JP2012179982A - Vehicle-control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle-control device that is capable of miniaturizing an actuator and also reducing the weight thereof.SOLUTION: The travelling speed of a vehicle 1 is acquired by traveling speed acquiring means S61, and as the traveling speed V of the vehicle 1, which is acquired by the traveling speed acquiring means is lower, the drive speed of an actuator driven by a camber angle adjusting means S67 is decreased by drive speed adjusting means. Here, the load on the actuator tends to increase, as the traveling speed V of the vehicle 1 is lower, however, as the lower traveling speed V is lower, the drive speed of the actuator is lower, and thus, an increase in the load on the actuator while the traveling speed V of the vehicle 1 is low, can be suppressed. As a result, there is no need of increasing the scale of the actuator by taking a load when the traveling speed is low into consideration, and the actuator can be reduced in size and weight.

Description

  The present invention relates to a vehicle control device used in a vehicle including an actuator that adjusts a camber angle of a wheel, and more particularly to a vehicle control device that can reduce the size and weight of an actuator.

  2. Description of the Related Art Conventionally, there has been known a technique for ensuring traveling stability of a vehicle by adjusting a camber angle of a wheel according to the traveling state of the vehicle. With regard to this type of technology, for example, Patent Document 1 discloses a technology for detecting a traveling speed of a vehicle and driving an actuator in accordance with the traveling speed to change a camber angle of a wheel.

JP-A-60-193781

  However, in the technique disclosed in Patent Document 1, in order to change the camber angle of the wheel when the driving speed of the actuator is constant, the generated force of the actuator can be small when the traveling speed of the vehicle is high. When the traveling speed of the vehicle is low, the actuator needs a large generating force. This is because when the vehicle travel speed is small and the wheel (tire) rotation speed is small, the effect of tire rigidity is large compared to when the vehicle travel speed is large and the wheel (tire) rotation speed is large. This is because the actuator load increases. Therefore, in order to be able to change the camber angle of the wheel even when the traveling speed of the vehicle is low, an actuator having a large generated force is mounted on the vehicle. As a result, there has been a problem that the actuator becomes large and the weight of the actuator increases.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can reduce the size and weight of an actuator.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, according to the vehicle control device of the first aspect, it is determined whether or not the predetermined condition for adjusting the camber angle of the wheel is satisfied by the condition determining means, and the predetermined condition is satisfied by the condition determining means. Is determined, the camber angle adjusting device is actuated by the camber angle adjusting means, and the actuator is driven to adjust the camber angle of the wheel. Further, the driving speed of the actuator driven by the camber angle adjusting means is driven by the driving speed adjusting means as the driving speed of the vehicle is acquired by the driving speed acquiring means. Is reduced. By reducing the driving speed of the actuator, the time from the start of camber angle adjustment to the end of adjustment becomes longer, but the load on the actuator can be reduced.

  Here, the load on the actuator tends to increase as the traveling speed of the vehicle decreases. However, the lower the traveling speed, the smaller the driving speed of the actuator. It can suppress becoming large. As a result, there is no need to select an actuator in consideration of an increase in the load of the actuator when the vehicle traveling speed is low, so that there is an effect that the actuator can be reduced in size and weight.

  According to the vehicle control device of the second aspect, the camber angle adjusting device is linked to the actuator and the wheel, and includes a linkage member that adjusts the camber angle of the wheel in conjunction with the actuator, and the linkage member is a vehicle body. Between the wheel and the wheel. Therefore, when the camber angle of the wheel is adjusted so as to increase the absolute value of the camber angle, the load on the actuator can be significantly reduced by the weight of the vehicle body. On the other hand, when the camber angle of the wheel is adjusted so as to reduce the absolute value of the camber angle, the load on the actuator increases due to the weight of the vehicle body.

  Here, when the drive speed adjusting means is adjusted by the camber angle adjusting means to reduce the absolute value of the camber angle of the wheel, that is, when the load of the actuator increases due to the weight of the vehicle body, The drive speed of the actuator is changed according to Thus, in addition to the effect of the first aspect, it is possible to effectively suppress an increase in the load on the actuator when the traveling speed of the vehicle is low.

  According to the vehicle control device of the third aspect, the actuator is constituted by a DC motor. The direct current motor has a characteristic that the torque is linearly proportional to the input current, and the driving speed (rotational speed) is linearly inversely proportional to the torque. Using the characteristics of the DC motor, the driving speed adjusting means inputs power that maximizes the driving speed out of the power below a predetermined value. By setting the power input to the DC motor to a predetermined value or less, in addition to the effect of the first or second aspect, it is possible to reduce power consumption and to improve energy saving.

  According to the vehicle control device of the fourth aspect, the actuator is constituted by a DC motor. As described above, the direct current motor has a characteristic that the torque is linearly proportional to the input current, and the driving speed (rotational speed) is linearly inversely proportional to the torque. Utilizing the characteristics of the DC motor, the driving speed adjusting means receives power that minimizes the driving speed of the DC motor among the power exceeding the predetermined value. By inputting electric power that minimizes the driving speed of the DC motor to the DC motor, the torque of the DC motor can be increased. Thus, in addition to the effect of any one of claims 1 to 3, there is an effect that the camber angle of the wheel can be adjusted smoothly even when the traveling speed of the vehicle is low.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment is mounted. It is a perspective view of a suspension device. (A) is a schematic top view of the camber angle adjusting device, and (b) is a schematic cross-sectional view of the camber angle adjusting device taken along line IIIb-IIIb in FIG. 3 (a). (A) is a schematic front view of the suspension device in the first state, and (b) is a schematic front view of the suspension device in the second state. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed the motor control map typically. 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 schematic diagram which shows a partial wear load judgment process. It is a flowchart which shows a camber control process. It is a flowchart which shows a camber cancellation process. It is the block diagram which showed the electrical structure of the vehicle control apparatus in 2nd Embodiment. (A) is the schematic diagram which showed typically the voltage input into an actuator, (b) is the schematic diagram which showed typically the voltage input into an actuator.

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

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body BF, a plurality (four wheels in this embodiment) of wheels 2 that support the vehicle body BF, and a part of these wheels 2 (this embodiment). In the embodiment, a wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR, suspension devices 4 and 14 that suspend each wheel 2 independently from the vehicle body BF, and a part of the plurality of wheels 2 (this embodiment) In this embodiment, the steering apparatus 5 for steering the left and right front wheels 2FL, 2FR) is mainly provided.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR located on the front side (arrow F direction side) of the vehicle 1 and left and right rear wheels located on the rear side (arrow B direction side) of the vehicle 1. Wheels 2RL and 2RR are provided. In the present embodiment, the left and right front wheels 2FL and 2FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 2RL and 2RR are driven as the vehicle 1 travels. It is configured as a driven wheel.

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

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL and 2FR, and is configured by an electric motor 3a as described later (see FIG. 5). Further, as shown in FIG. 1, the electric motor 3 a is connected to the left and right front wheels 2 FL and 2 FR via a differential gear (not shown) and a pair of drive shafts 31.

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

  The suspension devices 4 and 14 function as a so-called suspension for mitigating vibration transmitted from the road surface to the vehicle body BF via the wheels 2 and are configured to be extendable and retractable. As shown in FIG. 4 suspends the left and right front wheels 2FL and 2FR, and the suspension device 14 suspends the left and right rear wheels 2RL and 2RR on the vehicle body BF. Note that the suspension device 14 that suspends the left and right rear wheels 2RL, 2RR also has a function as a camber angle adjusting mechanism that adjusts the camber angles of the left and right rear wheels 2RL, 2RR.

  Here, the detailed configuration of the suspension device 14 will be described with reference to FIGS. FIG. 2 is a perspective view of the suspension device 14. Since the structure of the suspension device 14 is common to the left and right, only the suspension device 14 that suspends the right rear wheel 2RR will be described below, and the description of the suspension device 14 that suspends the left rear wheel 2RL will be omitted. .

  As shown in FIG. 2, the suspension device 14 is configured as a double wishbone suspension structure, and a carrier member 41 that rotatably holds the wheel 2 (the right rear wheel 2RR), and the carrier member 41 on the vehicle body BF. A coil spring CS and a shock absorber SA which are connected between the upper arm 42 and the lower arm 43 which are connected to be vertically movable and are vertically spaced apart from each other, and which function as a shock absorber interposed between the lower arm 43 and the upper bracket UB. And a trailing arm 44 that restricts the longitudinal displacement of the carrier member 41 while allowing the carrier member 41 to move up and down, and a camber angle adjustment device 45 that is interposed between the upper arm 42 and the vehicle body BF. Composed. Two lower arms 43 are provided.

  Thus, in the present embodiment, the wheel 2 is suspended by the double wishbone suspension structure, so that the wheel 2 moves up and down with respect to the vehicle body BF, and the suspension device 14 expands and contracts (hereinafter referred to as “suspension stroke”). The change of the camber angle at the time of performing can be suppressed to the minimum. Since the camber angle adjusting device 45 is connected to the upper arm 42, the camber angle of the wheel 2 can be adjusted using the ground contact surface side of the wheel 2 as a fulcrum as compared with the case where the camber angle adjusting device 45 is connected to the lower arm 43. Therefore, the driving force for adjusting the camber angle can be reduced. Similarly, since it can be disposed on the upper side of the vehicle body BF, it is possible to prevent the camber angle adjusting device 45 from being damaged by making it harder to collide with stones and the like that are bounced off from the road surface.

  The detailed configuration of the camber angle adjusting device 45 will be described with reference to FIG. 3A is a schematic top view of the camber angle adjusting device 45, and FIG. 3B is a schematic cross-sectional view of the camber angle adjusting device 45 taken along the line IIIb-IIIb in FIG. 3A. FIG. 3A shows a state in which a part of the configuration is partially viewed in cross section.

  The camber angle adjusting device 45 is a device for adjusting the camber angle of the wheel 2 (the right rear wheel 2RR), and is input from the RR motor 91RR (actuator) that generates rotational driving force and the RR motor 91RR. A speed reduction device 92 that decelerates and outputs rotation, a crank member 93 that is rotationally driven by the rotational driving force output from the speed reduction device 92, and an RR position sensor 94RR that detects the phase of the crank member 93 are mainly used. It is prepared for.

  The RR motor 91RR is constituted by a DC motor (direct current motor), and the rotational driving force of the RR motor 91RR is applied to the crank member 93 after being decelerated by the reduction gear 92. The crank member 93 is a portion configured as a crank mechanism that converts the shaft rotational motion of the RR motor 91RR into the reciprocating motion of the upper arm 42, and a pair of wheel members 93a that are disposed to face each other with a predetermined interval therebetween. And a crank pin 93b for connecting the opposing surfaces of the wheel member 93a.

  The wheel member 93a is formed in a disk shape having an axis O1, and is disposed on the vehicle body BF (see FIG. 2) in a state where the wheel member 93a can rotate about the axis O1 by the rotational driving force applied from the reduction gear 92. The The crank pin 93b is a shaft-like member to which a connecting portion 42a provided on one end side of the upper arm 42 is rotatably connected, and is arranged eccentrically with respect to the axis O1 of the wheel member 93a.

  That is, the axis O2 of the crank pin 93b is located eccentrically by the distance Er with respect to the axis O1 of the wheel member 93a. Therefore, when the wheel member 93a is rotated about the axis O1, the crank pin 93b is moved along the rotation locus TR centering on the axis O1 of the wheel member 93a and having the distance Er as the rotation radius. Accordingly, when the crank member 93 is rotated, the upper arm 42 connected to the crank pin 93b is reciprocated in a direction (vertical direction in FIG. 3) close to or away from the vehicle body BF (see FIG. 2).

  The RR position sensor 94RR includes a position shaft 94a that is coaxially connected to the center O1 of the wheel member 93a and a variable resistor that is disposed on the position shaft 94a and has a resistance value that changes in accordance with the rotation angle of the position shaft 94a. (Not shown). Therefore, when the crank member 93 is rotated, the rotation angle of the crank member 93 (that is, the phase of the crank pin 93b) can be detected based on the resistance value of the variable resistor.

  FIG. 4A is a schematic front view of the suspension device 14 in the first state, and FIG. 4B is a schematic front view of the suspension device 14 in the second state. As described above, the upper arm 42 can rotate to a position (axial center O2) where the connecting portion 42a (see FIG. 3) provided on one end side is eccentric from the axial center O1 of the wheel member 93a via the crank pin 93b. The other end side (left side in FIG. 4) is rotatably connected to the upper end side (upper side in FIG. 4) of the carrier member 41.

  Therefore, when the wheel member 93a of the crank member 93 is rotated about the axis O1 by the rotational driving force applied from the RR motor 91RR, the crank pin 93b is moved along the rotation locus TR (FIG. 3B). )), And the upper arm 42 is reciprocated. Thereby, the camber angle of the wheel 2 held by the carrier member 41 is adjusted by the upper end side (the upper side in FIG. 4) of the carrier member 41 being close to or separated from the vehicle body BF via the upper arm 42. The

  Here, the center of rotation when the other end side (left side in FIG. 4) of the upper arm 42 is rotatably connected to the upper end side of the carrier member 41 is defined as an axis O3. In the present embodiment, each of the axial centers O1, O2, and O3 is straight in the order of the axial center O3, the axial center O2, and the axial center O1 in the direction from the wheel 2 toward the vehicle body BF (the direction from the left to the right in FIG. 4). A first state (state shown in FIG. 4A) positioned side by side on the line, and a second state (FIG. 4B) positioned side by side in the order of the axis O3, the axis O1, and the axis O2. The camber angle of the wheel 2 is adjusted so as to be in one of the states shown in FIG.

  In the present embodiment, in the second state shown in FIG. 4 (b), the camber angle of the wheel 2 is in a negative direction (the center line of the wheel 2 is tilted toward the vehicle body BF with respect to the vertical line). The angle is adjusted to -3 ° (in this embodiment, hereinafter referred to as “second camber angle”), and a negative camber is applied to the wheel 2. On the other hand, in the first state shown in FIG. 4A, the provision of the camber angle to the wheel 2 is canceled and the camber angle is adjusted to 0 ° (hereinafter referred to as “first camber angle”).

  In this case, in the first state and the second state, a straight line connecting the axis O3 and the axis O2 and a tangent at the axis O2 of the rotation locus TR (see FIG. 3B) of the axis O2 are perpendicular to each other. Therefore, even if a force is applied from the upper arm 42 to the wheel member 93a, a force component for rotating the wheel member 93a is not generated, and the wheel member 93a can be prevented from rotating. Therefore, since the camber angle of the wheel 2 can be mechanically maintained at a predetermined angle (first camber angle or second camber angle), the driving force of the RR motor 91RR is released in the first state or the second state. I can leave. As a result, the energy consumption of the RR motor 91RR necessary for maintaining the camber angle of the wheel 2 at a predetermined angle can be reduced.

  The linkage members (upper arm 42, lower arm 43, and crank member 93) that are linked to the RR motor 91RR and the wheel 2 and adjust the camber angle of the wheel 2 in conjunction with the RR motor 91RR are the vehicle body BF, the wheel 2 and the like. Between the two. Therefore, when the camber angle of the wheel 2 is adjusted so as to increase the absolute value of the camber angle of the wheel 2 (when adjusted from the first camber angle (0 °) to the second camber angle (−3 °)). The load of the RR motor 91RR can be reduced by the weight of the vehicle body BF. On the other hand, when the camber angle of the wheel 2 is adjusted so as to reduce the absolute value of the camber angle (when adjusted from the second camber angle (−3 °) to the first camber angle (0 °)), the vehicle body BF The load on the RR motor 91RR increases due to the weight of the motor.

  Note that the “camber angle” described in claim 1 corresponds to the first camber angle and the second camber angle in the present embodiment. Further, the suspension device 4 provided corresponding to the left and right front wheels 2FL and 2FR is omitted in the function of adjusting the camber angle of the left and right front wheels 2FL and 2FR (that is, the camber angle adjusting device 45 is omitted, Except for the point that one end side of the upper arm 42 is rotatably connected to the vehicle body BF and a configuration having a steering function, the other configurations are the same as the suspension device 14, and therefore the description thereof Is omitted.

  Returning to FIG. The steering device 5 is a device for steering an operation of the steering 63 by the driver to the left and right front wheels 2FL, 2FR, and is configured as a so-called rack and pinion type steering gear.

  According to the steering device 5, the operation (rotation) of the steering 63 by the driver is first transmitted to the universal joint 52 via the steering column 51, and the pinion 53 a of the steering box 53 is changed while the angle is changed by the universal joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into a linear motion of the rack 53b, and the tie rod 54 connected to both ends of the rack 53b moves by the linear motion of the rack 53b. As a result, the tie rod 54 pushes and pulls the knuckle 55, so that a predetermined steering angle is given to the wheel 2.

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

  The vehicle control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the operation state of the pedals 61 and 62 and the steering 63 or the detection of the suspension stroke sensor device 83 is performed. The camber angle adjusting device 45 (see FIG. 3) is controlled to operate according to the result.

  Next, the detailed configuration of the vehicle control device 100 will be described with reference to FIG. FIG. 5 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 5, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. The input / output port 75 is connected to a device such as the wheel drive device 3.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, a program shown in the flowcharts shown in FIGS. 7 to 11), fixed value data, and the like. The ROM 72 is provided with a motor control map 72a as shown in FIG.

  Here, the contents of the motor control map 72a will be described with reference to FIG. FIG. 6 is a schematic diagram schematically showing the contents of the motor control map 72a. The motor control map 72a shows the relationship between the traveling speed V of the vehicle 1 and the current I input to the RR motor 91RR when the camber angle of the wheel 2 is adjusted, and the driving speed T (T1 to T4, RR motor 91RR). However, the map is plotted every T1> T2> T3> T4). However, the applied voltage of the RR motor 91RR is constant. Since the RL motor 91RL has a similar relationship, the map regarding the RL motor 91RL is omitted.

  Here, since the current I of the RR motor 91RR when adjusting the camber angle of the wheel 2 varies depending on the type and size of the wheel 2 (tire), data of the current I corresponding to the type and size of the tire, etc. Are collected by actual measurement, calculation, and the like, and statistically processed, the motor control map 72a can be obtained for each condition such as the type and size of the tire. The motor control map 72a is used when adjusting from the second camber angle (−3 °) to the first camber angle (0 °) (decreasing the absolute value of the camber angle). This is because the load on the RR motor 91RR increases due to the weight of the vehicle body BF.

  According to the motor control map 72a, the drive speed (T1 to T4) tends to increase as the current I of the RR motor 91RR increases. This increasing tendency of the driving speed is reduced as the traveling speed V of the vehicle 1 is increased. Further, when the driving speed is constant, the current I tends to increase as the traveling speed V of the vehicle 1 decreases.

  Further, according to the motor control map 72a, it can be seen that if the current I of the RR motor 91RR is increased, the driving speed T can be increased and the camber angle of the wheel 2 can be adjusted in a short time. However, when the current I of the RR motor 91RR is increased, the RR motor 91RR is increased in size, the power consumption is increased, and the energy saving performance is reduced. In order to suppress this, a predetermined value (reference value) C of the allowable current I is set.

  The predetermined value C is obtained as an intersection point p between the curve at the driving speed T1 and the traveling speed V = V4 (where V4 is the maximum speed of the vehicle 1), and is set to a current at the intersection point p or a slightly larger current. This is to reduce the current I input to the RR motor 91RR within a range in which the camber angle of the wheel 2 can be adjusted. In the present embodiment, a current slightly larger than the current at the intersection point p is set as the predetermined value.

  A predetermined value C of the current I is set, and a camber angle of the wheel 2 is secured while ensuring energy saving by selecting a current I that is equal to or less than the predetermined value C and has the largest driving speed T from the motor control map 72a. Adjustment time (operation time of the RR motor 91RR) can be shortened. Specifically, when the traveling speed of the vehicle 1 is V3 to V4, the driving speed is T1, when the traveling speed is V2 to V3, the driving speed is T2, when the traveling speed is V1 to V2, the driving speed is T3, and the traveling speed is 0 to V1. At this time, it is selected to input the current I at the driving speed T4 to the RR motor 91RR.

  The current I when the traveling speed is near zero exceeds a predetermined value C. However, in this case, by inputting the current I at the minimum drive speed T4 of the RR motor 91RR, the current I becomes larger than the predetermined value C, but the torque of the RR motor 91RR can be increased. Thereby, even when the traveling speed of the vehicle 1 is low, the camber angle of the wheel 2 can be adjusted smoothly. In addition, by inputting the current I at the minimum drive speed T4, the current I can be made as small as possible, and energy saving can be ensured.

  Returning to FIG. The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed, and is provided with a camber flag 73a, a state quantity flag 73b, a running state flag 73c, and an uneven wear load flag 73d.

  The camber flag 73a is a flag indicating whether or not the camber angle of the wheel 2 (left and right rear wheels 2RL, 2RR) is adjusted to the second camber angle, and the camber angle of the wheel 2 is the second camber angle. When the camber angle of the wheel 2 is adjusted to the first camber angle (i.e., when the negative camber is released) Switched off.

  The state quantity flag 73b is a flag indicating whether or not the state quantity of the vehicle 1 satisfies a predetermined condition, and is switched on or off when a state quantity determination process (see FIG. 7) described later is executed. Note that the state amount flag 73b in the present embodiment is switched on when at least one of the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 is equal to or greater than a predetermined operation amount, and the CPU 71 Determines that the state quantity of the vehicle 1 satisfies a predetermined condition when the state quantity flag 73b is on.

  The traveling state flag 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. 8) 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 second camber angle, that is, in a state where a negative camber is applied to the wheel 2, the ground load of the wheel 2 is a tire (tread). ) Is a flag indicating whether or not the contact load may cause uneven wear (hereinafter referred to as “uneven wear load”), and is turned on or off during execution of the uneven wear load determination process (see FIG. 9) 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 camber angle adjusting device 45 is a device for adjusting the camber angle of the wheel 2 (left and right rear wheels 2RL, 2RR), and rotates to the crank member 93 (see FIG. 3) of each suspension device 14 as described above. RL position sensor 94RL and RR position sensor 94RR that detect the phases of RL motor 91RL and RR motor 91RR (actuators) that apply driving force, and the phase of crank member 93 that is rotated by the rotational driving force of each of these motors 91RL and 91RR, An output circuit (not shown) that processes the detection results of the position sensors 94RL and 94RR and outputs the processed results to the CPU 71, and a drive control circuit that controls the driving of the motors 91RL and 91RR based on an instruction from the CPU 71 (FIG. (Not shown).

  Each motor 91RL, 91RR is configured as an electric servo motor. That is, the camber angle adjusting device 45 feeds back the state (phase) of each motor 91RL, 91RR detected by each position sensor 94RL, 94RR, and reduces the difference between the current position and the target position, thereby reducing each motor 91RL, 91RR position control is performed.

  Further, the drive control circuit includes a servo lock circuit that electrically locks (regulates) the rotation shafts of the RL motor 91RL and the RR motor 91RR. By turning on the servo lock of the RL motor 91RL and the RR motor 91RR, The rotation of each wheel member 93a can be independently regulated.

  However, the actuator is not limited to the DC motor (RL motor 91RL and RR motor 91RR), and other drive sources can naturally be employed. Examples of other drive sources include electric cylinders, hydraulic actuators, solenoids, and the like.

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

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

  The roll angle sensor device 82 is a device for detecting the roll angle of the vehicle 1 and outputting the detection result to the CPU 71. 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 14 that suspends the left and right rear wheels 2RL, 2RR on the vehicle body BF and outputting the detection result to the CPU 71. A total of two RL suspension stroke sensors 83RL and RR suspension stroke sensors 83RR for detecting the respective expansion / contraction amounts, and an output circuit (not shown) for processing the detection results of the respective suspension stroke sensors 83RL and 83RR and outputting them to the CPU 71 And.

  In the present embodiment, each suspension stroke sensor 83RL, 83RR is configured as a strain gauge, and each of these suspension stroke sensors 83RL, 83RR is disposed in a shock absorber (not shown) of each suspension device 14, respectively. Yes.

  The CPU 71 can also acquire the ground loads of the left and right rear wheels 2RL, 2RR based on the detection results (expansion / contraction amount) of the suspension stroke sensors 83RL, 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 the left and right rear wheels 2RL, 2RR and outputting the detection result to the CPU 71. The ground load sensor device 84 detects the ground load of each wheel 2 in total. RL, RR ground load sensors 84RL, 84RR, and an output circuit (not shown) for processing the detection results of the ground load sensors 84RL, 84RR and outputting them to the CPU 71 are provided.

  In the present embodiment, each ground load sensor 84RL, 84RR is configured as a piezoresistive load sensor, and each of the ground load sensors 84RL, 84RR is a shock absorber SA (see FIG. 2) of each suspension device 14. ) Respectively.

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

  In the present embodiment, each of the side wall crushing margin sensors 85RL and 85RR is configured as a strain gauge, and each of the side wall crushing margin sensors 85RL and 85RR is provided 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. In addition, the CPU 71 time-differentiates the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a, and acquires the depression speeds of the pedals 61 and 62 and the steering angular speed of the steering 63. be able to. Further, the CPU 71 can obtain the steering angular acceleration of the steering 63 by differentiating the obtained steering angular velocity of the steering 63 with respect to time.

  As another input / output device 90 shown in FIG. 5, for example, the current position of the vehicle 1 is acquired using GPS, and the acquired current position of the vehicle 1 is associated with map data in which information on roads is stored. The navigation apparatus etc. which are acquired in this way are illustrated.

  Next, the state quantity determination process will be described with reference to FIG. FIG. 7 is a flowchart showing the state quantity determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and whether the state quantity of the vehicle 1 satisfies a predetermined condition. Is a process for determining.

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

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

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

  Next, the traveling state determination process will be described with reference to FIG. FIG. 8 is a flowchart showing the running state determination process. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and the traveling state of the vehicle 1 is a predetermined straight traveling state. This is a process for determining whether or not.

  Regarding the travel state determination process, the CPU 71 first acquires the travel speed of the vehicle 1 (S11), and determines whether or not the acquired travel speed of the vehicle 1 is equal to or higher than a predetermined speed (S12). In the process of S12, the travel speed of the vehicle 1 acquired in the process of S11 is compared with the threshold value stored in advance in the ROM 72, and whether or not the current travel speed of the vehicle 1 is equal to or higher than a predetermined speed. Determine whether. As a result, when it is determined that the traveling speed of the vehicle 1 is smaller than the predetermined speed (S12: No), the traveling state flag 73c is turned off (S16), and this traveling state determination process is terminated.

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

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

  Next, the uneven wear load determination process will be described with reference to FIG. FIG. 9 is a flowchart showing an uneven wear load determination process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and the vehicle with the negative camber applied to the wheels 2 is executed. This is a process for determining whether or not the ground contact load of the wheel 2 is an uneven wear load that may cause uneven wear on the tire (tread) when the vehicle 1 travels.

  Regarding the uneven wear load determination process, the CPU 71 first determines whether or not the expansion / contraction amount of each suspension device 14 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 14, and compares the detected expansion / contraction amount of each suspension device 14 with a threshold value stored in the ROM 72 in advance. Thus, it is determined whether the current expansion / contraction amount of each suspension device 14 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 of the suspension devices 14 is larger than a predetermined expansion / contraction amount (that is, a threshold value stored in the ROM 72) (S21: No), Since it is determined that the ground load of the wheel 2 (left and right rear wheels 2RL, 2RR) corresponding to the suspension device 14 with the large expansion / contraction amount is larger than a predetermined ground load, the ground load of the wheel 2 is a partial wear load. Then, 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 S21, when it is determined that the expansion / contraction amount of each suspension device 14 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). As a result, if it is determined that the longitudinal G of the vehicle 1 is greater than the predetermined acceleration (S22: No), it is estimated that the ground load on the left and right rear wheels 2RL, 2RR may be greater than the predetermined ground load. Then, since 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 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). As a result, when it is determined that the lateral G of the vehicle 1 is greater than the predetermined acceleration (S23: No), the ground load of either the left rear wheel 2RL or the right rear wheel 2RR is greater than the predetermined ground load. Since it is estimated that the wheel 2 is large and the ground load of the wheel 2 is determined to be 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 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). As a result, when it is determined that the yaw rate of the vehicle 1 is larger than the predetermined yaw rate (S24: No), the ground load of either the left rear wheel 2RL or the right rear wheel 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 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). 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 load of the left and right rear wheels 2RL, 2RR may be larger than the predetermined ground load. Since it is estimated 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 roll angle of the vehicle 1 is equal to or smaller than the predetermined roll angle as a result of the process of S25 (S25: Yes), the ground loads of the left and right rear wheels 2RL and 2RR are equal to or smaller than the predetermined ground load. It is determined whether or not (S26). In the process of S26, the ground load of the left and right rear wheels 2RL, 2RR detected by the ground load sensor device 84 is compared with the threshold value stored in advance in the ROM 72, and the current left and right rear wheels 2RL, It is determined whether the 2RR ground load is equal to or less than a predetermined ground load.

  As a result, when it is determined that the ground load of at least one of the left and right rear wheels 2RL, 2RR is larger than the predetermined ground load (S26: No), the ground load of the wheel 2 is unevenly worn. Since it is determined that the load is a 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 as a result of the processing of S26 that the ground contact load of the left and right rear wheels 2RL, 2RR is equal to or less than a predetermined load (S26: Yes), the tire sidewalls of the left and right rear wheels 2RL, 2RR It is determined whether or not the collapse allowance is equal to or less than a predetermined collapse allowance (S27). In the process of S27, the tire sidewall collapse margin of the left and right rear wheels 2RL, 2RR detected by the sidewall collapse margin sensor device 85 is compared with the threshold value stored in the ROM 72 in advance, and the current It is determined whether or not the crushed allowance of the tire sidewalls of the left and right rear wheels 2RL, 2RR is equal to or less than a predetermined crushed allowance.

  As a result, when it is determined that the crushed allowance of the tire sidewall of at least one of the left and right rear wheels 2RL, 2RR is larger than the predetermined crushed allowance (S27: No), the crushed allowance is large. Since the ground load of the wheel 2 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). The load determination process is terminated.

  On the other hand, as a result of the processing of S27, when it is determined that the crushed allowance of the tire sidewalls of the left and right rear wheels 2RL, 2RR is equal to or less than the predetermined crushed allowance (S27: Yes), the operation amount of the accelerator pedal 61 ( It is determined whether or not the “depression amount” is equal to or less than a predetermined operation amount (S28). 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 (steer angle) of the steering 63 is equal to or less than the predetermined operation amount. It is determined whether or not (S30). 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 rear wheel 2RL or the right rear wheel 2RR is the predetermined ground load. Since it is estimated 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 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). As a result, when it is determined that the operation speed of the steering 63 is higher than the predetermined speed (S31: No), the ground load of either the left rear wheel 2RL or the right rear wheel 2RR is greater than the predetermined ground load. Since it is estimated that the wheel 2 is large and the ground load of the wheel 2 is determined to be 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 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). 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 rear wheel 2RL or the right rear wheel 2RR is greater than the predetermined ground load. Since it is estimated that the wheel 2 is large and the ground load of the wheel 2 is determined to be 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 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. 10 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on, and each wheel 2 (left and right rear wheels 2RL, 2RR). This is a process for adjusting the camber angle.

  Regarding the camber control process, the CPU 71 first determines whether or not the state quantity flag 73b is on (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 and RR motors 91RL and 91RR are operated, and the camber angles of the respective wheels 2 (left and right rear wheels 2RL and 2RR). Is adjusted to the second camber angle, a negative camber is applied to each wheel 2 (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 a predetermined condition, that is, at least one of the operation quantities of the pedals 61 and 62 and the operation quantity of the steering 63 is equal to or greater than the predetermined operation quantity. When it is determined that there is a possibility that the wheel 2 may slip when the vehicle 1 accelerates, brakes or turns while the camber angle of the first camber angle is 2, the wheel 2 is given a negative camber. The running stability of the vehicle 1 can be ensured by using the canvas last generated in the above.

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

  On the other hand, as a result of the processing of S41, when 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). When it is determined that the status flag 73c is on (S45: Yes), it is determined whether 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 and RR motors 91RL and 91RR are operated, and the camber angles of the respective wheels 2 (left and right rear wheels 2RL and 2RR). Is adjusted to the second camber angle, a 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, it is possible to ensure the straight traveling stability of the vehicle 1 by using the lateral rigidity of the wheel 2 by applying a negative camber to the wheel 2.

  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 second camber angle. 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), a camber release process (S50) is executed, and after giving the negative camber to the wheel 2 is canceled, 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.

  Here, the camber cancellation process will be described with reference to FIG. FIG. 11 is a flowchart showing camber release processing. This process determines the drive speeds of the RL motor 91RL and the RR motor 91RR (see FIG. 5) and controls the driving of the RL motor 91RL and the RR motor 91RR so that the determined drive speed is obtained. This is a process for canceling the assignment of the negative camber to the rear wheels 2RL, 2RR). For convenience of explanation, the motor control map 72a (see FIG. 5) shows the driving speed V and current I at the driving speeds T1 (i = 1) to T4 (i = 4) as shown in FIG. Assume that relational expressions are stored.

  Regarding the camber cancellation process, the CPU 71 first obtains the traveling speed V of the vehicle 1 (S61), writes i = 1 to a value i (not shown) provided in the RAM 73 (S62), and is stored in the ROM 72. With reference to the motor control map 72a, the current I at the traveling speed V at the driving speed Ti is obtained (S63), and it is determined whether or not the current I is equal to or less than a predetermined value C (S64). As a result, when it is determined that the current I is larger than the predetermined value C (S64: No), it is determined whether or not the value i provided in the RAM 73 has reached 4 (S65). When the value i does not reach 4 (S65: No), since the calculation for the driving speeds T2 to T4 is not executed, i = i + 1 is written to the value i to calculate the driving speeds T2 to T4. Later (S66), the process proceeds to S63.

  On the other hand, in the process of S64, when it is determined that the current I is equal to or smaller than the predetermined value C (S64: Yes), the current I that is equal to or smaller than the predetermined value C and can realize the maximum driving speed Ti is obtained. Therefore, the current I is set in the drive control circuits (not shown) of the motors 91RL and 91RR, the RL and RR motors 91RL and 91RR are operated, and the wheels 2 (left and right rear wheels 2RL) are operated. , 2RR) is adjusted to the first camber angle, and the application of the negative camber to each wheel 2 is released.

  In the process of S65, when the value i has reached 4 (S65: Yes), the calculation for the drive speeds T1 to T4 has been completed, so the current I at the minimum drive speed T4 is calculated. The drive control circuits (not shown) of the motors 91RL and 91RR are set, the RL and RR motors 91RL and 91RR are operated, and the camber angles of the wheels 2 (left and right rear wheels 2RL and 2RR) are set to the first camber. The angle is adjusted to release the negative camber from each wheel 2.

  By executing the camber release process in this way, the driving speed of each of the motors 91RL and 91RR can be reduced as the traveling speed V of the vehicle 1 is reduced. By reducing the driving speed of each motor 91RL, 91RR, the time from the start of adjustment of the camber angle of the wheel 2 to the end of the adjustment becomes longer, but the load on each motor 91RL, 91RR can be reduced.

  On the other hand, as the traveling speed of the vehicle 1 decreases, the influence of the tire stiffness when adjusting the camber angle of the wheel 2 increases, so that the loads on the motors 91RL and 91RR tend to increase. However, according to the present embodiment, the lower the traveling speed of the vehicle 1, the smaller the driving speed of each motor 91RL, 91RR, so that the load on each motor 91RL, 91RR is reduced when the traveling speed of the vehicle 1 is small. It can suppress becoming large. As a result, it is not necessary to increase the size of each of the motors 91RL and 91RR in consideration of an increase in the load on each of the motors 91RL and 91RR when the traveling speed of the vehicle 1 is low. Thereby, each motor 91RL and 91RR can be reduced in size and weight.

  Further, the linkage members (upper arm 42, lower arm 43 and crank member 93) for adjusting the camber angle of the wheel 2 in conjunction with the motors 91RL and 91RR are disposed between the vehicle body BF and the wheel 2. When the camber angle of the wheel 2 is adjusted to give a negative camber to the wheel 2, the load on each motor 91RL, 91RR can be remarkably reduced by the weight of the vehicle body BF. Therefore, when it is determined that there is a possibility that the wheel 2 may slip when the vehicle 1 is accelerated, braked or turned while the camber angle of the wheel 2 is the first camber angle, the negative camber is quickly applied to the wheel 2. The running stability of the vehicle 1 can be quickly secured using the canvas last generated on the wheels 2.

  On the other hand, when the camber angle of the wheel 2 is adjusted and the negative camber to the wheel 2 is released, the loads of the motors 91RL and 91RR increase due to the weight of the vehicle body BF. In this case, by executing a camber release process (see FIG. 11), the electric power input to each motor 91RL, 91RR is adjusted, and the drive speed of each motor 91RL, 91RR is changed according to the traveling speed of the vehicle 1. As a result, it is possible to effectively suppress an increase in the load on each of the motors 91RL and 91RR, particularly when the traveling speed of the vehicle 1 is low.

  Further, by setting the current I input to each of the motors 91RL and 91RR configured by a DC motor to be equal to or less than the predetermined value C, it is possible to reduce power consumption and improve energy saving. Further, since each of the motors 91RL and 91RR is constituted by a DC motor, the drive speed can be controlled by a relatively simple drive control circuit by setting the current I to a predetermined value C or less.

  Further, when the traveling speed of the vehicle 1 is low, the current I is input with priority given to minimizing the driving speed of each of the motors 91RL and 91RR by setting the current I to a predetermined value C or less. Thereby, the torque of each motor 91RL and 91RR can be increased. As a result, the camber angle of the wheel 2 can be adjusted smoothly even when the traveling speed of the vehicle 1 is low.

  Returning to FIG. As a result of the process of S49, when it is determined that the uneven wear load flag 73d is off (S49: No), the ground load of the wheel 2 is not the uneven wear load, and a negative camber is applied to the wheel 2 Therefore, even if the vehicle 1 travels, it is determined that there is no possibility that the tire (tread) will be unevenly worn, so the processing of S50 and S51 is skipped, and this camber control processing is terminated.

  As a result of the process of S45, when it is determined that the running state flag 73c is off (S45: No), it is determined whether the camber flag 73a is on (S52). As a result, when it is determined that the camber flag 73a is on (S52: Yes), after executing the camber release process (S53) (see FIG. 11), the camber flag 73a is turned off (S54). This 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 first camber angle, so that the process of S53 and S54 The process is skipped and the camber control process is terminated.

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

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

  Further, when it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state, the camber angle of the wheel 2 is adjusted to the second camber angle, and a negative camber is applied to the wheel 2. The straight-line stability of the vehicle 1 can be ensured using the rigidity. When it is determined that the traveling state of the vehicle 1 is a predetermined straight traveling state and the ground load of the wheel 2 is determined to be equal to or greater than the predetermined ground load, the camber angle of the wheel 2 is the first camber. Since the angle (a camber angle having an absolute value smaller than the second camber angle) is adjusted and the negative camber is not applied to the wheel 2, uneven wear of the tire can be suppressed. Therefore, it is possible to achieve both of ensuring straight running stability and suppressing uneven wear of the tire.

  In the flowchart shown in FIG. 10 (camber control processing), the processing of S41, S45, and S49 corresponds to the condition determination means described in claim 1, and the processing of S43 and S47 corresponds to the camber angle adjustment means. In the flowchart (camber canceling process) shown in FIG. 11, the processing at S61 is performed as the traveling speed acquisition means according to claim 1, the processing at S67 is performed as the camber angle adjusting means, and the processing at S63 to S65 is performed as the driving speed adjusting means. Are applicable. In addition, the “predetermined value” of “the electric power below the predetermined value” or “the electric power exceeding the predetermined value” according to claim 3 or 4 is calculated by multiplying the predetermined value C of the current shown in FIG. 6 by the applied voltage. Power is applicable.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the case where the input current is adjusted to adjust the driving speeds of the RL motor 91RL and the RR motor 91RR has been described. In contrast, in the second embodiment, a case will be described in which the average voltage applied by pulse control is adjusted to adjust the driving speeds of the RL motor 91RL and the RR motor 91RR.

  First, a detailed configuration of the vehicle control device 200 will be described. FIG. 12 is a block diagram showing an electrical configuration of the vehicle control device 200. The vehicle control device 200 is mounted on the vehicle 1 instead of the vehicle control device 100 described in the first embodiment. In addition, about the part same as what was demonstrated in 1st Embodiment, the same code | symbol is provided and the following description is abbreviate | omitted.

  As shown in FIG. 12, the vehicle control device 200 includes a CPU 71, a ROM 272, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. The ROM 272 stores a motor control function 272a.

  The motor control function 272a is a function representing the relationship between the traveling speed V of the vehicle 1 and the driving speed T of the RL motor 91RL and the RR motor 91RR, and is represented by the following equation (1).

V / T = K (where K is a constant) (1)
According to Equation (1), the traveling speed V of the vehicle 1 and the driving speed T of each motor 91RL, 91RR are inversely proportional, and the driving speed T of each motor 91RL, 91RR can be reduced as the traveling speed V decreases. In the camber release process (see FIG. 10, S50, S53), the CPU 71 acquires the traveling speed V of the vehicle 1 and calculates the driving speed T of each motor 91RL, 91RR from this equation (1). Subsequently, the applied voltage is pulse-controlled by a drive control circuit (not shown) of the motors 91RL and 91RR to adjust the drive speed T of the motors 91RL and 91RR.

  Next, an example of pulse control will be described with reference to FIG. FIGS. 13A and 13B are schematic diagrams schematically showing voltages input to the RL motor 91RL and the RR motor 91RR (actuator). The horizontal axis is time t, the vertical axis is voltage, and A1 and A2 indicate average voltages. As shown in FIG. 13A, since the average voltage A1 of the motors 91RL and 91RR increases when the ON time ratio is large, the drive speed of the motors 91RL and 91RR can be increased. On the other hand, as shown in FIG. 13B, since the average voltage A2 of the motors 91RL and 91RR decreases when the ON time ratio is small, the driving speed of the motors 91RL and 91RR can be reduced.

  As described above, according to the second embodiment, by adjusting the average applied voltage by pulse control, the power input to the RL motor 91RL and the RR motor 91RR is adjusted, and the RL motor 91RL and the RR motor 91RR are driven. The speed T can be adjusted. In addition, since power is supplied only when necessary, the efficiency of the entire circuit increases and the burden can be reduced.

  In the second embodiment, a predetermined value A (reference value) of an allowable voltage (average value of pulse-controlled voltage) is defined. The predetermined value A is a voltage that can adjust the camber angle of the wheel 2 by driving the motors 91RL and 91RR at the driving speed T1 at the maximum speed V4 (see FIG. 6) of the vehicle 1 or slightly larger than that. Voltage. This is to reduce the power consumption of the motors 91RL and 91RR within a range in which the camber angle of the wheel 2 can be adjusted.

  As described above, the predetermined value A of the average voltage is set, the average voltage that is equal to or lower than the predetermined value A and has the highest driving speed T is selected and input to each of the motors 91RL and 91RR. Similarly, the camber angle adjustment time of the wheel 2 (operation time of the RR motor 91RR) can be shortened while ensuring energy saving. Further, by inputting an average voltage that minimizes the driving speed of each of the motors 91RL and 91RR among the average voltages exceeding the predetermined value A, it is possible to secure the torque of each of the motors 91RL and 91RR. It is.

  In the second embodiment, the drive speed adjusting means described in claim 1 calculates the drive speed T of each motor 91RL, 91RR from the above equation (1), and drives the applied voltage of each motor 91RL, 91RR. This corresponds to the process of performing pulse control by the control circuit. In addition, as the “predetermined value” of “the power below the predetermined value” or “the power exceeding the predetermined value” according to claim 3 or 4, the input current is set to a predetermined value A defined for the average value of the pulse-controlled voltage. The power calculated by multiplication is applicable.

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

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

  In each of the above embodiments, the vehicle control devices 100 and 200 used in the vehicle 1 in which the camber angle adjusting device 45 that sets the camber angle of the wheel 2 to either the first camber angle or the second camber angle is mounted. Although described, it is not necessarily limited to this. Needless to say, the present invention can be applied to a vehicle control device used in a vehicle on which a camber angle adjusting device configured to be continuously set to an arbitrary camber angle is mounted.

  In each of the above-described embodiments, the case where the camber angles of the left and right rear wheels 2RL and 2RR are adjusted by the camber angle adjusting device 45 has been described. Of course, the camber angles of the left and right front wheels 2FL and 2FR can be adjusted by the camber angle adjusting device 45.

  Further, the case where the camber angles of the left and right rear wheels 2RL, 2RR are adjusted by the camber angle adjusting device 45 to give the negative camber has been described, but the present invention is not limited to this, and the cambers of the left and right front wheels 2FL, 2FR are not necessarily limited thereto. Naturally, it is possible to adjust the angle by the camber angle adjusting device 45 so as to give a positive camber. It is possible to give a positive camber by changing the position of the axis O2, the length of the upper arm 42, and the like.

  In each of the embodiments described above, the case where the axis O1 is located on the straight line connecting the axis O2 and the axis O3 has been described in both the first state and the second state. However, the present invention is not necessarily limited to this. However, in only one of the first state and the second state, the axis O1 is located on a straight line connecting the axis O2 and the axis O3. In the other of the first state and the second state, the axis O2 and the axis Of course, it is possible to control so that the axis O1 is not located on the straight line connecting the centers O3.

  In each of the above embodiments, the case where the camber angle adjusting mechanism 45 is interposed between the upper arm 42 and the vehicle body BF has been described. However, the present invention is not necessarily limited to this. A camber angle adjusting mechanism 45 may be interposed therebetween.

  In the above embodiment, the case where the actuator is constituted by a DC motor has been described, but the present invention is not necessarily limited thereto. When the actuator is constituted by an electric cylinder, a solenoid or the like, the driving speed of the actuator can be adjusted by adjusting the input electric power as in the case of the DC motor.

  Any or all of the above embodiments may be combined with some or all of the other embodiments. Moreover, you may abbreviate | omit some structures in said each embodiment. For example, one or more of the state quantity determination process (see FIG. 7), the travel state determination process (see FIG. 8), and the uneven wear load determination process (FIG. 9) are omitted, and the camber control process (FIG. 10) related thereto is omitted. It is possible to omit the determination in (see).

  In each of the above-described embodiments, the case where it is determined whether or not the state quantity of the vehicle 1 satisfies a predetermined condition based on the operation amounts of the accelerator pedal 61, the brake pedal 62, and the steering 63 has been described. It is not limited, and it is naturally possible to determine whether the state quantity of the vehicle 1 satisfies a predetermined condition based on other state quantities instead of the operation quantities of the pedals 61 and 62 and the steering 63. is there. As another state quantity, for example, it may indicate the state of the operation member operated by the driver, such as the operation speed or operation acceleration of each pedal 61, 62, or the state of the vehicle 1 itself. But it ’s okay. Examples of the state of the vehicle 1 itself include the front and rear G of the vehicle 1.

  In each of the above-described embodiments, in the state amount determination process for determining whether or not the state amount of the vehicle 1 satisfies a predetermined condition, the operation amount of the accelerator pedal 61, the operation amount of the brake pedal 62, and the operation amount of the steering 63 are The criterion for determining each operation amount for determining whether or not the operation amount is equal to or greater than a predetermined operation amount is that the wheel 2 is used when the vehicle 1 is accelerated, braked, or turned with the camber angle of the wheel 2 being the second camber angle. However, the present invention is not necessarily limited to this. For example, the state value of the vehicle 1 (for example, the operation amount of each pedal 61, 62 or the steering wheel) is not limited to this. 63, etc.) may be set.

100, 200 Vehicle control device 1 Vehicle 2FL Left front wheel (part of wheels)
2FR Right front wheel (part of the wheel)
2RL Left rear wheel (part of wheel)
2RR Right rear wheel (part of the wheel)
42 Upper arm (part of linkage member)
43 Lower arm (part of linkage member)
45 Camber angle adjusting device 91RL RL motor (actuator, DC motor)
91RR RR motor (actuator, DC motor)
93 Crank member (part of linkage member)
BF body

Claims (4)

A vehicle control device used in a vehicle including a vehicle body, a wheel that supports the vehicle body, and a camber angle adjustment device that adjusts a camber angle of the wheel by driving an actuator,
Condition judging means for judging whether or not a predetermined condition for adjusting the camber angle of the wheel is satisfied;
A camber angle adjusting means for adjusting the camber angle of the wheel by operating the camber angle adjusting device and driving the actuator when the condition determining means determines that a predetermined condition is satisfied;
Traveling speed acquisition means for acquiring the traveling speed of the vehicle;
And a driving speed adjusting means for reducing the driving speed of the actuator driven by the camber angle adjusting means as the traveling speed of the vehicle acquired by the traveling speed acquiring means decreases. Control device. The camber angle adjusting device includes a linkage member that is linked to the actuator and the wheel and adjusts a camber angle of the wheel in conjunction with the actuator, and the linkage member is provided between the vehicle body and the wheel. Are arranged,
The drive speed adjusting means changes the drive speed of the actuator in accordance with the traveling speed of the vehicle when the camber angle adjusting means is adjusted to reduce the absolute value of the camber angle of the wheel. The vehicle control device according to claim 1. The actuator is constituted by a DC motor,
3. The vehicle control according to claim 1, wherein the DC motor is supplied with electric power that maximizes the driving speed of the DC motor among electric powers less than or equal to a predetermined value by the driving speed adjusting means. apparatus. The actuator is constituted by a DC motor,
4. The DC motor according to claim 1, wherein electric power that minimizes the driving speed of the DC motor among electric power exceeding a predetermined value is input by the driving speed adjusting means. Vehicle control device.

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