JP2012076498A - Camber angle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a camber angle control device capable of exactly adjusting a camber angle according to the state of a vehicle.SOLUTION: The camber angle control device includes: a driving member 102 having a motor 102a provided at a vehicle body 120 and generating a driving force and an output shaft 102b outputting the driving force generated by the motor 102a; a deceleration part 103 connected to the output shaft 102b and decelerating the rotation of the driving member 102; a crank 104 having a crank shaft 104a connected to the deceleration part 103 and a crank pin 104b which is eccentric with respect to the crank shaft 104a; a connection member 151 connected to the crank pin 104b by one end of a first connection part 151a; a camber member 156b connected to the vehicle body 120 and forming a camber shaft CA; a turning member 133 supporting a wheel 2 so as to be turnable, supported by the camber member 156b so as to be turnable at one side in the vertical direction and connected to the other end of the connection member 151 by a second connection part 151b at the other side; and a control part 70 controlling the rotating direction of the first connection part 151a by selecting upper turning or lower turning according to the state of the vehicle body 120.

Description

  The present invention relates to a camber angle control device for a vehicle used when adjusting a camber angle of a wheel.

  Conventionally, in order to be able to control cambers and tows individually for each wheel by an actuator, a ball joint that supports an axle supporting a wheel at one point with respect to the vehicle body, and an upper side of the support point by the ball joint in the axle Alternatively, the first and second actuators that support two points in the vehicle front-rear direction, which are on the lower side, and individually displace these two support points in the vehicle width direction, and the two support points in the vehicle width. The first and second are changed so that the wheel toe is changed by relatively displacing in the direction and / or the camber of the wheel is changed by displacing the two support points in the same direction in the vehicle width direction. And a control means for controlling the actuator 2 (Patent Document 1).

JP 2004-122932 A

  However, in the invention described in Patent Document 1, control in consideration of the state of the vehicle has not been performed.

  The present invention solves the above-described problems, and an object of the present invention is to provide a camber angle control device that accurately executes camber angle adjustment in accordance with the state of the vehicle.

  Therefore, a camber angle control device according to the present invention includes a motor installed on a vehicle body that generates a driving force, a driving member having an output shaft that outputs the driving force generated by the motor, and a drive member connected to the output shaft. A speed reducing portion for reducing rotation, a crank portion having a crank shaft connected to the speed reducing portion and a crank pin eccentric to the crank shaft, and a connecting member connected to the crank pin at a first connecting portion at one end And a camber member that is connected to the vehicle body and forms a camber shaft, and supports a wheel rotatably, and is rotatably supported by the camber member on one side in the vertical direction, and the connecting member on the other side. A rotation member connected to the other end of the first connection part by a second connection part, and a control part that selects and controls the rotation direction of the first connection part to be turned up or down depending on the state of the vehicle body. Characterized in that it obtain.

  The control unit may control a rotation direction of the first connection unit according to an angle of the connection member.

  Further, the control unit is at least one of a wear mode that prioritizes reduction of parts wear, a low-current high-speed mode that prioritizes power saving and operation in a short time, and a ride comfort mode that prioritizes ride comfort of the occupant. It is characterized by controlling to.

  In the wear mode, the control unit controls the rotation direction according to the number of times of turning up and down of the first connecting portion.

  Further, the straight line connecting the first connecting part and the second connecting part acquires the angle with respect to the straight line in a state where the crankshaft, the first connecting part and the second connecting part are aligned. A member angle acquisition unit; and a storage unit that stores the number of rotations of the first connection unit and the number of rotations of the first connection unit, and the control unit acquires an angle of 0 ° acquired by the connection member angle acquisition unit. In this case, the first connecting unit stored in the storage unit is rotated in a smaller direction out of the number of rotations and the number of rotations.

  In the low-current high-speed mode, the control unit controls a rotation direction of the first connection unit according to a direction of a load applied to the connection member.

  A load direction acquisition unit that acquires a direction of a load applied to the connection member; and a state in which the first connection unit, the second connection unit, and the crankshaft unit are aligned in a straight line is set to 0 °. The angle when the second connecting part is higher in the vertical direction than the first connecting part is positive, and the angle when the second connecting part is lower in the vertical direction than the first connecting part is negative, and the connection When the load applied to the member in the direction compressed toward the vehicle inner side in the vehicle width direction is a compressive load, and the load applied to the connecting member in the direction pulled toward the vehicle outer side in the vehicle width direction is a tensile load, When the angle acquired by the connection member angle acquisition unit is negative and the load acquired by the load direction acquisition unit is a tensile load, the control unit lowers the first connection unit and acquires the connection member angle. The acquired angle of the part is negative And when the load acquired by the load direction acquisition unit is a compressive load, the first connection unit is increased, the angle acquired by the connection member angle acquisition unit is positive, and the load direction acquisition unit When the acquired load is a tensile load, the first connecting portion is increased, the acquired angle of the connecting member angle acquiring portion is positive, and the acquired load of the load direction acquiring portion is a compressive load, The first connecting portion is lowered.

  Further, the battery remaining capacity acquisition unit that acquires the remaining capacity of the battery is further provided, and when the angle acquired by the connection member angle acquisition unit is not 0 °, the control unit determines the capacity of the battery by the battery residual capacity acquisition unit. When the battery capacity is less than a predetermined value, control is performed in the low current high speed mode.

  In the riding comfort mode, the control unit controls the vertical movements of the left and right vehicle bodies by the rotation of the first connecting unit to be the same.

  The battery further includes a battery remaining capacity acquisition unit that acquires a remaining capacity of the battery, and a load direction acquisition unit that acquires a direction of a load applied to the connection member, the first connection unit, the second connection unit, and the crank. A state where the shaft portion is aligned with a straight line is 0 °, the angle when the second connecting portion is higher in the vertical direction than the first connecting portion is positive, and the second connecting portion is perpendicular to the first connecting portion. In the case where the angle in the case of low is negative, the control unit acquires the battery capacity by the battery remaining capacity acquisition unit when the angle acquired by the connection member angle acquisition unit is not 0 °, and the battery If the positive and negative angles of the left and right wheels acquired by the connecting member angle acquisition unit are the same, the left and right wheels are rotated in the same direction, and the left and right wheels The connection of When the angles acquired by the member angle acquisition unit are different from each other, the left and right first coupling units are rotated in the opposite directions.

  According to the first aspect of the present invention, a motor installed on the vehicle body for generating a driving force, a driving member having an output shaft for outputting the driving force generated by the motor, and a rotation of the driving member connected to the output shaft. A crank portion having a crank shaft connected to the speed reduction portion and a crank pin eccentric with respect to the crank shaft, and a connecting member connected to the crank pin at a first connecting portion at one end. A camber member that is connected to the vehicle body and forms a camber shaft; and a wheel that rotatably supports the camber member and is rotatably supported by the camber member on one side in the vertical direction; A rotating member connected to the other end by a second connecting portion; and a control unit that selects and controls the rotation direction of the first connecting portion to be turned up or down depending on the state of the vehicle body. So Adjustment of Yanba angle it is possible to accurately executed in accordance with the state of the vehicle.

  According to the invention of claim 2, the control unit controls the rotation direction of the first coupling unit according to the angle of the coupling member, so that the camber angle can be adjusted more accurately. It becomes possible.

  According to a third aspect of the present invention, the control unit prioritizes a wear mode that prioritizes the reduction of parts wear, a low-current high-speed mode that prioritizes power saving and operation in a short time, and a ride comfort for the passenger. Since it is controlled to at least one of the riding comfort modes, the camber angle can be adjusted more accurately.

  According to a fourth aspect of the present invention, in the wear mode, the control unit controls the rotation direction according to the number of times of turning up and down of the first connecting portion. It is possible to perform control in consideration.

  According to a fifth aspect of the present invention, the straight line connecting the first connecting part and the second connecting part is aligned with the crankshaft, the first connecting part and the second connecting part. A connecting member angle acquiring unit that acquires an angle with respect to a straight line in a state; and a storage unit that stores the number of times of turning up and down of the first connecting unit, and the control unit includes the connecting member When the angle acquired by the angle acquisition unit is 0 °, the first connecting unit stored in the storage unit is rotated in the lesser direction of the number of times of turning up and down, so the wear of the parts can be accurately performed. Can be reduced.

  According to the invention of claim 6, in the low current high speed mode, the control unit controls the rotation direction of the first connection unit according to the direction of the load applied to the connection member. By utilizing this, it is possible to shorten the rotation time during the operation of the first connecting portion, and it is possible to speed up the operation in an emergency and save the battery.

  According to the invention of claim 7, further comprising a load direction acquisition unit that acquires a direction of a load applied to the connection member, wherein the first connection unit, the second connection unit, and the crankshaft unit are provided. In a case where the aligned state is 0 °, the angle when the second connecting part is higher in the vertical direction than the first connecting part is positive, and the second connecting part is lower in the vertical direction than the first connecting part. The angle is negative, and the load applied in the direction compressed toward the vehicle inner side in the vehicle width direction relative to the connecting member is a compressive load, and the load applied in the direction pulled toward the vehicle outer side in the vehicle width direction relative to the connecting member. When the load is a tensile load, the control unit is configured such that when the angle acquired by the connection member angle acquisition unit is negative and the load acquired by the load direction acquisition unit is a tensile load, the first connection unit The connecting member angle When the angle acquired by the acquisition unit is negative and the load acquired by the load direction acquisition unit is a compressive load, the first connection unit is increased and the angle acquired by the connection member angle acquisition unit is positive. When the load acquired by the load direction acquisition unit is a tensile load, the first connection unit is increased, the angle acquired by the connection member angle acquisition unit is positive, and the load direction acquisition unit When the acquired load is a compressive load, the first connecting portion is lowered, so that it is possible to accurately speed up the operation in an emergency and save the battery.

  According to an eighth aspect of the present invention, the battery further includes a battery remaining capacity acquisition unit that acquires the remaining capacity of the battery, and when the angle acquired by the connecting member angle acquisition unit is not 0 °, When the battery capacity is acquired by the battery remaining capacity acquisition unit and the capacity of the battery is less than a predetermined value, the control is performed in the low current high speed mode, so that the battery can be saved.

  According to the ninth aspect of the present invention, in the riding comfort mode, the control unit controls the vertical movements of the left and right vehicle bodies by the rotation of the first connecting unit to be the same. The movements of the left and right vehicle bodies are the same, and the vertical movements of the left and right vehicle bodies are the same, so that it is possible to reduce up and down swinging with respect to the occupant and to ensure riding comfort.

  According to a tenth aspect of the present invention, the battery pack further includes a battery residual capacity acquisition unit that acquires a residual capacity of the battery, and a load direction acquisition unit that acquires a direction of a load applied to the connecting member, The state where the connecting portion, the second connecting portion, and the crankshaft portion are arranged in a straight line is 0 °, and the angle when the second connecting portion is higher in the vertical direction than the first connecting portion is positive, the second connecting portion If the angle when the part is lower in the vertical direction than the first connection part is negative, the control part is determined by the battery remaining capacity acquisition part when the angle acquired by the connection member angle acquisition part is not 0 ° When the capacity of the battery is acquired and the capacity of the battery is greater than a predetermined value, the left and right first connection portions are moved up and down if the acquired angles of the connection member angle acquisition portions of the left and right wheels are the same. Rotate in the same direction When the angles acquired by the connection member angle acquisition units of the left and right wheels are different, the left and right first connection units are rotated in the upside down direction, so that it is possible to ensure a comfortable ride accurately. Become.

It is the schematic diagram which showed typically the vehicle interior by which the camber angle control apparatus for vehicles in 1st Embodiment is mounted. It is a front perspective view of the camber angle adjusting device of an embodiment. It is the figure which looked at the camber angle adjusting device of an embodiment from the front. It is the figure which looked at the camber angle adjusting device of an embodiment from the upper part. It is AA sectional drawing of FIG. It is the figure which looked at the camber angle adjustment device of the operation state of an embodiment from the front. It is BB sectional drawing of FIG. It is the block diagram which showed the electrical structure of the camber angle 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 camber control process. It is a schematic diagram near a wheel. It is the figure which looked at the vehicle at the time of right turn from upper direction. It is the figure which looked at the vehicle at the time of right turn from the back. It is the figure which looked at the vehicle at the time of left turn from the upper direction. It is the figure which looked at the vehicle at the time of left turn from the back. It is a figure which shows the example of the relationship between a tire lateral force and an upper arm load direction. It is a figure which shows the state of the upper arm 151 when both right-and-left wheels are a bound state. It is a figure which shows the state of the upper arm 151 when both right-and-left wheels are a rebound state. It is a figure which shows the state of the upper arm 151 when a right wheel is a rebound state and a left wheel is a bound state. It is a figure which shows the state of the upper arm 151 when a right wheel is a bound state and a left wheel is a rebound state. It is a figure which shows the state of the upper arm 151 when both right-and-left wheels are a bound state. It is a figure which shows the state of the upper arm 151 when both right-and-left wheels are a rebound state. It is a figure which shows the state of the upper arm 151 when a right wheel is a rebound state and a left wheel is a bound state. It is a figure which shows the state of the upper arm 151 when a right wheel is a bound state and a left wheel is a rebound state. FIG. 13 is a flowchart for camber assignment in S43 when a state quantity flag is on in the camber control process of FIG. 12; FIG. 13 is a flowchart when camber assignment is performed in S47 when a traveling state flag is on in the camber control process of FIG. 12; It is a figure which shows the flowchart of wear mode. It is a figure which shows the flowchart of a low current high-speed mode. It is a figure which shows the flowchart of 1st Embodiment of riding comfort mode. It is a figure which shows the flowchart of 2nd Embodiment of riding comfort mode. It is a figure which shows the flowchart of 3rd Embodiment of riding comfort mode. It is a figure which shows the flowchart of 4th Embodiment of riding comfort mode.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram schematically illustrating a vehicle 1 on which a control unit 70 according to the first embodiment 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 (in this embodiment, four wheels) wheels 2 that support the vehicle body frame BF, and a plurality of these wheels 2 (in this embodiment, left and right). Of the front wheels 2FL, 2FR), a plurality of suspension devices 4 for suspending the wheels 2 to the vehicle body frame BF, and a part of the plurality of wheels 2 (in this embodiment, left and right And a steering device 5 for steering the front wheels 2FL, 2FR).

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR positioned on the front side (arrow F direction side) of the vehicle 1, and left and right rear wheels positioned 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, 2FR are configured as driving wheels that are rotationally driven by the wheel driving device 3. The left and right rear wheels 2RL, 2RR are configured as driven wheels that are driven as the vehicle 1 travels.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2F, and is constituted by an electric motor 3a as described later. The electric motor 3a is connected to the left and right front wheels 2FL and 2FR via a differential gear and a drive shaft 31, as shown in FIG.

  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 suspension device 4 functions as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2, and is configured to be extendable. As shown in FIG. Are provided corresponding to each. Further, the suspension device 4 in the present embodiment also has a function as a part of the camber angle adjusting device 100 that adjusts the camber angle of the wheel 2.

  2 is a front perspective view of the camber angle adjusting device of the embodiment, FIG. 3 is a diagram of the camber angle adjusting device of the embodiment as viewed from the front, and FIG. 4 is a diagram of the camber angle adjusting device of the embodiment as viewed from above. 5 is a cross-sectional view taken along the line AA in FIG. However, the wheel is the figure which cut the front half. An arrow F indicates the front of the vehicle, and an arrow W indicates the vehicle body width direction orthogonal to the vehicle longitudinal direction.

  In FIG. 2, 100 is a camber angle adjusting device, 102 is a drive member, 103 is a speed reducing portion, 104 is a crank portion, 105 is a bearing member, 106 is a detection member, 120 is a vehicle body, 121 is a first suspension member, and 122 is a first suspension member. 2 suspension member, 123 is a unit support member, 130 is a hub, 131 is a hub member, 132 is a disc brake, 133 is a hub support member as a rotating member, 2 is a wheel, 141 is a wheel, and 142 is a tire. 4 is a suspension device, 151 is an upper arm as a connecting member, 152 is a first lower arm, 153 is a spring, 154 is a shock absorber, 155 is a trailing arm, and 156 is a second lower arm.

The camber angle adjusting device 100 of the present embodiment has a camber member 156a that is connected to the vehicle body and forms a camber shaft CA, and changes the camber angle of the wheel 2 by rotating around the camber shaft CA. In the camber angle adjusting apparatus 100, a motor 102a that is installed on the vehicle body 120 and generates a driving force, a driving member 102 having an output shaft 102b that outputs the driving force generated by the motor 102a, and a driving member 102 connected to the output shaft 102b. a reduction unit 103 for reducing the rotational speed, in parallel coupled to the crankshaft 104a _1, 104b ₂ and the crankshaft 104a _1, 104b ₂ which is connected to the reduction gear unit 103 rotates about the center line of the output shaft 102b and the same shaft Clan with crank pin 104a _2, 104b ₁ that rotates around the crank shaft 104a _1, 104b ₂ And parts 104, an upper arm 151 which is connected at one end to the crank pin 104a _2, 104b _1, while rotatably supporting a wheel 2 is rotatably supported on the camber members CA on one side of the vertical direction, the other And a hub support member 133 connected to the other end of the upper arm 151 on the side.

  In the present embodiment, the camber angle adjusting device 100 may be considered as a unit. In this case, 100 is a camber angle adjusting unit as a camber angle adjusting device.

  A vehicle to which the camber angle adjusting unit 100 of this embodiment is attached will be described.

  The vehicle of this embodiment is a vehicle using a double wishbone suspension. The vehicle includes a vehicle body 120, a wheel 2, a hub 130 that rotatably supports the wheel 2 with respect to the vehicle body 120, and a suspension device 4 that suspends the wheel 2 and the hub 130 from the vehicle body 120.

  The vehicle body 120 includes a first suspension member 121, a second suspension member 122, and a unit support member 123 provided across the first suspension member 121 and the second suspension member 122.

  The hub 130 is connected via a drive shaft (not shown) and rotated by a driving part such as an engine or a motor, a disk brake part 131b that rotates together with the rotating part 131a, the vehicle body 120, and the suspension device 4. And a hub support member 131c that rotatably supports the rotating portion 131a and the disc brake 131b. The hub support member 131c is rotatably supported on the other end of the second lower arm 156 on one side in the vertical direction, and connected to the other end of the upper arm 151 on the other side.

  The wheel 4 includes a wheel 141 that is fastened to the rotating portion 131b of the hub 130 with a bolt or the like and rotates together with the rotating portion 131b, and a tire 142 that is assembled to the outer periphery of the wheel 141.

  The suspension device 4 includes an upper arm 151, a first lower arm 152, a spring 153, a shock absorber 154, a trailing arm 155, and a second lower arm 156.

Upper arm 151 is rotatably connected via a bearing 107 such as a bearing sliding crank pin 104a ₂ of the crank member 104 at the first connecting portion 151a of one end, the hub of the hub 130 in the second connecting portion 151b of the other end The support member 133 is rotatably connected to a vehicle front-rear direction or substantially front-rear direction shaft via a bearing such as a rubber bush or a pillow ball.

  The first lower arm 152 is connected to the second suspension member 122 of the vehicle body 120 through a bearing such as a rubber bush or a pillow ball so that the first lower arm 152 can rotate with respect to the vehicle longitudinal or substantially longitudinal axis through a bearing such as a rubber bush. The second connection portion 152b at the other end is connected to the hub support member 133 of the hub 130 via a bearing such as a rubber bush or a pillow ball so as to be rotatable with respect to the vehicle longitudinal or substantially longitudinal axis.

  The spring 153 is connected to the vehicle body 120 via the first spring receiver 153a in the upper part and connected to the first lower arm 152 via the second spring receiver 153b in the lower part.

  Although not shown, the shock absorber 154 is connected to the vehicle body 120 on the upper side and connected to the first lower arm 152 on the lower side.

  The trailing arm 155 is connected to the vehicle body 120 via a bearing such as a rubber bush or a pillow ball at the first connecting portion at the front end so as to be rotatable with respect to an axis in the vehicle width direction or substantially the width direction. The second connecting portion 155b is connected to the hub support member 133 of the hub 130 via a bearing such as a rubber bush or a pillow ball so as to be rotatable with respect to an axis in the vehicle width direction or substantially the width direction, and a third connecting portion 155c below the rear end. Then, it is fastened to the hub support member 133 of the hub 130 with a bolt or the like.

  The second lower arm 156 is connected to the first suspension member 121 of the vehicle body 120 through a bearing such as a rubber bush or a pillow ball so that the second lower arm 156 can rotate with respect to the vehicle longitudinal or substantially longitudinal axis via a first suspension member 121 of the vehicle body 120. The second connecting portion 156b at the other end is connected to the hub support member 133 of the hub 130 via a bearing 107 such as a rubber bush or a pillow ball so as to be rotatable with respect to the vehicle longitudinal or substantially longitudinal axis. In the present embodiment, the second lower arm 156 functions as a toe control link that adjusts the toe angle during alignment.

  Next, the camber angle adjustment unit 100 of this embodiment will be described.

The camber angle adjusting unit 100 of the present embodiment is a camber angle adjusting unit 100 that changes the camber angle of the wheel 2 suspended on the vehicle body 120 via the upper arm 151 and the lower arm 152 of the double wishbone suspension device 150. a drive member 102 for generating a driving force of the angular adjustment unit 100, a reduction unit 103 for reducing the rotation of the driving member 102, the first crank shaft portion 104a ₁ and the upper arm 151 as a crank shaft coupled to the speed reducer 103 comprises a crank portion 104 having a crank pin portion 104a ₂ of the crank pin connected to.

  The driving member 102 includes a motor 102a formed of a DC motor or the like, an output shaft 102b that outputs a driving force of the motor, and the like. The motor 102 a is installed on a unit support member 123 that is provided across the first suspension member 121 and the second suspension member 122 of the vehicle body 120. In other words, the suspension device 130 is attached on a spring. The unit support member 123 may be installed as a part of the camber angle adjustment unit 100 instead of being provided in the vehicle body 120 in advance.

  In this way, by installing the motor 102a on the spring, it is possible to reduce the weight of the unsprung body and improve the ride comfort and the motion performance of the vehicle.

  Further, as shown in FIG. 4, the motor 102a is preferably a flat motor whose axial length is shorter than the radial length. Moreover, it is preferable that the outer diameter of the motor 102a is larger than the outer diameter of each gear of the reduction part 103a.

  Thus, the installation space can be reduced by making the motor 102a a flat motor.

The speed reducer 103 is attached to the output shaft 102b of the drive member 102 and transmits the drive force of the motor 102a to the crank member 104 at a reduced speed. As shown in FIG. 4, the speed reduction unit 103 of the present embodiment includes a case 103a, a ring-shaped outer gear 103b fixed to the case 103a, a sun gear 103c connected to the output shaft 102b of the motor 102a, and a sun gear 103c. And a plurality of first planetary gears 103d that rotate around the sun gear 103c by the driving force of the sun gear 103c, a first planetary shaft 103e that supports the first planetary gear 103d, and a first planetary shaft 103e. a planetary carrier 103f rotating around a rotation axis 103f ₁ by first planetary gear 103d rotates around the sun gear 3c, it meshes with the rotary shaft 103f ₁ and the outer gear 3b of the planetary carrier 103f, of the planetary carrier 103f times A plurality of second planetary gears 103g that rotates around the rotating shaft 103f _1, a second planetary shaft 103h supporting the second planetary gears 103g, is fixed to the second planetary shaft 103h, the second planetary gear 103g rotates the planetary carrier 103f and an output member 103j that rotates by rotating about an axis 103f _1. In the present embodiment, three first planetary gears 103d and three second planetary gears 103g are used. In the present embodiment, the first planetary gear 103d and the second planetary gear 103g have a two-stage configuration. However, the first planetary shaft 103e of the first planetary gear 103d may be fixed to the output member 103j. Good.

  Thus, the installation space can be reduced by configuring the speed reducing unit 103 with a planetary gear.

Crank portion 104 has a first crank member 104a having a crank pin portion 104a ₂ which is connected to the first crank shaft portion 104a ₁ and the upper arm 131 to rotate the output member 103j integral of the deceleration portion 103, the first crank member 104a of the crank pin 104a ₂ rolling bearing to the crank pin junction 104b ₁ and the unit support portion 123 is mounted so as to be rotatable integrally with the second crank that is rotatably supported by a bearing 105, such as sliding bearings and a second crank member 104b having a shaft portion 104b _2.

Moreover, it is preferable to provide the crank part 104 with the angle sensor 106 as a connection member angle acquisition part. In the present embodiment, the angle sensor 106 is disposed adjacent to the second crankshaft section 104b ₂ of the second crank member 104b, measures the angle of rotation. About the structure of a sensor, the optical sensor etc. which read the existing marker etc. may be sufficient. And according to the angle which the angle sensor 6 measured, it is good to control operation systems, such as a display apparatus which is not shown in figure which shows that the camber angle is provided, the motor 102a, or a vehicle accelerator.

  By providing the angle sensor 106 on the spring adjacent to the crank portion 104, the influence of vibration can be reduced and detection can be performed with high accuracy compared to the case where the angle sensor 106 is provided on the spring. In addition, you may attach a connection member angle acquisition part to the 1st crank member 104a side. Moreover, it is good also as a rotation speed sensor provided in the motor 102a or the deceleration part 103, and measuring rotation speed.

The camber angle adjusting unit 100 according to this embodiment is unitized, and after inserting the crank pin portion 104a ₂ of the first crank member 104a into the first connecting portion 151a of the upper arm 151, the second crank member 104b. Can be easily installed on the vehicle body 120 by attaching to the first crank member 104a. In addition, you may install in the vehicle body 120 in the state attached to the upper arm 151 previously.

  Next, the operation of the camber angle adjusting unit 100 of this embodiment will be described.

  FIG. 6 is a front view of the camber angle adjusting device in the operating state according to the embodiment, and FIG.

  First, when an instruction to adjust the camber angle is given by a control device (not shown) or the like, the motor 102a of the drive member 102 is driven. The driving force of the motor 102a is decelerated by the deceleration unit 102b.

In the speed reduction unit 103, first, the sun gear 103c connected to the output shaft 102b of the motor 102a rotates. When the sun gear 103c rotates, the plurality of first planetary gears 103d arranged around the sun gear 103c move while rotating between the sun gear 103c and the outer gear 103b. When the first planetary gear 103d is moved, the first planetary shaft 103e is moved to support the first planetary gear 103d, a planetary carrier 103f fixed to the first planetary shaft 103e is rotated around the rotation shaft 103f _1. When the rotation shaft 103f ₁ of the planetary carrier 103f rotates, the plurality of second planetary gears 103g meshing with the rotation shaft 103f ₁ and the outer gear 103b move around the rotation shaft 103f ₁ while rotating. When the second planetary gear 103g moves, the second planetary shaft 103h that supports the second planetary gear 103g moves, and the output member 103j fixed to the second planetary shaft 103h rotates.

Rotation of the output member 103j of the reduction unit 103 is transmitted to the crank portion 104, the first crank member 104a and the second crank member 104b is center of the crankshaft first crankshaft 104a ₁ and a second crankshaft section 104b ₂ Rotate to.

When the first crank member 104a and the second crank member 104b rotate, the crank pin portion 104a ₂ arranged eccentrically with respect to the crankshaft is changed from the state shown in FIG. 5 around the crankshaft to the vehicle width direction as shown in FIG. It will be in the state rotated about 180 degree.

By crank portion 104 rotates, the first coupling portion 151a of the upper arm 151 connected to the crank pin portion 104a ₂ rotates with the crank pin portion 104a _2. When the first connecting portion 151a rotates, the upper arm 151 is pulled by the first connecting portion 151a and moves in the arrow C direction. The upper arm 151 pulls the second connecting portion 151b and pulls the hub support member 133 connected to the second connecting portion 151b.

  The hub support member 133 pulled by the upper arm 151 rotates in the direction of arrow G around the second connecting portion 152b of the first lower arm 152.

  When the hub support member 133 rotates in the direction of arrow G, the hub member 131 and the wheel 2 also rotate in the direction of arrow G, and a negative camber is applied to the wheel 2.

  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 control unit 70 is a device for controlling each part of the vehicle 1 configured as described above. For example, the camber angle adjusting device 100 (see FIG. 2) according to the operation state of the pedals 61 and 62 and the steering 63. ) Is controlled.

  Next, a detailed configuration of the control unit 70 will be described with reference to FIG. FIG. 8 is a block diagram showing an electrical configuration of the control unit 70. As shown in FIG. 8, the control unit 70 includes a CPU 71, a ROM 72 and a RAM 73 as storage units, and these 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. 9 to 12), fixed value data, or the like. Is a non-rewritable non-volatile memory.

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. As shown in FIG. 8, a camber flag 73a, a state quantity flag 73b, a running state flag 73c, and an uneven wear load flag 73d are stored. 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 turned on or off when a state quantity determination process (see FIG. 9) described later is executed. 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 73b 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. 10) 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 where 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 it is a ground load that may cause uneven wear (hereinafter referred to as “uneven wear load”), and is turned on or off during execution of an uneven wear load determination process (see FIG. 11) 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.

  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 motor 102 is a device for adjusting the camber angle of each wheel 2. As described above, the motor 102 is a total that applies a driving force for swinging to the upper arm 151 (see FIG. 2) of each suspension device 4. It mainly includes four FL to RR motors 102FL to 102RR and a drive control circuit (not shown) for driving and controlling each of the motors 102FL to 102RR based on an instruction from the CPU 71.

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

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

  Further, the CPU 71 time-integrates the detection results (front-rear G, lateral G) of the respective acceleration sensors 80a, 80b input from the acceleration sensor device 80, and calculates speeds in two directions (front-rear direction and left-right direction), 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. 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. A total of four FL˜ RR suspension 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 the results to the CPU 71 are provided.

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

  The CPU 71 acquires the ground load of each wheel 2 based on the detection results (expansion / contraction amount) of each of the suspension stroke sensors 83FL to 83RR input from the suspension stroke sensor device 83. That is, since the ground load of the wheel 2 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 grounding of the wheel 2 is The load F is F = kx.

  The ground load sensor device 84 is a device for detecting the ground load of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR grounds for detecting the ground load of each wheel 2 respectively. Load sensors 84FL to 84RR and an output circuit (not shown) for processing the detection results of the ground load sensors 84FL to 84RR and outputting the results to the CPU 71 are provided.

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

  The sidewall crushing margin sensor device 85 is a device for detecting the crushing margin of the tire sidewall of each wheel 2 and outputting the detection result to the CPU 71. The crushing margin of the tire sidewall of each wheel 2 is respectively determined. A total of four FL to RR side wall collapse allowance sensors 85FL to 85RR to be detected, and an output circuit (not shown) for processing the detection results of the respective side wall collapse allowance sensors 85FL to 85RR and outputting them to the CPU 71 are provided. ing.

  In the present embodiment, each of the sidewall collapse allowance sensors 85FL to 85RR is configured as a strain gauge, and each of these sidewall collapse allowance sensors 85FL to 85RR is distributed in each wheel 2.

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

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

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

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. Further, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a, 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.

  Here, in the present embodiment, for example, the accelerator pedal sensor device 61a, the brake pedal sensor device 62a, and the steering sensor device 63a correspond to the state quantity acquisition unit, and the longitudinal acceleration sensor 80a and the steering sensor device 63a include the travel state acquisition unit. Corresponding to

  As another input / output device 90 shown in FIG. 8, 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. In addition, the arm angle sensor as a connecting member angle acquisition unit for detecting the angle of the upper arm, the battery sensor as the battery residual capacity acquisition unit for acquiring the remaining battery capacity, and the direction of the load applied to the upper arm 151 You may have a load sensor etc. as a load direction acquisition part to acquire.

  Next, the state quantity determination process will be described with reference to FIG. FIG. 9 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 control unit 70 is turned on, and determines whether the state quantity of the vehicle 1 satisfies a predetermined condition. It is processing to do.

  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 amount of the pedals 61 and 62 and the operation amount of the steering 63, the operation amount of the pedals 61 and 62, and the operation amount of the steering 63 obtained in the processes of S1 to S3, respectively. Correspondingly, a threshold value stored in advance in the ROM 72 (in this embodiment, when the vehicle 1 accelerates, brakes, or turns while the camber angle of the wheel 2 is the second camber angle, the wheel 2 may slip). It is determined 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. 10 is a flowchart showing the running state determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the control unit 70 is turned on, and whether or not 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 the acquired travel speed of the vehicle 1 is equal to or lower 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 63 for determining whether or not a predetermined condition is satisfied), it is determined whether or not the current operation amount of the steering 63 is equal to or greater than the predetermined operation amount. .

  As a result, when it is determined that the operation amount of the steering 63 is equal to or less than the predetermined operation amount (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 unit, 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. 11 is a flowchart showing an uneven wear load determination process. This process is a process that is repeatedly executed by the CPU 71 when the power of the control unit 70 is turned on (for example, at intervals of 0.2 seconds), and the vehicle 1 is in a state where a negative camber is applied to the wheels 2. This is a process for determining whether or not the ground contact load of the wheel 2 is an uneven wear load that may cause uneven wear on the tire (tread) when traveling.

  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 contact load of the wheel 2 is larger than the predetermined 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 (S33), and this uneven wear load determination process is performed. Exit.

  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 degree of addition.

  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 (S33), 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 contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), 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 (S33), 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. Judge 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 contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, as a result of the process of S25, when it is determined that the roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle (S25: Yes), whether or not the ground load of each wheel 2 is equal to or smaller than the predetermined ground load. (S26). In the process of S26, the ground load of each wheel 2 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 each wheel 2 is determined to be a predetermined ground. It is determined whether or not it is below the load.

  As a result, when it is determined that the ground load of at least one of the wheels 2 is larger than the predetermined ground load (S26: No), the ground load of the wheel 2 is an uneven wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, as a result of the processing of S26, when it is determined that the ground contact load of each wheel 2 is equal to or less than a predetermined load (S26: Yes), the collapse allowance of the tire sidewall of each wheel 2 is equal to or less than the predetermined collapse allowance. It is determined whether or not (S27). In the process of S27, the collapse amount of the tire sidewall of each wheel 2 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 wheel 2 of each wheel 2 is compared. It is determined whether the crushing margin of the tire sidewall is equal to or less than a predetermined crushing margin.

  As a result, when it is determined that the crushed allowance of the tire sidewall of at least one of the wheels 2 is more dog-like than the predetermined crushed allowance (S27: No), Since the ground load is estimated to be larger than the predetermined ground load, and it is determined that the ground load of the wheel 2 is an uneven wear load, the uneven wear load flag 73d is turned on (S33), and this uneven wear load determination process is performed. Exit.

  On the other hand, as a result of the processing of S27, when it is determined that the crushed allowance of the tire sidewall of each wheel 2 is equal to or less than the predetermined crushed allowance (S27: Yes), the operation amount (depression amount) of the accelerator pedal 61 is It is determined whether or not the operation amount is equal to or less than a predetermined operation amount (S28). In the process of S28, the operation amount of the accelerator pedal 61 detected by the accelerator pedal sensor device 61a and the threshold value stored in advance in the ROM 72 (in this 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 (S33), 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 (depression amount) of the brake pedal 62 is the predetermined operation amount. It is determined whether the following is true (S29). In the process of S29, 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 this embodiment, in the state quantity determination process shown in FIG. And the current operation amount of the brake pedal 62 is not more than the predetermined operation amount. Determine 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 (S29: No), it is estimated that the grounding load of the left and right front wheels 2FL, 2FR is larger than the predetermined grounding 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 (S33), and the uneven wear load determination process is terminated.

  On the other hand, if it is determined that the operation amount of the brake pedal 62 is equal to or less than the predetermined operation amount as a result of the process of S29 (S29: 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 (S30). In the process of S30, 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 running state of the vehicle 1 is a predetermined straight running state in the running state judging 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 (S30: 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 (S33), 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 processing of S30 (S30: Yes), the operation speed (steer angular velocity) of the steering 63 is equal to or less than the predetermined speed. Whether or not (S31). In the process of S31, 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, and the current operation speed of the steering 63 is determined in advance. 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 (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 contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), and the uneven wear load determination process is terminated.

  On the other hand, when it is determined that the operation speed of the steering wheel 63 is equal to or lower than the predetermined speed as a result of the process of S31 (S31: Yes), the operational acceleration (steer angular acceleration) of the steering wheel 63 is equal to or lower than the predetermined acceleration. Whether or not (S32). In the process of S32, the operation acceleration of the steering 63 obtained by time differentiation of the operation speed of the steering 63 is compared with a threshold value stored in advance in the ROM 72, and the current operation acceleration of the steering 63 is determined in advance. 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 (S32: 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 contact load of the wheel 2 is a partial wear load. Therefore, the uneven wear load flag 73d is turned on (S33), 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 S32 (S32: Yes), the uneven wear flag 73d is turned off (S34), and this uneven wear load determination is performed. End the process.

  Next, camber control processing will be described with reference to FIG. FIG. 12 is a flowchart showing the camber control 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 control unit 70 is turned on, and each wheel 2 (the left and right front wheels 2FL, 2FR and the left and right rear wheels) is executed. This is a process of adjusting the camber angle of the wheels 2RL, 2RR).

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (S41). If it is determined that the state quantity flag 73b is on (S41: Yes), It is determined whether or not the flag 73a is on (S42). As a result, when it is determined that the camber flag 73a is off (S42: No), the RL motor 44RL and the RR motor 44RR are operated, and the camber angles of the left and right rear wheels 2RL, 2RR are set to the first camber angle. The negative camber is applied to the left and right rear wheels 2RL, 2RR (S43), the camber flag 73a is turned on (S44), and the camber control process is terminated.

  Thereby, when the state quantity of the vehicle 1 satisfies the predetermined condition, that is, not the predetermined stable state, at least one of the operation quantity of the pedals 61 and 62 and the operation quantity of the steering 63 is the predetermined quantity. If it is determined that there is a risk of the wheel 2 slipping when the vehicle 1 accelerates, brakes or turns while the camber angle of the wheel 2 is the second camber angle when the wheel 2 is at the second camber angle, a negative camber is applied to the wheel 2. By giving, the running stability of the vehicle 1 can be ensured using the canvas last generated on the wheels 2.

  On the other hand, when it is determined that the camber flag 73a is on as a result of the processing of S42 (S42: Yes), the camber angle of the wheel 2 has already been adjusted to the first camber angle, so the processing of S43 and S44 is performed. The process is skipped and the camber control process is terminated.

  On the other hand, as a result of the processing of S41, in the case of a predetermined stable state in which it is determined that the state quantity flag 73b is off (S41: No), it is determined whether or not the traveling state flag 73c is on. (S45) In the case of a predetermined straight traveling state in which it is determined that the traveling state flag 73c is on (S45: Yes), it is determined whether or not the camber flag 73a is on (S46). As a result, when it is determined that the camber flag 73a is off (S46: No), the RL motor 44RL and the RR motor 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 each wheel 2 (S47), the camber flag 73a is turned on (S48), and the process of S49 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, a negative camber is applied to the wheel 2 to improve the riding comfort when the camber is applied and the lateral rigidity of the wheel 2 is used to improve the straight traveling stability of the vehicle 1. Can be secured.

  On the other hand, if it is determined that the camber flag 73a is on (S46: Yes) as a result of the process of S46, the camber angle of the wheel 2 has already been adjusted to the first camber angle, so The process is skipped, and it is determined whether or not the uneven wear load flag 73d is on (S49). As a result, when it is determined that the uneven wear load flag 73d is on (S49: Yes), the RL motor 44RL and the RR motor 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 each wheel 2 (S50), the camber flag 73a is turned off (S51), and the camber control process is terminated.

  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 wheels 2, uneven wear of the tire can be suppressed.

  On the other hand, if it is determined that the uneven wear load flag 73d is OFF as a result of the process of S49 (S49: No), the ground contact load of the wheel 2 is not the uneven wear load, and a negative camber is applied to the wheel 2. Even if the vehicle 1 travels in this state, it is determined that there is no risk of uneven wear on the tire (tread), so the processes of S50 and S51 are skipped and the camber control process is terminated.

  On the other hand, if it is determined as a result of the processing of S45 that the traveling state flag 73c is off (S45: No), it is determined whether or not the camber flag 73a is on (S52). As a result, when it is determined that the camber flag 73a is on (S52: Yes), the RL motor 44RL and the RR motor 44RR are operated to set the camber angles of the left and right rear wheels 2RL and 2RR to the second camber angle. In step S53, the camber flag 73a is turned off (S54), 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 wheels 2, the influence of canvas last can be avoided and fuel consumption can be reduced.

  On the other hand, when it is determined that the camber flag 73a is OFF as a result of the process of S52 (S52: No), the camber angle of the wheel 2 has already been adjusted to the second camber angle, so that the process of S53 and S54 The process is skipped and the camber control process is terminated.

  Next, the movement of the upper arm in this embodiment will be described. FIG. 13 is a schematic view near the wheel.

As shown in FIG. 13, the upper arm 151 is inclined as the crank portion 104 rotates. In the present embodiment, a state aligned in line ₂ and the first connecting portion 151a and the second coupling portion 151b and the first crank shaft portion 104a ₁ and a second crankshaft section 104b is set to 0 °, the first connection to 0 ° The angle of the straight line connecting the part 151a and the second connecting part 151b is acquired. For example, the angle when the second connecting portion 151b on the wheel side of the upper arm 151 is higher in the vertical direction than the first connecting portion 151a on the crank side is positive, and the second connecting portion 151b on the wheel side of the upper arm 151 is cranked. The angle when it is lower in the vertical direction than the first connecting portion 151a on the side is negative.

  The angle of the upper arm 151 is detected by an arm angle sensor as a connecting member angle acquisition unit such as a height sensor. In FIG. 13, the camber angle of the wheel 2 is set to 0 ° when the upper arm 151 is 0 °, but a camber angle may be provided in advance when the upper arm 151 is 0 °. The connecting member angle acquisition unit may be configured to detect the rotation angle of the crank unit 104 and obtain the angle of the upper arm 151 by calculation, a map, or the like.

  Further, a tensile load or a compressive load is applied to the upper arm 151 as indicated by an arrow Fu in accordance with a lateral force Fi generated in the tire 142 toward the inside in the vehicle width direction or a lateral force Fo toward the outside in the vehicle width direction. Take it. In the present embodiment, the case where the first connecting portion 151a rotates upward from the state in which the crank portion 104 and the upper arm 151 are aligned in a straight line is referred to as upward, and the case where it rotates downward is referred to as downward.

  14-17 is a figure which shows the example of a tire lateral force and an upper arm load direction. 14 is a view of the vehicle turning right, as seen from above, FIG. 15 is a view of the vehicle turning right, from the rear, FIG. 16 is a view of the vehicle turning left, from above, and FIG. It is the figure which looked at the vehicle at the time of left turn from the back.

  For example, as shown in FIG. 14, when the vehicle 1 is turning right, a force on the inside of the turn is applied to each tire 142. When this state is viewed from the rear as shown in FIG. 15, the left tire 142RL is pulled to the road surface by a lateral force Fi that goes inward in the vehicle width direction, and the right tire 142RR goes sideways toward the outside in the vehicle width direction. Pulled on the road with force Fo.

  A counterclockwise rotational force is applied to the left tire 142RL pulled on the road surface by a lateral force Fi directed inward in the vehicle width direction as viewed from the rear centering on the camber axis CA. Then, a force that falls to the outside of the vehicle is generated above the camber shaft CA of the left tire 142RL. Therefore, the upper arm 151 has a tensile load Ft that is pulled to the outside of the vehicle.

  Further, a counterclockwise rotational force is applied to the right tire 142RR that is pulled to the road surface by a lateral force Fo toward the outside of the vehicle in the vehicle width direction when viewed from the rear centering on the camber axis CA. Then, a force that falls to the inside of the vehicle is generated above the camber shaft CA of the right tire 142RR. Therefore, a compression load Fc that is compressed inside the vehicle is generated in the upper arm 151.

  Further, as shown in FIG. 16, when the vehicle 1 is turning left, a force on the inside of the turning acts on each tire 142. When this state is viewed from the rear as shown in FIG. 17, the left tire 142RL is pulled to the road surface by a lateral force Fo toward the outside in the vehicle width direction, and the right tire 142RR is lateral to the inside in the vehicle width direction. Pulled on the road surface with force Fi.

  The left tire 142RL pulled on the road surface by a lateral force Fo toward the outside in the vehicle width direction is applied with a clockwise rotational force when viewed from the rear centering on the camber axis CA. As a result, a force that falls to the inside of the vehicle is generated above the camber shaft CA of the left tire 142RL. Therefore, a compression load Fc that is compressed inside the vehicle is generated in the upper arm 151.

  Further, a clockwise rotational force is applied to the right tire 142RR pulled on the road surface by a lateral force Fi directed inward in the vehicle width direction as viewed from the rear centering on the camber axis CA. Then, a force that falls to the outside of the vehicle is generated above the camber shaft CA of the right tire 142RR. Therefore, the upper arm 151 has a tensile load Ft that is pulled to the outside of the vehicle.

  Note that whether the load applied to the upper arm 151 is the tensile load Ft or the compressive load Fc is a roll angle sensor 82 for detecting ups and downs of the vehicle body, a suspension stroke sensor 83 and a ground load sensor 84, an acceleration sensor 80 for detecting lateral acceleration, Judgment is made from a load direction detection sensor such as a steering sensor 63a for detecting the steering angle.

  FIG. 18 is a diagram showing an example of the relationship between the tire lateral force and the upper arm load direction. In the figure, the solid line indicates the lightest weight for a single passenger, the broken line indicates the maximum weight for a five-seater ride and a load, and fluctuates up and down due to its own weight within the range between the solid line and the broken line.

  Since the relationship between the tire lateral force and the upper arm load direction as shown in FIG. 18 is different for each vehicle, it is preferable to map for each vehicle and store it in the ROM 72 or the like. In the vehicle having the relationship shown in the graph of FIG. 18, when the lateral force Fi inward in the vehicle width direction increases, the upper arm load changes from the compression load Fc to the tensile load Ft. This shows that the upper arm load only becomes the compression load Fc even if the lateral force Fo toward the outside of the turn increases.

  Next, the state of the upper arm 151 with respect to the state of the vehicle will be described. FIGS. 19 to 26 are views showing the state of the upper arm with respect to the state of the vehicle.

  First, the state before changing the camber angle of the wheel 2 will be described. FIGS. 19-22 is a figure which shows the state of the upper arm 151 before changing the camber angle of the wheel 2. FIGS.

  FIG. 19 is a diagram illustrating a state of the upper arm 151 when the left and right wheels are in a bound state. When the left and right wheels of the vehicle 1 are in a bound state, the vehicle body 120 sinks, so that the left and right upper arms 151RL and 151RR have lower first connecting portions 151aRL and 151aRR than the second connecting portions 151bRL and 151bRR, both of which are positive. It becomes a state.

  FIG. 20 is a diagram illustrating a state of the upper arm 151 when the left and right wheels are in a rebound state. When the left and right wheels of the vehicle 1 are in the rebound state, the vehicle body 120 floats, so that the left and right upper arms 151RL and 151RR are higher in the first connecting portions 151aRL and 151aRR than the second connecting portions 151bRL and 151bRR. It becomes a state.

  FIG. 21 is a diagram illustrating a state of the upper arm 151 when the right wheel is in the rebound state and the left wheel is in the bound state. When the right wheel of the vehicle 1 is in the rebound state and the left wheel is in the bounce state, the left side of the vehicle body 120 sinks. Therefore, the left upper arm 151RL has a first connecting portion 151aRL lower than the second connecting portion 151bRL, which is in a positive state. Since the right side of the vehicle body 120 floats, the right upper arm 151RR is in a negative state because the first connecting portion 151aRR is higher than the second connecting portion 151bRR.

  FIG. 22 is a diagram illustrating a state of the upper arm 151 when the right wheel is in a bound state and the left wheel is in a rebound state. When the right wheel of the vehicle 1 is in the bound state and the left wheel is in the rebound state, the left side of the vehicle body 120 floats, and therefore, the left upper arm 151RL has a first connecting portion 151aRL higher than the second connecting portion 151bRL, and is in a negative state. Since the right side of the vehicle body 120 sinks, the right upper arm 151RR is in a positive state because the first connecting portion 151aRR is lower than the second connecting portion 151bRR.

  Next, the state after changing the camber angle of the wheel 2 will be described. 23 to 26 are views showing the state of the upper arm 151 after the camber angle of the wheel 2 is changed.

  FIG. 23 is a diagram illustrating a state of the upper arm 151 when the left and right wheels are in a bound state. When the left and right wheels of the vehicle 1 are in a bound state, the vehicle body 120 sinks, so that the left and right upper arms 151RL and 151RR have lower first connecting portions 151aRL and 151aRR than the second connecting portions 151bRL and 151bRR, both of which are positive. It becomes a state.

  FIG. 24 is a diagram illustrating a state of the upper arm 151 when the left and right wheels are in a rebound state. When the left and right wheels of the vehicle 1 are in the rebound state, the vehicle body 120 floats, so that the left and right upper arms 151RL and 151RR are higher in the first connecting portions 151aRL and 151aRR than the second connecting portions 151bRL and 151bRR. It becomes a state.

  FIG. 25 is a diagram illustrating a state of the upper arm 151 when the right wheel is in the rebound state and the left wheel is in the bound state. When the right wheel of the vehicle 1 is in the rebound state and the left wheel is in the bounce state, the left side of the vehicle body 120 sinks. Therefore, the left upper arm 151RL has a first connecting portion 151aRL lower than the second connecting portion 151bRL, which is in a positive state. Since the right side of the vehicle body 120 floats, the right upper arm 151RR is in a negative state because the first connecting portion 151aRR is higher than the second connecting portion 151bRR.

  FIG. 26 is a diagram illustrating a state of the upper arm 151 when the right wheel is in a bound state and the left wheel is in a rebound state. When the right wheel of the vehicle 1 is in the bound state and the left wheel is in the rebound state, the left side of the vehicle body 120 floats, and therefore, the left upper arm 151RL has a first connecting portion 151aRL higher than the second connecting portion 151bRL, and is in a negative state. Since the right side of the vehicle body 120 sinks, the right upper arm 151RR is in a positive state because the first connecting portion 151aRR is lower than the second connecting portion 151bRR.

  Next, upper arm control will be described. In the present embodiment, the rotation direction of the first connecting portion 151a of the upper arm 151 when the camber angle of the wheel 2 is changed is controlled in consideration of the movement of the upper arm 151 described with reference to FIGS.

  27 and 28 are flowcharts of the upper arm control when the camber angle is given according to the present embodiment.

  FIG. 27 is a flowchart for camber assignment in S43 when the state quantity flag is on in the camber control process of FIG.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor, and it is determined whether or not the angle θ of the upper arm 151 is 0 ° (S101). If the angle θ of the upper arm 151 is 0 ° in S101, the wear mode of the subroutine is executed (S102).

If the angle θ of the upper arm 151 is not 0 ° in S101,
The low current high speed mode of the subroutine is executed (S103).

  FIG. 28 is a flowchart when the camber is provided in S47 when the running state flag is on in the camber control process of FIG.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor, and it is determined whether or not the angle θ of the upper arm 151 is 0 ° (S201). If the angle θ of the upper arm 151 is 0 ° in S201, a subroutine wear mode is executed (S202).

  In S201, when the angle θ of the upper arm 151 is not 0 °, the battery capacity V is detected by the battery sensor, and it is determined whether or not the battery capacity V is smaller than the predetermined value V1 (S203).

  If the battery capacity V is less than the predetermined value V1 in S203, the low current high speed mode of the subroutine is executed (S204).

  If the battery capacity V is larger than the predetermined value V1 in S203, the riding comfort mode of the subroutine is executed (S205).

  Next, each subroutine will be described.

  First, the wear mode will be described. FIG. 29 shows a flowchart of the wear mode. The wear mode is a mode in which the rotation direction of the first connecting portion 151a of the upper arm 151 is stored and rotated in the rotation direction with a small number of times.

  First, whether the rotation direction of the first connecting portion 151a of the upper arm 151 stored in the RAM or the like is greater or less than the number of rotations M is less than the number N of rotations. It is determined whether or not (S111).

  In S111, when the number M of times of rotation is smaller than the number N of times of rotation, the rotation direction of the first connecting portion 151a of the upper arm 151 is set to be increased (S112). In S111, when the number of times of increase M is greater than the number of times of decrease N, the rotation direction of the first connecting portion 151a of the upper arm 151 is determined to be downward (S113).

  In the wear mode, the first connecting portion 151a of the upper arm 151 is rotated in the direction of rotation with a small number of rotations. The deviation can be reduced.

  Next, the low current high speed mode will be described. FIG. 30 is a flowchart showing the low current high speed mode. The low current high speed mode is a mode in which the battery power can be saved and the rotation time of the first connecting portion 151a of the upper arm 151 is shortened.

  First, the sign of the angle θ of the upper arm 151 is detected by an arm angle sensor or the like, and it is determined whether or not the angle θ of the upper arm 151 is negative (S121).

  If the angle θ of the upper arm 151 is negative in S121, it is determined whether or not the load applied to the upper arm 151 is the tensile load Ft (S122).

  In S122, when the load applied to the upper arm 151 is the tensile load Ft, the first connecting portion 151a of the upper arm 151 is lowered (S123). In S122, when the load applied to the upper arm 151 is not the tensile load Ft but the compression load Fc, the first connecting portion 151a of the upper arm 151 is increased (S124).

  If the angle θ of the upper arm 151 is not negative but positive in S121, it is determined whether or not the load applied to the upper arm 151 is the tensile load Ft (S125).

  In S125, when the load applied to the upper arm 151 is the tensile load Ft, the first connecting portion 151a of the upper arm 151 is increased (S126). In S125, when the load applied to the upper arm 151 is not the tensile load Ft but the compression load Fc, the first connecting portion 151a of the upper arm 151 is lowered (S127).

  In the low-current high-speed mode, by determining the rotation direction using the load applied to the upper arm 151, the rotation time until the first connecting portion 151a of the upper arm 151 finishes rotating can be shortened. It is possible to speed up the operation and save battery power.

  Next, the riding comfort mode will be described. FIG. 31 is a diagram showing a flowchart of the first embodiment in the riding comfort mode. The ride comfort mode is a mode for reducing rider's vertical shaking and ensuring ride comfort.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor or the like, and it is determined whether or not the signs of the angles θ of the upper arms 151 of the left and right wheels 2L and 2R are the same (S131).

  In S131, when the signs of the angles θ of the upper arms 151L and 151R of the left and right wheels 2L and 2R are the same, the first connecting portion 151a of the upper arm 151 of the left and right wheels 2L and 2R is rotated in the same direction, that is, the left and right wheels are rotated upward or left and right. Both of them rotate downward (S132). In S131, if the signs of the angles θ of the upper arms 151L and 151R of the left and right wheels 2L and 2R are different, the first connecting portion 151a of the upper arm 151 of the left and right wheels 2L and 2R is turned upside down, that is, the left is turned upward. Rotate right down or left down and right up (S133).

  In the first embodiment of the riding comfort mode, the left and right wheels 2L and 2R are symmetrically moved, and the vertical movements of the left and right vehicle bodies accompanying the rotation of the upper arm 151 are made the same, thereby reducing different vertical swings with respect to the occupant. In addition, the ride comfort can be ensured.

  Next, a second embodiment in the riding comfort mode will be described. FIG. 32 is a diagram showing a flowchart of the second embodiment in the riding comfort mode. The second embodiment of the riding comfort mode is a mode that reduces the swaying of the occupant and secures the riding comfort and considers the reduction of the wear deviation of the parts.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor or the like, and it is determined whether or not the signs of the angles θ of the upper arms 151 of the left and right wheels 2L and 2R are the same (S231).

  If the sign of the angle θ of the upper arms 151L and 151R of the left and right wheels 2L and 2R is the same in S231, the rotation direction of the first connecting portion 151a of the upper arm 151 stored in the RAM or the like is more or less upward. It is determined whether the number of rotations is large or not, and it is determined whether or not the number M of times of rotation is less than the number N of times of rotation (S232).

  In S232, when the number M of times of rotation is less than the number N of times of rotation, the rotation direction of the first connecting portion 151a of the upper arm 151 is increased (S233). In S232, when the number M of times of rotation is greater than the number N of times of rotation, the rotation direction of the first connecting portion 151a of the upper arm 151 is set to be lower (S234).

  If the signs of the angles θ of the upper arms 151L and 151R of the left and right wheels 2L and 2R are different in S231, the first connecting portion 151a of the upper arm 151 of the left and right wheels 2L and 2R is turned upside down, that is, the left is turned upward and the right is turned Rotate downward or left downward and right upward (S235).

  In the second embodiment of the riding comfort mode, the left and right wheels 2L and 2R are symmetrically moved, and the vertical movements of the left and right vehicle bodies accompanying the rotation of the upper arm 151 are made the same, thereby reducing different vertical swings with respect to the occupant. In addition, it is possible to secure the ride comfort and reduce the wear deviation of the parts.

  Next, a third embodiment of the ride comfort mode will be described. FIG. 33 is a view illustrating a flowchart of the third embodiment in the riding comfort mode. The third embodiment of the riding comfort mode is a mode that further reduces the swaying of the occupant and ensures the riding comfort.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor or the like, and it is determined whether or not the angle θR of the upper arm 151R of the right wheel 2R is positive (S331).

  If the angle θR of the upper arm 151R of the right wheel 2R is positive in S331, it is determined whether or not the angle θL of the upper arm 151L of the left wheel 2L is positive (S332).

  If the angle θL of the upper arm 151L of the left wheel 2L is positive in S332, the rotation direction of the first connecting portion 151a of the left and right upper arms 151 is set downward (S333).

  In S332, when the angle θL of the upper arm 151L of the left wheel 2L is negative, the rotation direction of the first connecting portion 151aR of the upper arm 151R of the right wheel 2R is turned downward, and the first connecting portion 151aL of the upper arm 151L of the left wheel 2L. It is assumed that the direction of rotation is increased (S334).

  If the angle θR of the upper arm 151R of the right wheel 2R is negative in S331, it is determined whether or not the angle θL of the upper arm 151L of the left wheel 2L is positive (S335).

  In S335, when the angle θL of the upper arm 151L of the left wheel 2L is positive, the rotation direction of the first connecting portion 151aR of the upper arm 151R of the right wheel 2R is turned upward, and the first connecting portion 151aL of the upper arm 151L of the left wheel 2L is set. The rotation direction is assumed to be below (S336).

  In S335, when the angle θL of the upper arm 151L of the left wheel 2L is negative, the rotational direction of the first connecting portion 151a of the left and right upper arms 151 is set upward (S337).

  In the third embodiment of the riding comfort mode, the left and right wheels 2L and 2R are symmetrically moved, the vertical movements of the left and right vehicle bodies accompanying the rotation of the upper arm 151 are the same, and the upper arm 151 and the crank portion 104 are in a straight line. By eliminating the state of swinging to the positive camber for a moment, it is possible to further reduce up and down swings on the left and right with respect to the occupant and to ensure better riding comfort.

  Next, upper arm control when canceling the camber angle will be described. The upper arm control when canceling the camber angle is the control when canceling the camber angle of S50 and S53 in FIG. 12, and is the same flowchart as FIG. Further, the upper arm control subroutine when releasing the camber angle is applied to the wear mode shown in FIG. 29, the low current high speed mode shown in FIG. 30, the first embodiment of the ride comfort mode shown in FIG. FIG. 33 is a flowchart similar to that of the second embodiment in the riding comfort mode shown in FIG. 32. FIG.

  FIG. 34 shows a fourth embodiment of the riding comfort mode of the subroutine in the upper arm control when releasing the camber angle.

  First, the angle θ of the upper arm 151 is detected by an arm angle sensor or the like, and it is determined whether or not the angle θR of the upper arm 151R of the right wheel 2R is positive (S431).

  If the angle θR of the upper arm 151R of the right wheel 2R is positive in S431, it is determined whether or not the angle θL of the upper arm 151L of the left wheel 2L is positive (S432).

  In S432, when the angle θL of the upper arm 151L of the left wheel 2L is positive, the rotational direction of the first connecting portion 151a of the left and right upper arms 151 is set upward (S433).

  In S432, when the angle θL of the upper arm 151L of the left wheel 2L is negative, the rotation direction of the first connecting portion 151aR of the upper arm 151R of the right wheel 2R is turned upward, and the first connecting portion 151aL of the upper arm 151L of the left wheel 2L is set. The rotation direction is lower (S434).

  If the angle θR of the upper arm 151R of the right wheel 2R is negative in S431, it is determined whether or not the angle θL of the upper arm 151L of the left wheel 2L is positive (S435).

  In S435, when the angle θL of the upper arm 151L of the left wheel 2L is positive, the rotation direction of the first connecting portion 151aR of the upper arm 151R of the right wheel 2R is turned downward, and the first connecting portion 151aL of the upper arm 151L of the left wheel 2L. It is assumed that the direction of rotation is increased (S336).

  In S435, when the angle θL of the upper arm 151L of the left wheel 2L is negative, the rotational direction of the first connecting portion 151a of the left and right upper arms 151 is set downward (S437).

  In the fourth embodiment of the riding comfort mode, the left and right wheels 2L and 2R are symmetrically moved, the vertical movements of the left and right vehicle bodies accompanying the rotation of the upper arm 151 are the same, and the upper arm 151 and the crank portion 104 are in a straight line. By eliminating the state of swinging to the negative camber for a moment, it is possible to further reduce up and down swinging with respect to the occupant and ensure better riding comfort.

  As described above, according to the present embodiment, the motor 102a that is installed in the vehicle body 120 and generates the driving force, the drive member 102 having the output shaft 102b that outputs the driving force generated by the motor 102a, and the output shaft 102b. A speed reducing portion 103 connected to reduce the rotation of the drive member 102, a crank shaft 104a connected to the speed reducing portion 103, a crank portion 104 having a crank pin 104b eccentric to the crank shaft 104a, and a first connecting portion at one end. 151a, the upper arm 151 connected to the crankpin 104b, the camber member 156b connected to the vehicle body 120 and forming the camber shaft CA, and the wheel 2 rotatably supporting the camber member on one side in the vertical direction. 156b is rotatably supported, and the other side of the upper arm 151 is connected to the other end of the second arm 151 on the other side. Since the rotating member 133 connected by the portion 151b and the control unit 70 that selects and controls the rotation direction of the first connecting portion 151a to be upward or downward depending on the state of the vehicle body 120 are provided. The angle adjustment can be accurately executed according to the state of the vehicle.

  Moreover, since the control part 70 controls the rotation direction of the 1st connection part 151a according to the angle of the upper arm 151, it becomes possible to perform adjustment of a camber angle more exactly.

  In addition, the control unit 70 is at least one of a wear mode that prioritizes the reduction of parts wear, a low-current high-speed mode that prioritizes power saving and operation in a short time, and a ride comfort mode that prioritizes rider comfort. Therefore, the camber angle can be adjusted more accurately.

  Further, in the wear mode, the control unit 70 controls the rotation direction according to the number of times of turning up and down of the first connecting portion 151a, so that it is possible to perform control in consideration of component wear. .

  Further, the connecting member that detects an angle with respect to the straight line in a state where the straight line connecting the first connecting part 151a and the second connecting part 151b is aligned with the crankshaft, the first connecting part 151a, and the second connecting part 151b. An angle sensor, and a storage unit that stores the number of times the first connecting unit 151a is rotated and the number of times the first connecting unit 151a is rotated. The control unit 70 stores the angle when the angle detected by the connecting member angle sensor is 0 °. Since the first connecting portion 151a stored in the first portion 151a is rotated in the smaller direction out of the number of times of turning up and down, it is possible to accurately reduce the wear deviation of the parts.

  Further, in the low current high speed mode, the control unit 70 controls the rotation direction of the first connecting portion 151a according to the direction of the load applied to the upper arm 151. Therefore, when the first connecting portion 151 is operated using the load. The rotation time can be shortened, and it becomes possible to speed up the operation in an emergency and to save the battery.

  Further, a load direction detection sensor for detecting the direction of the load applied to the upper arm 151 is further provided, and the state where the first connecting portion 151a, the second connecting portion 151b, and the crankshaft 104a are aligned in a straight line is set to 0 °. The angle when the second connecting portion 151b is higher in the vertical direction than the first connecting portion 151a is positive, the angle when the second connecting portion 151b is lower in the vertical direction than the first connecting portion 151a is negative, and the upper arm If the load applied to the vehicle inner side in the vehicle width direction with respect to 151 is a compression load, and the load applied to the upper arm 151 in the direction pulled toward the vehicle outer side is a tensile load, the control is performed. When the angle detected by the connecting member angle sensor is positive and the load detected by the load direction detecting sensor is a tensile load, the portion 70 is the first connecting portion 151. When the angle detected by the connecting member angle sensor is positive and the load detected by the load direction detecting sensor is a compressive load, the first connecting portion 151a is increased and detected by the connecting member angle sensor. When the angle is negative and the load detected by the load direction detection sensor is a tensile load, the first connection portion 151a is raised, the angle detected by the connection member angle sensor is positive, and the load direction detection sensor When the detected load is a compressive load, the first connecting portion 151a is lowered, so that it is possible to speed up the operation in an emergency and save battery.

  In addition, the battery sensor further includes a battery sensor that acquires the remaining capacity of the battery. When the angle detected by the connecting member angle sensor is not 0 °, the control unit 70 detects the battery capacity by the battery sensor, and the battery capacity is a predetermined value. When it is less, the battery is saved because the control is performed in the low current high speed mode.

  In the riding comfort mode, the control unit 70 controls the left and right vehicle bodies 120 to move up and down by the rotation of the first connecting portion 151a. By making the movements the same, it is possible to reduce up and down swinging with respect to the occupant and to ensure riding comfort.

  Further, a battery sensor for detecting the capacity of the battery and a load direction detection sensor for detecting the direction of the load applied to the upper arm 151 are further provided, and the first connecting portion 151a, the second connecting portion 151b, and the crankshaft 104a are provided. When the straight line is 0 °, the angle when the second connecting portion 151b is higher in the vertical direction than the first connecting portion 151a is positive, and the second connecting portion 151b is lower in the vertical direction than the first connecting portion 151a. When the angle is negative, the controller 70 detects the battery capacity with the battery sensor when the angle detected by the connecting member angle sensor is not 0 °, and when the battery capacity is greater than the predetermined value, When the positive and negative angles detected by the wheel connecting member angle sensors are the same, the left and right first connecting portions 151a are rotated in the same direction, and the left and right wheel connecting member angles are When the angle detected by the degree sensor is different, the left and right first connecting portions 151a are rotated in the opposite directions, so that the ride comfort can be ensured accurately.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel, 2FL ... Left front wheel, 2FR ... Right front wheel, 2RL ... Left rear wheel, 2RR ... Right rear wheel, 4 ... Suspension device, 70 ... Control part, 100 ... Camber angle adjusting device, 102 ... Drive Members 103, speed reducer 104, crank part 105, bearing member 106, detection member 120, vehicle body 121, first suspension member 122, second suspension member 123, unit support member 130, hub, 131 ... hub member, 132 ... disc brake, 133 ... hub support member (rotating member), 141 ... wheel, 142 ... tyre, 151 ... upper arm (connection member), 152 ... first lower arm, 153 ... spring, 154 ... Shock absorber, 155 ... trailing arm, 156 ... second lower arm

Claims (10)

A drive member installed on the vehicle body for generating a driving force and an output shaft for outputting the driving force generated by the motor;
A speed reducer coupled to the output shaft and decelerating the rotation of the drive member;
A crank portion having a crank shaft coupled to the speed reduction portion and a crank pin eccentric with respect to the crank shaft;
A connecting member connected to the crank pin at a first connecting portion at one end;
A camber member connected to the vehicle body and forming a camber shaft;
A rotating member that rotatably supports the wheel, is rotatably supported by the camber member on one side in the vertical direction, and is connected to the other end of the connecting member by a second connecting portion on the other side;
A control unit that selects and controls the rotation direction of the first connecting unit to be higher or lower depending on the state of the vehicle body;
A camber angle control device comprising: The camber angle control device according to claim 1, wherein the control unit controls a rotation direction of the first connection unit according to an angle of the connection member. The controller is
Wear mode that prioritizes the reduction of parts wear,
Low-current, high-speed mode that prioritizes power saving and short-time operation
Ride comfort mode that gives priority to rider comfort,
The camber angle control device according to claim 1, wherein the camber angle control device controls the camber angle according to claim 1. 4. The camber angle control device according to claim 3, wherein in the wear mode, the control unit controls the rotation direction according to the number of times of turning up and down of the first connecting portion. The connecting member angle for acquiring the angle with respect to the straight line in a state where the straight line connecting the first connecting part and the second connecting part is aligned with the crankshaft, the first connecting part and the second connecting part. An acquisition unit;
A storage unit for storing the number of rotations and the number of rotations of the first connecting unit;
Further comprising
When the angle acquired by the connection member angle acquisition unit is 0 °, the control unit rotates the first connection unit stored in the storage unit in a smaller direction out of the number of rotations and the number of rotations. The camber angle control device according to claim 4. 4. The camber angle control device according to claim 3, wherein in the low-current high-speed mode, the control unit controls a rotation direction of the first connection unit according to a direction of a load applied to the connection member. A load direction acquisition unit for acquiring a direction of a load applied to the connecting member;
Further comprising
The state in which the first connecting portion, the second connecting portion, and the crankshaft portion are aligned is defined as 0 °.
The angle when the second connecting part is higher in the vertical direction than the first connecting part is positive,
The negative angle when the second connecting portion is lower than the first connecting portion in the vertical direction,
And
A load applied in a direction compressed toward the vehicle inner side in the vehicle width direction with respect to the connecting member;
A tensile load applied to the connecting member in the direction pulled toward the vehicle outer side in the vehicle width direction,
If
The controller is
When the acquired angle of the connecting member angle acquiring unit is negative and the load acquired by the load direction acquiring unit is a tensile load, the first connecting unit is lowered.
When the acquired angle of the connecting member angle acquiring unit is negative and the load acquired by the load direction acquiring unit is a compressive load, the first connecting unit is increased,
When the angle acquired by the connecting member angle acquisition unit is positive and the load acquired by the load direction acquisition unit is a tensile load, the first connection unit is increased,
The angle obtained by the connecting member angle acquiring unit is positive, and the load acquired by the load direction acquiring unit is a compressive load, the first connecting unit is lowered. Camber angle control device. A battery residual capacity acquisition unit for acquiring the residual capacity of the battery;
The controller is
When the acquired angle of the connecting member angle acquisition unit is not 0 °, the battery residual capacity acquisition unit acquires the capacity of the battery, and when the battery capacity is less than a predetermined value,
The camber angle control device according to claim 7, wherein the camber angle control device is controlled in the low current high speed mode. 4. The camber angle control device according to claim 3, wherein in the riding comfort mode, the control unit controls the vertical movements of the left and right vehicle bodies by the rotation of the first connection unit to be the same. 5. A battery residual capacity acquisition unit for acquiring the residual capacity of the battery;
A load direction acquisition unit for acquiring a direction of a load applied to the connecting member;
Further comprising
The state in which the first connecting portion, the second connecting portion, and the crankshaft portion are aligned is defined as 0 °.
The angle when the second connecting part is higher in the vertical direction than the first connecting part is positive,
The negative angle when the second connecting portion is lower than the first connecting portion in the vertical direction,
If
The controller is
If the angle acquired by the connecting member angle acquisition unit is not 0 °, the battery capacity acquisition unit acquires the capacity of the battery,
When the capacity of the battery is greater than a predetermined value,
When the positive and negative angles of the connecting member angle acquisition units of the left and right wheels are the same, the left and right first connection units are rotated in the same direction up and down,
10. The camber angle control device according to claim 9, wherein when the angles acquired by the connection member angle acquisition units of the left and right wheels are different, the left and right first connection units are rotated in opposite directions. .

Images