surface in a direction (lateral direction) substantially perpendicular to the traveling direction of the vehicle by the camber angle adjusting device. At this time, friction occurs between the ground contact portion of the wheel and the road surface. The camber angle adjusting device adjusts the camber angle of the wheel by applying a force against the friction to the wheel.

  Here, when the vehicle is in a turning state, the acceleration in the direction perpendicular to the traveling direction of the vehicle (lateral acceleration) is larger than when the vehicle is in a straight traveling state, and the ground load on the turning outer wheel is increased. Therefore, the friction between the ground contact portion of the wheel (the turning outer wheel) and the road surface also increases, and the load on the camber angle adjusting device increases. On the other hand, when the vehicle is in a straight traveling state, the load of the camber angle adjusting device that adjusts the camber angle of the wheel can be reduced compared to when the vehicle is in a turning state.

  As described above, according to the vehicle control device A2, the camber angle adjustment is performed when it is determined that the state quantity of the vehicle satisfies the condition indicating the predetermined straight traveling state and the battery is insufficiently charged or deteriorated. The camber angle adjusting device is driven by the means and the camber angle of the wheel is adjusted so as to increase the absolute value. Therefore, the load of the camber angle adjusting device can be reduced and the power consumption can be suppressed. Therefore, in addition to the effect of the vehicle control device A1, there is an effect of suppressing a decrease in the remaining capacity of the battery and a deterioration of the battery.

  In the vehicle control device A1 or A2, the camber angle adjusting device adjusts the camber angle of the rear wheel, and the camber angle adjusting means adjusts the camber angle of the rear wheel by the camber angle adjusting device. The vehicle control device A3 is characterized in that a negative camber is applied to the rear wheel.

  According to the vehicle control device A3, the camber angle adjusting device driven by the camber angle adjusting means adjusts the camber angle of the rear wheel, and gives a negative camber to the rear wheel. By giving a negative camber to the rear wheel, the canvas last generated on the rear wheel can be used to make the vehicle characteristics have a stable understeer tendency, so in addition to the effects of the vehicle control device A1 or A2, This has the effect of improving the straight running stability and limit running performance of the vehicle.

  In the flowchart shown in FIG. 4 (state quantity determination process), the process of S1 to S3 corresponds to the state quantity acquisition unit described in the vehicle control device A2. In the flowchart (battery decrease determination process) shown in FIG. 7, the battery information acquisition means described in the vehicle control device A1 corresponds to the processes of S42, S43, and S47, and the battery state determination means corresponds to the processes of S46 and S49. . In the flowchart (camber control process) shown in FIG. 8, the processes of S64, S68, and S72 are performed as the camber angle adjusting means described in the vehicle control device A1, the process of S62 is performed as the camber determining means, and S62 is performed as the camber maintaining means. The process when the camber flag is determined to be on (S62: Yes) in the above process corresponds to the process of S63 as the straight traveling state determination means described in the vehicle control device A2.

  Below, the modification B of this invention is shown. Here, Patent Document 1B discloses a technique for improving the running stability of a vehicle by applying a negative camber to a wheel when the vehicle runs at a predetermined speed or higher. Patent Document 1B: Japanese Patent Laid-Open No. 60-193781.

  However, in the technique disclosed in Patent Document 1B described above, since the negative camber is applied to the wheel when the vehicle exceeds a predetermined speed, and the negative camber is applied to the wheel when the vehicle is less than the predetermined speed, acceleration is performed. When the vehicle speed is increased or decreased by repeating or decelerating, the negative camber is repeatedly applied and released. The application and release of the negative camber to the wheel is performed by driving the camber angle adjusting device with the power supplied from the battery. Therefore, the power consumption increases when the application and release of the negative camber are repeated. When the battery is insufficiently charged, there is a problem that the remaining capacity of the battery decreases as the power consumption increases. In addition, when the battery is deteriorated, there is a problem that when the negative camber is repeatedly applied and released, the load on the battery increases and the deterioration of the battery is accelerated.

  The modified example B of the present invention is made to solve the above-described problems, and ensures a vehicle running stability and suppresses a decrease in remaining battery capacity and battery deterioration. The purpose is to provide.

  A vehicle body, a front wheel and a rear wheel that support the vehicle body, a camber angle adjusting device that adjusts a camber angle of at least one of the front and rear wheels, and a battery that supplies power to the camber angle adjusting device, A vehicle control device for use in a vehicle comprising: a traveling state acquisition unit that acquires a traveling state of the vehicle; and whether the traveling state of the vehicle acquired by the traveling state acquisition unit is a predetermined straight traveling state Based on the information acquired by the battery state acquisition means, the battery information acquisition means for acquiring the battery information, and the information acquired by the battery information acquisition means, it is determined whether the battery is insufficiently charged or deteriorated Battery state determining means for determining that the battery is not insufficiently charged or deteriorated by the battery state determining means, and The normal mode adjusting means for adjusting the camber angle of the wheel so that the absolute value is increased by the camber angle adjusting device when the running state of the vehicle is determined to be a predetermined straight traveling state by the running state determining means. And when the battery state determining means determines that the battery is insufficiently charged or deteriorated, and the traveling state determining means determines that the traveling state of the vehicle is a predetermined straight traveling state. Battery lowering mode adjusting means for adjusting the camber angle of the wheel by the camber angle adjusting device so as to increase the absolute value at a later timing than when the camber angle of the wheel is adjusted by the normal mode adjusting means; And a vehicle control device B1.

  According to the vehicle control device B1, in the vehicle in which the camber angle adjusting device is driven by the power supplied by the battery and the camber angle of the wheel is adjusted, the battery information is acquired by the battery information acquisition means, and the acquired information is converted into the acquired information. Based on this, the battery state determination means determines whether the battery is insufficiently charged or deteriorated. On the other hand, the traveling state of the vehicle is acquired by the traveling state acquisition unit, and it is determined whether the acquired traveling state of the vehicle is a predetermined straight traveling state by the traveling state determination unit. As a result of the determination, when the battery is not insufficiently charged or deteriorated and the traveling state of the vehicle is a predetermined straight traveling state, the camber angle adjusting device is driven by the normal mode adjusting means, and the camber angle of the wheel is The absolute value is adjusted to be large.

  On the other hand, when the battery is undercharged or deteriorated and the vehicle running state is a predetermined straight running state, the timing is slower than when the camber angle of the wheel is adjusted by the normal mode adjusting means. Thus, the camber angle adjusting device is driven by the battery lowering mode adjusting means, and the camber angle of the wheel is adjusted so that the absolute value becomes large.

  Therefore, when the traveling state of the vehicle is determined to be a predetermined straight traveling state, the camber angle of the wheel is adjusted so that the absolute value becomes large, so that the traveling stability of the vehicle can be ensured. Further, when it is determined that the battery is insufficiently charged or deteriorated, the wheel camber angle is adjusted by the battery lowering mode adjusting means at a later timing than when the wheel camber angle is adjusted by the normal mode adjusting means. Since the absolute value is adjusted, the drive timing of the camber angle adjusting device can be delayed to reduce the drive frequency of the camber angle adjusting device, thereby suppressing the power consumption. Therefore, there is an effect that it is possible to ensure the running stability of the vehicle and to suppress the decrease in the remaining capacity of the battery and the deterioration of the battery.

  In the vehicle control device B1, the condition that the traveling state of the vehicle is determined to be a predetermined straight traveling state by the traveling state determining unit is that the battery is not insufficiently charged or deteriorated by the battery state determining unit. The condition in the normal mode determined is a necessary condition for satisfying the condition in the battery low mode in which the battery state determining unit determines that the battery is insufficiently charged or deteriorated. A vehicle control device B2 that is set.

  According to the vehicle control device B2, the condition for determining that the traveling state of the vehicle is the predetermined straight traveling state by the traveling state determining means is determined by the battery state determining means that the battery is not insufficiently charged or deteriorated. The condition in the normal mode is set to be a necessary condition for satisfying the condition in the battery lowering mode in which the battery state determining means determines that the battery is insufficiently charged or deteriorated. . As a result, the battery is undercharged or deteriorated even in a driving state in which the camber angle of the wheel is adjusted in the normal mode where it is determined that the battery is not undercharged or deteriorated. In the case of the battery lowering mode that is determined to be, the camber angle of the wheel can be set not to be adjusted. As a result, in addition to the effects of the vehicle control device B1, whether importance is placed on the reduction of the remaining capacity of the battery and the suppression of the deterioration of the battery, the reduction of the remaining capacity of the battery and the suppression of the deterioration of the battery, and the ensuring of vehicle running stability Can be arbitrarily selected according to the condition setting, such as whether to make the vehicle compatible, and there is an effect of improving the flexibility of vehicle design.

  In the vehicle control device B1 or B2, the camber angle adjusting device adjusts the camber angle of the rear wheel, and the normal mode adjusting means and the battery lowering mode adjusting means are controlled by the camber angle adjusting device. A vehicle control device B3 that adjusts a camber angle of a wheel to give a negative camber to the rear wheel.

  According to the vehicle control apparatus B3, the camber angle of the rear wheel is adjusted by the camber angle adjusting device driven by the normal mode adjusting means and the battery lowering mode adjusting means, and a negative camber is given to the rear wheel. By giving a negative camber to the rear wheel, it is possible to make the vehicle characteristics stable understeer using canvas last generated on the rear wheel, so in addition to the effect of the vehicle control device B1 or B2, This has the effect of improving the straight running stability and limit running performance of the vehicle.

  In the flowchart shown in FIG. 7 (battery decrease determination process), the battery information acquisition means described in the vehicle control device B1 is S42, S43, S47, and the battery status determination means is S46, S49. Applicable. In the flowchart shown in FIG. 14 (traveling state determination processing), the processing of S81 and S82 corresponds to the traveling state acquisition means described in the vehicle control device B1. In the flowchart (camber control process) shown in FIG. 15, the process of S95 corresponds to the traveling state determination means described in the vehicle control device B1. In the flowchart (running state determination process) shown in FIG. 14 and the flowchart (camber control process) shown in FIG. 15, the running mode flag 73c is passed through the processes of S84 and S85 as the normal mode adjusting means described in the vehicle control device B1. Is turned on (S86), and the process of S97 in which the camber angle is adjusted via the process of S95 is applicable, and the running state flag 73c is turned on via the processes of S88 and S89 as the battery reduction mode adjusting means. (S86) and S97 processing in which the camber angle is adjusted through the processing of S95 respectively correspond.

  Below, the modification D of this invention is shown. Here, Patent Document 1D discloses a technique for improving running stability of a vehicle by applying a negative camber to a wheel when the vehicle runs at a predetermined speed or higher. The camber angle of the wheel is driven by the power supplied from the battery and the camber angle adjustment device is driven, and the wheel is tilted by shifting the ground contact portion of the wheel with respect to the road surface in a direction (lateral direction) substantially perpendicular to the traveling direction of the vehicle. Adjusted. At this time, friction occurs between the ground contact portion of the wheel and the road surface. The camber angle adjusting device adjusts the camber angle of the wheel by applying a force against the friction to the wheel. When a negative camber is applied to the wheel, the vehicle height slightly decreases, so that the friction between the road surface and the wheel is canceled by the change in the positional energy of the vehicle body, and the load on the camber angle adjusting device is reduced. Patent Document 1D: Japanese Patent Laid-Open No. 60-193781.

  However, in the technique disclosed in Patent Document 1D described above, when the vehicle travels below a predetermined speed, the negative camber applied to the wheel is released. When releasing the negative camber applied to the wheel, it is necessary to slightly raise the vehicle height against gravity, and the friction between the ground contact part of the wheel and the road surface increases, so the load on the camber angle adjustment device is large. Become. When the load on the camber angle adjusting device increases, the power consumption increases instantaneously. When the battery is insufficiently charged, there is a problem that the remaining capacity of the battery decreases as the power consumption increases. Further, when the battery is deteriorated, there is a problem that the deterioration of the battery is accelerated when the power consumption increases momentarily.

  Modification D of the present invention has been made in order to solve the above-described problems, and an object thereof is to provide a vehicle control device that can suppress a decrease in remaining battery capacity and battery deterioration.

  A vehicle body, a front wheel and a rear wheel that support the vehicle body, a camber angle adjusting device that adjusts a camber angle of at least one of the front and rear wheels, and a battery that supplies power to the camber angle adjusting device, A battery information acquisition unit that acquires information on the battery, and whether the battery is insufficiently charged based on the information acquired by the battery information acquisition unit, or A battery state determination unit that determines whether the vehicle is deteriorated, a state amount acquisition unit that acquires the state amount of the vehicle, and whether the vehicle state amount acquired by the state amount acquisition unit satisfies a predetermined condition When the state quantity determining means and the state quantity judging means determine that the state quantity of the vehicle satisfies a predetermined condition, the camber angle adjusting device First camber angle adjusting means for adjusting the camber angle of the wheel so as to increase an absolute value, load information acquiring means for acquiring load information relating to the load of the wheel provided with the camber angle adjusting device, and the load information Load determination means for determining whether the load of the wheel satisfies a predetermined condition based on the load information acquired by the acquisition means, and if the state quantity of the vehicle does not satisfy the predetermined condition by the state quantity determination means In this case, it is determined that the load of the wheel satisfies a predetermined condition by the load determination unit, and the battery state determination unit determines that the battery is insufficiently charged or deteriorated. The camber angle of the wheel is more than the camber angle adjusted by driving the camber angle adjusting device by the first camber angle adjusting means. As paired value becomes smaller, the camber angle adjustment and camber angle correction means for adjusting the device, the vehicle control device, characterized in that it comprises a D1.

  According to the vehicle control device D1, in the vehicle in which the camber angle adjusting device is driven by the power supplied by the battery and the camber angle of the wheel is adjusted, the state quantity of the vehicle is obtained by the state quantity obtaining means, and the state of the vehicle It is determined whether the amount satisfies a predetermined condition by the state amount determination means. As a result of the determination, when the state quantity of the vehicle satisfies a predetermined condition, the camber angle adjusting device is driven by the first camber angle adjusting means to adjust the camber angle of the wheel so that the absolute value becomes large.

  On the other hand, battery information is acquired by the battery information acquisition means, and based on the acquired information, it is determined by the battery state determination means whether the battery is insufficiently charged or deteriorated. Further, load information related to the load of the wheel provided with the camber angle adjusting device is acquired by the load information acquisition means, and it is determined by the load determination means whether the load information satisfies a predetermined condition based on the acquired load information.

  As a result of the above determination, if the vehicle state quantity does not satisfy the predetermined condition, the load information satisfies the predetermined condition, and the battery is insufficiently charged or deteriorated, the wheel The camber angle adjusting means is driven to adjust the camber angle so that the absolute value becomes smaller than the camber angle adjusted by driving the camber angle adjusting apparatus by the first camber angle adjusting means. The

  Here, in order to adjust the camber angle of the wheel so that the absolute value becomes small, it is necessary to slightly increase the vehicle height against gravity. In this case, since the friction between the ground contact part of the wheel and the road surface increases, the load on the camber angle adjusting device increases. According to the vehicle control device D1, when the load information satisfies a predetermined condition, the camber angle of the wheel is adjusted so that the absolute value becomes small, so that the friction between the ground contact portion of the wheel and the road surface can be reduced. Thereby, the instantaneous load of the camber angle adjusting device can be reduced, and the power consumption can be suppressed. Therefore, there is an effect that a decrease in the remaining capacity of the battery and deterioration of the battery can be suppressed.

  In the vehicle control device D1, the load information acquisition means includes front / rear load information acquisition means for acquiring information related to movement of the front / rear load of the vehicle, and the load determination means is acquired by the front / rear load information acquisition means. A longitudinal load determination unit that determines whether the longitudinal load satisfies a predetermined condition, and the camber angle correction unit determines that the state quantity of the vehicle does not satisfy a predetermined condition by the state quantity determination unit And when the front-rear load determining means determines that the front-rear load satisfies a predetermined condition and the battery state determining means determines that the battery is insufficiently charged or deteriorated, By driving the camber angle adjusting device by the first camber angle adjusting means, the camber angle of the front wheel or the rear wheel located on the side where the longitudinal load decreases is driven. As absolute value than the camber angle to be integer decreases, the vehicle control system and adjusting the camber angle adjustment device D2.

  According to the vehicle control device D2, information related to movement of the longitudinal load of the vehicle is acquired by the longitudinal load information acquisition unit, and it is determined by the longitudinal load determination unit whether the acquired longitudinal load satisfies a predetermined condition. As a result, when the state quantity determination means determines that the vehicle state quantity does not satisfy the predetermined condition, the longitudinal load determination means satisfies the predetermined condition, and the battery condition determination means When it is determined that the battery is insufficiently charged or deteriorated, the camber angle of the front wheel or the rear wheel located on the side where the longitudinal load is reduced causes the camber angle adjusting device to drive the camber angle adjusting device. The camber angle adjusting device adjusts the camber angle so that the absolute value is smaller than the camber angle that is adjusted. As described above, since the camber angle of the front wheel or the rear wheel is adjusted based on the determination of whether the longitudinal load satisfies the predetermined condition by the longitudinal load determining means, in addition to the effect of the first aspect, it can be easily controlled. effective.

  A vehicle body, a front wheel and a rear wheel that support the vehicle body, a camber angle adjusting device that adjusts a camber angle of at least one of the front and rear wheels, and a battery that supplies power to the camber angle adjusting device, A battery information acquisition unit that acquires information on the battery, and whether the battery is insufficiently charged based on the information acquired by the battery information acquisition unit, or A battery state determination unit that determines whether the vehicle is deteriorated, a state amount acquisition unit that acquires the state amount of the vehicle, and whether the vehicle state amount acquired by the state amount acquisition unit satisfies a predetermined condition When the state quantity determining means and the state quantity judging means determine that the state quantity of the vehicle satisfies a predetermined condition, the camber angle adjusting device A first camber angle adjusting means for adjusting the camber angle of the wheel so as to increase an absolute value; and the state quantity judging means judges that the state quantity of the vehicle does not satisfy a predetermined condition, and the battery When it is determined by the state determination means that the battery is insufficiently charged or deteriorated, the camber angle of the wheel is adjusted by driving the camber angle adjustment device by the first camber angle adjustment means. A vehicle control device D3, comprising: a second camber angle adjusting means for adjusting one wheel at a time by the camber angle adjusting device so that the absolute value becomes smaller than the camber angle.

  According to the vehicle control device D3, in the vehicle in which the camber angle adjusting device is driven by the power supplied by the battery and the camber angle of the wheel is adjusted, the state quantity of the vehicle is obtained by the state quantity obtaining means, and the state of the vehicle It is determined whether the amount satisfies a predetermined condition by the state amount determination means. As a result of the determination, when the state quantity of the vehicle satisfies a predetermined condition, the camber angle adjusting device is driven by the first camber angle adjusting means to adjust the camber angle of the wheel so that the absolute value becomes large.

  On the other hand, battery information is acquired by the battery information acquisition means, and based on the acquired information, it is determined by the battery state determination means whether the battery is insufficiently charged or deteriorated.

  As a result of the above determination, when the vehicle state quantity does not satisfy the predetermined condition and the battery is insufficiently charged or has deteriorated, the camber angle adjusting device is adjusted by the first camber angle adjusting means. The camber angle adjusting device is driven by the camber angle adjusting device by the second camber angle adjusting means so that the absolute value becomes smaller than the camber angle adjusted by driving.

  Here, in order to adjust the camber angle of the front wheel or the rear wheel so that the absolute value becomes small, it is necessary to slightly increase the vehicle height against gravity. In this case, since the friction between the ground contact part of the wheel and the road surface increases, the load on the camber angle adjusting device increases. According to the vehicle control device D3, since the wheel camber angle is adjusted one by one so that the absolute value becomes smaller, the instantaneous load of the camber angle adjusting device can be reduced, and the power consumption can be suppressed. Therefore, there is an effect that a decrease in the remaining capacity of the battery and deterioration of the battery can be suppressed.

  In any one of the vehicle control devices D1 to D3, the camber angle adjusting device adjusts a camber angle of the rear wheel, and the first camber angle adjusting means is configured to adjust the rear wheel by the camber angle adjusting device. A vehicle control device D4 that adjusts a camber angle to give a negative camber to the rear wheel.

  According to the vehicle control device D4, the camber angle adjusting device driven by the first camber angle adjusting means adjusts the camber angle of the rear wheel, and gives a negative camber to the rear wheel. Since the negative camber is applied to the rear wheel, the canvas last generated on the rear wheel can be used to make the vehicle characteristics have a stable understeer tendency. Therefore, any of the effects of the vehicle control devices D1 to D3 can be achieved. In addition, it has the effect of improving the straight running stability and the limit running performance of the vehicle.

  In the flowchart shown in FIG. 4 (state quantity determination process), the process of S1 to S3 corresponds to the state quantity acquisition means described in the vehicle control devices D1 and D3. In the flowchart shown in FIG. 7 (battery decrease determination process), the battery information acquisition means described in the vehicle control devices D1 and D3 is processed in S42, S43, S47, and the battery state determination means is processed in S46, S49. Each is applicable. In the flowchart (camber control process) shown in FIG. 20, the process of S121 corresponds to the state quantity determination means described in the vehicle control devices D1 and D3, and the process of S123 corresponds to the first camber angle adjustment means. In the flowchart (camber release process) shown in FIG. 21, the load information acquisition means described in the vehicle control device D1 and the front and rear load information acquisition means described in the vehicle control device D2 are the processes of S142 and the accelerator pedal 61 in the process of S146. The process for detecting the change in the operation amount and the process for detecting the change in the operation amount of the brake pedal 62 are the load judging means described in the vehicle control device D1 and the front and rear load judgment means described in the vehicle control device D2. , S145, S146 and S147 correspond to the process of S150 as the camber angle correcting means, and the process of S148 as the second camber angle adjusting means described in the vehicle control device D3.

100, 200, 300, 400, 500 Vehicle control device 1,201 Vehicle 2 Wheel 2FL, 2FR Front wheel 2RL, 2RR Rear wheel 44, 244 Camber angle adjusting device 44FL FL motor (part of camber angle adjusting device)
44FR FR motor (part of camber angle adjustment device)
44RL RL motor (part of camber angle adjustment device)
44RR RR motor (part of camber angle adjustment device)
Part of BF body

Claims (3)

A vehicle body, a front wheel and a rear wheel that support the vehicle body, a camber angle adjusting device that adjusts a camber angle of at least one of the front and rear wheels, and a battery that supplies power to the camber angle adjusting device, A vehicle control device used in a vehicle equipped with
State quantity acquisition means for acquiring a state quantity of the vehicle;
State quantity determination means for determining whether the vehicle state quantity acquired by the state quantity acquisition means satisfies a predetermined condition;
Battery information acquisition means for acquiring information of the battery;
Battery state determination means for determining whether the battery is insufficiently charged or deteriorated based on information acquired by the battery information acquisition means;
The camber angle is determined when the battery state determining means determines that the battery is not insufficiently charged or has not deteriorated, and the state amount determining means determines that the vehicle state quantity satisfies a predetermined condition. Normal state adjusting means for adjusting the camber angle of the wheel so as to increase the absolute value by an adjusting device;
When the battery state determining means determines that the battery is undercharged or deteriorated, and the state amount determining means determines that the state quantity of the vehicle satisfies a predetermined condition, the normal Battery lowering state adjusting means for adjusting the camber angle of the wheel so that the absolute value becomes larger by the camber angle adjusting device at a timing earlier than when the camber angle of the wheel is adjusted by the state adjusting means. A vehicular control device.   The predetermined condition for determining whether or not the state quantity determining unit satisfies the condition is the battery state in which the battery state determining unit determines that the battery is insufficiently charged or deteriorated. 2. The vehicle according to claim 1, wherein the battery is set to be a necessary condition for satisfying a condition in a normal state in which it is determined by the determining means that the battery is not insufficiently charged or deteriorated. Control device.   The camber angle adjusting device adjusts the camber angle of the rear wheel, and the normal state adjusting means and the battery lowering state adjusting means adjust the camber angle of the rear wheel by the camber angle adjusting device, The vehicle control device according to claim 1, wherein a negative camber is imparted to the rear wheel.

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