JP4893584B2 - Control device - Google Patents

Description

  The present invention relates to a control device used in a vehicle including a wheel and a camber angle imparting device that imparts a camber angle to the wheel, and more particularly to a control device that can facilitate recovery even if the vehicle is stolen. It is.

In recent years, various security techniques against vehicle theft have been proposed. For example, in Patent Document 1, when an abnormality such as theft occurs, an alarm is output, engine start is prohibited, and further, an abnormality has occurred in the vehicle owner using the communication means. A vehicle security device for communicating is disclosed.
JP 2007-168472 A

  However, as in the vehicle security device described in Patent Document 1, even if the engine is prohibited from starting when an abnormality occurs, there is a possibility that the engine can be started by direct connection of electrical wiring or the like. Therefore, if the engine is forcibly started by a thief, even if an abnormality or vehicle position can be transmitted to the vehicle owner, the vehicle engine is started (that is, the vehicle is stolen). From when it was discovered until the vehicle was discovered, the vehicle was moved far away, making it difficult to collect stolen vehicles and increasing the cost of collection.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device that can facilitate recovery even if a vehicle is stolen.

  In order to solve this object, a control device according to claim 1 is used in a vehicle including a wheel and a camber angle adjusting device for adjusting a camber angle of the wheel, and the vehicle is stolen. Or a theft determination means for determining whether or not there is a suspicion, and when the vehicle is stolen or suspected of being stolen by the theft determination means, the camber angle adjustment device is operated, Anti-theft means for imparting to the wheels a camber angle that impedes running compared to normal running.

  A control device according to a second aspect is the control device according to the first aspect, wherein the antitheft means gives the maximum camber angle to the wheel on the positive side or on the negative side.

  The control device according to claim 3 is the control device according to claim 1 or 2, wherein the anti-theft means determines that the vehicle has been stolen or suspected of being stolen by the theft determination means. An application direction changing means for changing the camber angle applied to the wheel from the positive side to the negative side or from the negative side to the positive side according to the elapsed time is included.

  The control device according to claim 4 is the control device according to any one of claims 1 to 3, wherein the vehicle has a plurality of wheels whose camber angles can be adjusted by the camber angle adjusting device, and the anti-theft measures. The means gives a positive camber angle to some of the plurality of wheels, and gives a negative camber angle to the remaining wheels.

  The control device according to claim 5 is the control device according to any one of claims 1 to 4, wherein the vehicle has a plurality of wheels whose camber angles can be adjusted by the camber angle adjusting device, and the antitheft measures. The means provides at least two different camber angles among the plurality of wheels.

  The control device according to claim 6 is the control device according to any one of claims 1 to 5, wherein the wheels are arranged in parallel in a width direction of the wheels with respect to the first tread and the first tread. At least a second tread disposed inside or outside the vehicle, wherein the first tread is configured to be soft with respect to the second tread, and the anti-theft means is configured to ground the second tread on the wheel. Give camber angle to increase the ratio.

  A control device according to a seventh aspect is the control device according to any one of the first to sixth aspects, wherein the camber angle adjusting device includes an actuator that changes a camber angle of the wheel and holds it at a predetermined camber angle. The antitheft means zeroes the force with which the actuator holds the camber angle of the wheel.

  According to the control device of claim 1, when the theft determination means determines that the vehicle has been stolen or suspected of being stolen, the camber angle adjusting device is operated by the theft countermeasure means, and during normal driving A camber angle that impedes running is compared to the wheels.

  Therefore, at least in a state where there is a risk of theft, a camber angle that impedes traveling compared to during normal traveling is given to the wheel, so that the self-running of the stolen vehicle can be made more difficult than the normal state, and as a result, It becomes possible to limit the moving distance from the stolen place. Therefore, it is possible to facilitate the recovery of the stolen vehicle and to reduce the recovery cost.

  According to the control device of the second aspect, in addition to the effect produced by the control device according to the first aspect, the following effect is obtained. When it is determined by the theft determination means that the vehicle has been stolen or suspected of being stolen, the maximum camber angle is given to the wheel on the positive side or the negative side by the theft countermeasure means.

  Therefore, at least in the state of theft risk, the maximum camber angle is given to the wheel on the positive side or the negative side, so the straightness becomes worse due to the lateral force due to the canvas last, making it difficult for the stolen vehicle to run on its own. be able to. As a result, since the travel distance from the stolen place can be limited, it is possible to facilitate the recovery of the stolen vehicle and to reduce the recovery cost.

  According to the control device of the third aspect, in addition to the effect produced by the control device according to the first or second aspect, the following effect is obtained. When the theft determination means determines that the vehicle has been stolen or suspected of being stolen, the camber angle to be given to the wheel according to the elapsed time since the determination is made is the applied direction change means (theft Depending on part of the countermeasure, the positive side is changed to the negative side or the negative side to the positive side.

  Therefore, depending on the elapsed time since the vehicle was stolen or suspected of being stolen by the theft determination means, the camber angle of the wheel became positive or negative and changed unnaturally Thus, the straightness of the vehicle is hindered. Therefore, it becomes difficult for the stolen vehicle to be self-propelled, and the travel distance from the stolen place can be limited, so that it is possible to facilitate the recovery of the stolen vehicle and to reduce the recovery cost.

  According to the control device of the fourth aspect, in addition to the effect produced by the control device according to any one of the first to third aspects, the following effect is obtained. If the theft determining means determines that the vehicle has been stolen or suspected of being stolen, the camber angle on the positive side is given to some of the wheels by the antitheft means, and the remaining wheels Is given a negative camber angle.

  Therefore, depending on the wheel, whether the camber angle is on the positive side or the camber angle on the negative side, the camber angle of the wheel becomes unnatural and hinders straight ahead of the vehicle. Therefore, it is difficult for the stolen vehicle to be self-propelled, and the travel distance from the stolen place can be limited, so that it is possible to facilitate the recovery of the stolen vehicle and to suppress the recovery cost.

  According to the control device of the fifth aspect, in addition to the effect produced by the control device according to any one of the first to fourth aspects, the following effect is obtained. When the theft determination means determines that the vehicle has been stolen or suspected of being stolen, the anti-theft means gives at least two different camber angles to the plurality of wheels. Therefore, the camber angle of the wheel becomes unnatural and hinders the straight traveling performance of the vehicle.

  Accordingly, it is possible to make the stolen vehicle self-propelled, and as a result, it is possible to limit the moving distance from the stolen place, so that the stolen vehicle can be easily recovered and the recovery cost can be suppressed. There is an effect that can be done.

  According to the control device of the sixth aspect, in addition to the effect produced by the control device according to any one of the first to fifth aspects, the following effect is obtained. The wheel has a first tread and a second tread that are arranged in the width direction and have characteristics that are harder than the first tread (that is, characteristics that have lower rolling resistance and lower gripping force than the first tread). Therefore, the characteristics of the first tread and the characteristics of the second tread can be properly used according to the camber angle applied to the wheel.

  Here, when it is determined by the theft determination means that the vehicle has been stolen or suspected of being stolen, the camber angle for increasing the contact ratio of the second tread is given by the theft countermeasure means. That is, at least in a state where there is a risk of theft, a camber angle in a direction to reduce the grip force of the wheel is given.

  Therefore, the wheels are likely to slip and the stolen vehicle is difficult to travel, so that the travel distance from the stolen place can be limited. Therefore, it is possible to facilitate the recovery of the stolen vehicle and to reduce the recovery cost.

  According to the control device of the seventh aspect, in addition to the effect produced by the control device according to any one of the first to sixth aspects, the following effect is obtained. When it is determined by the theft determination means that the vehicle has been stolen or suspected of being stolen, the force for holding the camber angle of the wheel in the actuator included in the camber angle adjusting device is made zero by the theft countermeasure means. The

  Therefore, it becomes impossible to hold the camber angle of the wheel by the actuator, and as a result, the wheel is swung in the camber angle direction when the vehicle is traveling, making it difficult for the stolen vehicle to self-run. Therefore, there is an effect that the moving distance from the stolen place can be limited, the recovery of the stolen vehicle can be facilitated, and the recovery cost can be suppressed.

  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 top view of a vehicle 1 on which a control device 100 according to the first embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 rotationally drives a plurality of (four wheels in this embodiment) wheels 2 and a part of each wheel 2 (left and right front wheels 2FL, 2FR in this embodiment). A wheel drive device 3, a suspension device 4 that adjusts the camber angle of each wheel 2, a body frame BF supported by the suspension device 4, and a part of each wheel 2 (this The embodiment mainly includes a steering device 5 that steers the left and right front wheels 2FL, 2FR). Although details will be described later, the vehicle 1 according to the present embodiment has the maximum camber on each wheel 2 on the positive side when the control device 100 determines that there is a risk of theft by using an unauthorized key. A corner is provided.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheels 2 include four wheels, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction FWD of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction FWD. I have. The left and right front wheels 2FL and 2FR are configured as driving wheels that are rotationally driven by the rotational driving force applied from the wheel driving device 3, while the left and right rear wheels 2RL and 2RR are associated with the traveling of the vehicle 1. It is configured as a driven wheel to be driven.

  As described above, the wheel drive device 3 is a device for applying a rotational drive force to the left and right front wheels 2FL, 2FR to drive rotation, and is configured by an electric motor 3a as described later (see FIG. 4). ). 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 from the wheel drive device 3 to the left and right front wheels 2FL, 2FR, and the left and right front wheels 2FL, 2FR rotate according to the depressed state of the accelerator pedal 61. Driven at speed. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  The suspension device 4 is a device that functions as a so-called suspension, and is disposed corresponding to each wheel 2 as shown in FIG. Moreover, the suspension apparatus 4 in this embodiment has the function as a camber angle adjustment apparatus which adjusts the camber angle of the wheel 2 as mentioned above.

  Here, with reference to FIG.2 and FIG.3, the detailed structure of the suspension apparatus 4 is demonstrated. 2 and 3 are front views of the suspension device 4. FIG. 3A illustrates a state in which the camber angle of the wheel 2 is adjusted in the positive direction (positive), and FIG. A state in which the camber angle of the wheel 2 is adjusted in the negative direction (negative) is illustrated. 2 and 3, the illustration of the drive shaft 31 and the like is omitted and the drawings are simplified for easy understanding of the invention. Moreover, since the structure of each suspension apparatus 4 is respectively common, the suspension apparatus 4 corresponding to the right front wheel 2FR is illustrated in FIG. 2 and FIG. 3 as a representative example.

  As shown in FIG. 2, the suspension device 4 includes a strut type (McPherson type) mechanism, and mainly includes an axle hub 41, a suspension arm 42, and an FR actuator 43 FR.

  The axle hub 41 supports the wheel 2 so as to be rotatable. As shown in FIG. 2, the axle hub 41 supports the wheel 2 from the inside of the vehicle 1 (right side in FIG. 2) and is attached to the FR actuator 43 FR via the suspension arm 42. It is connected. The suspension arm 42 connects the axle hub 41 to the FR actuator 43FR, and includes first to third arms 42a to 42c.

  One end (left side in FIG. 2) of the first arm 42a and the second arm 42b is pivotally supported on the upper part (upper side in FIG. 2) and the lower part (lower side in FIG. 2), respectively, while the other end (right side in FIG. 2). Are pivotally supported at the upper end (upper side in FIG. 2) and the lower end (lower side in FIG. 2) of the third arm 42c. Further, the first arm 42 a and the second arm 42 b are disposed to face each other, and the third arm 42 c is disposed to face the axle hub 41. Thus, the axle hub 41 and the suspension arm 42 (first to third arms 42a to 42c) constitute a four-node link mechanism.

  The suspension arm 42 is provided with a coil spring that alleviates an impact transmitted from the road surface G to the vehicle body frame BF and a shock absorber (none of which is shown) that attenuates the vibration of the coil spring.

  The FR actuator 43FR connects the suspension arm 42 and the vehicle body frame BF, and is constituted by a hydraulic cylinder. As shown in FIG. 2, the FR actuator 43FR has a main body portion (upper side in FIG. 2) pivotally supported by the vehicle body frame BF and a rod portion (lower side in FIG. 2) pivotally supported by the third arm 42c. .

  Here, the second arm 42b is pivotally supported by the axle hub 41 via the camber shaft 44. When the FR actuator 43FR is driven to extend and contract, a link mechanism (hereinafter referred to as the axle mechanism 41) and the suspension arm 42 is constructed. Simply referred to as “link mechanism”), and the wheel 2 swings around the camber shaft 44 (see FIG. 3).

  That is, in general, since the wheel 2 does not slip with respect to the road surface G due to friction with the road surface G, the link mechanism fixes the camber shaft 44 disposed closest to the ground contact surface of the wheel 2 to the fixed shaft. Bend and stretch as. As a result, the wheel 2 swings around the camber shaft 44 as a central axis.

  Further, since the axle hub 41 supports the wheel 2 from the inside of the vehicle 1, the camber shaft 44 is located on the inner side of the vehicle 1 (right side in FIG. 2) than the center line M of the wheel 2 in the front view of the vehicle 1. Is arranged.

  According to the suspension device 4 configured as described above, as shown in FIGS. 3A and 3B, when the FR actuator 43FR is driven to extend and contract from the state shown in FIG. Then, the camber angle of the wheel 2 is adjusted by the wheel 2 swinging in the arrow A direction or the arrow B direction with the camber shaft 44 as the central axis. Note that the camber angle imparted to the wheel 2 by this adjustment is held by the thrust of the FR actuator 43FR.

  Further, when the FR actuator 43FR is driven to extend and contract, the link mechanism bends and stretches, and the vehicle body frame BF connected to the suspension arm 42 through the FR actuator 43FR is moved up and down, whereby the distance H between the vehicle body frame BF and the road surface G is increased. Is changed. That is, by driving the FR actuator 43FR to extend and contract, the camber angle of the wheel 2 can be adjusted, and at the same time, the distance H between the vehicle body frame BF and the road surface G can be changed.

  Here, in the present embodiment, as described above, since the camber shaft 44 is disposed inside the vehicle 1 with respect to the center line M of the wheel 2 in the front view of the vehicle 1, FIG. As shown, the camber angle of the wheel 2 can be adjusted in the positive direction (positive) by driving the FR actuator 43FR to contract. At the same time, the distance H between the body frame BF and the road surface G can be increased by raising the body frame BF.

  On the other hand, as shown in FIG. 3B, the camber angle of the wheel 2 can be adjusted in the negative direction (negative) by driving the FR actuator 43FR to extend. At the same time, the distance H between the body frame BF and the road surface G can be reduced by lowering the body frame BF.

  Returning to FIG. The steering device 5 is configured by a rack and pinion type mechanism, and mainly includes a steering shaft 51, a hook joint 52, a steering gear 53, a tie rod 54, and a knuckle 55.

  According to the steering device 5, the operation of the steering 63 by the driver is first transmitted to the hook joint 52 via the steering shaft 51 and the angle of the pinion 53 a of the steering gear 53 is changed by the hook joint 52. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 53a is converted into the linear motion of the rack 53b, and the rack 53b moves linearly, so that the tie rods 54 connected to both ends of the rack 53b move to push and pull the knuckle 55. By doing so, the steering angle of the wheel 2 is adjusted.

  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 depression state (depression amount, depression speed, etc.) of each pedal 61, 62. Then, the wheel drive device 3 is controlled. The steering 63 is an operation member operated by the driver, and the wheel 2 is steered by the steering device 5 in accordance with the operation.

  The key cylinder 24 instructs the control device 100 to start (start) the vehicle 1 when the key 50 (see FIG. 4) corresponding to the keyhole is inserted and rotated. Although details will be described later, in the present embodiment, the key cylinder 24 is configured to receive the key ID stored in the key 50, and the control device 100 is stolen based on the key ID received by the key cylinder 24. It is configured to determine whether or not an illegal activation suspected of being performed.

  The control device 100 is a device for controlling each part of the vehicle 1 configured as described above. For example, the control device 100 detects the depression state of the pedals 61 and 62 and determines the wheel drive device 3 according to the detection result. By controlling, each wheel 2 is rotationally driven. Further, the control device 100 determines whether or not the unauthorized activation has been performed based on the key ID received by the key cylinder 24, and controls the link driving device 43 when determining that the unauthorized activation has been performed, The maximum camber angle is given to the positive side of each wheel 2 to deteriorate the straight traveling performance of the vehicle 1 and make it difficult for the vehicle to travel on its own.

  Here, with reference to FIG. 4, the detailed structure of the control apparatus 100 is demonstrated. FIG. 4 is a block diagram showing an electrical configuration of the control device 100. As shown in FIG. 4, the control device 100 includes a CPU 71, an EEPROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74, and is provided with a timer circuit 71a. The EEPROM 72 is a non-volatile memory that stores the control program executed by the CPU 71, fixed value data, and the like in a rewritable manner and can retain the contents even after the power is turned off. The flowchart shown in FIGS. Program).

  The EEPROM 72 has a vehicle-side ID memory 72 a that stores a vehicle-side ID that is an ID code unique to each vehicle 1. Although details will be described later, in the present embodiment, when the key 50 is inserted into the key cylinder 24, the CPU 71 performs collation between the vehicle ID stored in the vehicle ID memory 72a and the key ID read from the key 50. Is configured to do.

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed, and includes a theft flag 73a. The theft flag 73a is a flag indicating whether or not there is a risk of theft due to the use of an illegal key. If the flag is on, it indicates that there is at least a risk of the vehicle being stolen. More specifically, the theft flag 73a is initialized (turned off) when the regular key 50 or an illegal key is inserted into the key cylinder 24 and rotated, and theft determination process described later (see FIG. 6). ), The key ID read from the key 50 and the vehicle ID memory 72a do not match.

  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 control circuit (not shown) for controlling the electric motor 3a based on a command from the CPU 71 is mainly provided.

  As described above, the link driving device 43 is a device for swinging and driving the wheel 2 by bending and stretching the link mechanism, and four FL to RR actuators that apply a driving force for bending and stretching to the link mechanism. 43FL to 43RR and a control circuit (not shown) for controlling the actuators 43FL to 43RR based on a command from the CPU 71 are mainly provided.

  As described above, the FL to RR actuators 43FL to 43RR are configured by hydraulic cylinders, and a hydraulic pump (not shown) that supplies oil (hydraulic pressure) to each hydraulic cylinder, and from the hydraulic pump to each hydraulic cylinder. An electromagnetic valve (not shown) for switching the supply direction of supplied oil is mainly provided.

  When the control circuit of the link driving device 43 controls the hydraulic pump based on an instruction from the CPU 71, each hydraulic cylinder (FL to RR actuators 43FL to 43RR) expands and contracts by the oil (hydraulic pressure) supplied from the hydraulic pump. Driven. When the solenoid valve is turned on / off, the driving direction (extension or contraction) of each hydraulic cylinder (FL to RR actuators 43FL to 43RR) is switched.

  The control circuit of the link driving device 43 monitors the expansion / contraction amount of each hydraulic cylinder (FL to RR actuators 43FL to 43RR) by an expansion / contraction sensor (not shown), and reaches the target value (expansion / contraction amount) instructed by the CPU 71. The hydraulic cylinders (FL to RR actuators 43FL to 43RR) are stopped from extending and contracting. The detection result by the expansion / contraction sensor is output from the control circuit to the CPU 71, and the CPU 71 obtains the camber angle of each wheel 2 and the distance H between the vehicle body frame BF and the road surface G (see FIG. 2) based on the detection result. be able to.

  The key cylinder 24 is rotated by the inserted key 50 to instruct the control device 100 to start (start) the vehicle 1. The key cylinder 24 has a key ID receiving unit 24a. The key ID receiving unit 24a receives a key ID stored in the memory portion of the transponder 50a of the inserted key 50. The CPU 71 reads the key ID received by the key ID receiving unit 24a and collates with the vehicle side ID stored in the vehicle side ID memory 72a.

  Note that the outer shape of the key 50 is configured as a normal key, but a transponder 50a is embedded therein. The transponder 50a includes a memory (not shown) and a transmission circuit (not shown), and is driven by a built-in battery not shown. The memory of the transponder 50a stores a unique key ID that is paired with one vehicle-side ID. When the key 50 is inserted into the key cylinder 24, the key ID is assigned to the key ID of the key cylinder 24 by the transmission circuit. It is transmitted (output) to the receiving unit 24a.

  Further, as another input / output device 83 shown in FIG. 4, an acceleration sensor device that detects the acceleration of the vehicle body frame BF, an accelerator pedal sensor device that detects the depression state of the accelerator pedal 61, and a depression state of the brake pedal 62 are provided. Examples include a brake pedal sensor device for detecting, a steering sensor device for detecting an operation state of the steering 63, and the like.

  Next, antitheft processing executed by the control device 100 of the vehicle 1 having the above configuration will be described with reference to the flowcharts of FIGS. FIG. 5 is a flowchart showing theft countermeasure processing. This antitheft process is a process that is started when the insertion of a key (including an illegal key) into the key cylinder 24 is detected by a key insertion switch (not shown).

  As shown in FIG. 5, in this antitheft process, first, a theft determination process for determining the validity of the used key is executed (S1), and each wheel is determined based on the determination result of the theft determination process (S1). The anti-theft camber angle setting process for determining the camber setting angle of No. 2 is executed (S2), and the camber setting set by the anti-theft camber angle setting process (S2) for each wheel 2 by controlling the link driving device 43. An actual camber angle giving process for giving a corner is executed (S3), and the process ends.

  Details of the theft determination process (S1), the anti-theft camber angle setting process (S2), and the actual camber angle giving process (S3) executed in the antitheft process of the first embodiment are shown in FIG. This will be described later with reference to FIG. In all the embodiments of the present invention, the theft determination process (S1) is the theft determination means described in the claims, and the anti-theft camber angle setting process (S2) is the anti-theft measures described in the claims. This will be described as a means.

  FIG. 6 is a flowchart showing a theft determination process (S1) executed in the antitheft process of FIG. As shown in FIG. 6, in the theft determination process (S1), first, the theft flag 73a is turned off and initialized (S11), and the key ID received by the key ID receiving unit 24a of the key cylinder 24 is read (S12). After the process of S12, the read key ID is compared with the vehicle-side ID stored in the vehicle-side ID memory 72a to check whether these IDs match (S13).

  As a result of checking in the process of S13, when the key ID and the vehicle-side ID match (S13: Yes), the theft determination process (S1) is terminated. That is, when the key ID read from the key 50 matches the vehicle ID stored in the vehicle ID memory 72a, it is determined that there is no risk of theft due to the use of an unauthorized key, and the theft flag 73a. The theft determination process (S1) is terminated in a state where is off.

  On the other hand, if the key ID does not match the vehicle ID (S13: No) as a result of the confirmation in the process of S13, it is determined that there is a risk of theft due to the use of an illegal key, and the theft flag 73a is set. It is turned on (S14), and the theft determination process (S1) is terminated.

  FIG. 7 is a flowchart showing the anti-theft camber angle setting process (S2) executed in the anti-theft process of FIG. As shown in FIG. 7, in the anti-theft camber angle setting process (S2), first, the theft flag 73a is read (S21).

  After the process of S21, it is checked whether or not the read theft flag 73a is on (S22). If the theft flag 73a is off, it is determined that there is no risk of theft due to the use of an unauthorized key. If so (S22: No), the anti-theft camber angle setting process (S2) is terminated.

  On the other hand, if the theft flag 73a is turned on as a result of the confirmation in S22, that is, if it is determined that there is a risk of theft due to the use of an unauthorized key (S22: Yes), each wheel The camber setting angle of 2 is set to the maximum angle on the positive side (S23), and the anti-theft camber angle setting process (S2) is terminated.

  FIG. 8 is a flowchart showing the actual camber angle giving process (S3) executed in the antitheft process of FIG. As shown in FIG. 8, in the actual camber angle giving process (S3), first, the theft flag 73a is read (S31), and it is confirmed whether or not the read theft flag 73a is on (S32). If the read theft flag 73a is turned off as a result of the confirmation in S32 (S32: No), the actual camber angle giving process (S3) is terminated.

  On the other hand, if the theft flag 73a is turned on as a result of the confirmation in S32 (S32: Yes), the actual camber angle of each wheel 2 (that is, the camber angle actually given to each wheel 2) is theft prevention. The link driving device 43 is controlled so as to be the camber setting angle set by the camber angle setting process (S2) (S33), and the actual camber angle giving process (S3) is ended.

  As described above, according to the anti-theft processing executed in the first embodiment, when it is determined by the theft determination processing (S1) that there is a risk of theft due to the use of an unauthorized key, each wheel 2 is given the maximum camber angle on the positive side. Therefore, an unnaturally large camber angle that impedes traveling is imparted to each wheel 2, so that the straight force is deteriorated due to the lateral force caused by the canvas last, and in some cases, the wheel 2 comes into contact with one side. Self-running can be made difficult. As a result, even if the vehicle 1 is stolen and moved from the stolen place, the travel distance can be limited, the recovery of the stolen vehicle (vehicle 1) can be facilitated, and the recovery cost can be suppressed. can do.

  Further, since the vehicle 1 of the present embodiment is configured to raise the body frame BF by giving a positive camber angle to the wheel 2, it is determined that there is a risk of theft due to unauthorized use of the key. As a result, the vehicle height suddenly increases, and the psychological upset of the thief can be discouraged, and the vehicle 1 can be prevented from being stolen.

  Next, a second embodiment will be described with reference to FIG. Similarly to the first embodiment described above, the second embodiment also executes the anti-theft processing (see FIG. 5) that starts when a key is inserted into the key cylinder 24. A part of the processing contents of the setting process (S2) and the actual camber angle providing process (S3) is different from the first embodiment. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 9A is a flowchart showing the anti-theft camber angle setting process (S2) in the second embodiment, and FIG. 9B shows the actual camber angle giving process (S3) in the second embodiment. It is a flowchart.

  As shown in FIG. 9A, in the anti-theft camber angle setting process (S2) of the second embodiment, the theft flag 73a is read (S21), and it is confirmed whether or not the theft flag 73a is on. If the theft flag 73a is on (S22: Yes), the current setting value (actuator current setting value) supplied to each actuator 43FL to 43RR is set to zero (S201), and the anti-theft camber angle is set. The setting process (S2) ends. If the theft flag 73a is off (S22: No), the anti-theft camber angle setting process (S2) is terminated.

  Further, as shown in FIG. 9B, in the actual camber angle giving process (S3) of the second embodiment, the theft flag 73a is read (S31), and it is confirmed whether or not the theft flag 73a is on. If the theft flag 73a is on (S32: Yes), the current supplied to each actuator 43FL to 43RR is set to the actuator current setting set in the anti-theft camber angle setting process (S2). The value, that is, zero is set (S301), and the actual camber angle providing process (S3) is terminated. If the theft flag 73a is off (S32: No), the actual camber angle giving process (S3) is terminated.

  As described above, according to the anti-theft processing executed in the second embodiment, when it is determined by the theft determination processing (S1) that there is a risk of theft due to the use of an unauthorized key, each actuator Current supply to 43FL to 43RR is cut off. Accordingly, the thrust of each actuator 43FL to 43RR becomes zero (0N), and the force that each wheel 2 holds the camber angle 2 at a predetermined position is lost.

  When the vehicle 1 travels in a state in which the holding force by each actuator 43FL to 43RR is zero, each wheel 2 has a camber angle direction (with the camber shaft 44 as a central axis) according to the travel state (for example, road surface condition) ( That is, it swings irregularly in the direction of arrow A or arrow B in FIG. 2, and the straight traveling performance of the vehicle is significantly hindered. Therefore, since it becomes difficult for the vehicle 1 to self-run, even if the vehicle 1 is stolen and moved from the stolen place, the movement distance can be limited. As a result, the recovery of the stolen vehicle (vehicle 1) can be facilitated and the recovery cost can be suppressed.

  Next, a third embodiment will be described with reference to FIGS. In the third embodiment, instead of the wheel 2 (2FL to 2RR), a wheel 20 (20FL to 20RR) having two types of treads (first tread 21 and second tread 22) having different characteristics in the width direction of the wheel. Is adopted. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  First, with reference to FIGS. 10-12, the detailed structure of the wheel 20 used in 3rd Embodiment is demonstrated. FIG. 10 is a schematic diagram schematically showing a top view of the vehicle 1, and FIGS. 11 and 12 are schematic diagrams schematically showing a front view of the vehicle 1. 11 shows a state in which the camber angle of the wheel 20 is adjusted in the positive direction (positive), and FIG. 12 shows a state in which the camber angle of the wheel 20 is adjusted in the negative direction (negative). Yes.

  As shown in FIG. 10, the wheel 20 includes two types of treads, a first tread 21 and a second tread 22. In each wheel 20, the first tread 21 is disposed outside the vehicle 1, and the second tread 22. Is arranged inside the vehicle 1. Further, the wheel 20 is configured such that the first tread 21 and the second tread 22 have different characteristics, and the first tread 21 is configured to be softer than the second tread 22 (characteristic having low rubber hardness). Yes. In the present embodiment, the treads 21 and 22 are configured to have the same width dimension (the dimension in the left-right direction in FIG. 10).

  According to the wheel 20 configured as described above, when the link driving device 43 is controlled and the camber angles θL and θR of the wheel 20 are adjusted in the positive direction (positive), as shown in FIG. The ground contact (ground contact area) of the first tread 21 disposed outside the vehicle increases, while the ground contact (ground contact area) of the second tread 22 disposed inside the vehicle 1 decreases. Thereby, since the ground contact ratio between the first tread 21 and the second tread 22 can be changed, the influence of the characteristics of the tread having a high ground contact ratio, that is, the first tread 21 is increased, and the characteristics of the first tread 21 are obtained. The wheel 2 can exhibit the performance to be achieved.

  Here, in this embodiment, as described above, the wheel 20 has a configuration in which the first tread 21 is softer than the second tread 22 (characteristic having low rubber hardness). The impact that the vehicle 1 receives from the road surface G can be mitigated by the soft characteristics, that is, the characteristics that are rich in elasticity and that are easily deformed by an external force.

  On the other hand, as shown in FIG. 12, when the link driving device 43 is controlled and the camber angles θL and θR of the wheels 20 are adjusted in the minus direction (negative), the first tread disposed outside the vehicle 1. While the grounding (grounding area) of 21 decreases, the grounding (grounding area) of the second tread 22 arranged inside the vehicle 1 increases. Thereby, the influence by the characteristic of the tread with a low grounding ratio, ie, the 1st tread 21, can be made small.

  As a result, it is possible to avoid an increase in rolling resistance of the wheels 20 due to the soft characteristic (low rubber hardness characteristic) of the first tread 21, that is, the high grip characteristic. Improvements can be made.

  The vehicle 1 of the third embodiment having the above configuration also executes the anti-theft processing (see FIG. 5) that is activated when a key is inserted into the key cylinder 24, as in the first embodiment. Part of the processing contents of the anti-theft camber angle setting process (S2) is different from that of the first embodiment.

  Here, FIG. 13 is a flowchart showing the anti-theft camber angle setting process (S2) in the third embodiment. As shown in FIG. 13, in the antitheft camber angle setting process (S2) of the third embodiment, the theft flag 73a is read (S21), and it is confirmed whether or not the theft flag 73a is on ( S22) If the theft flag 73a is off (S22: No), the anti-theft camber angle setting process (S2) is terminated.

  On the other hand, if the theft flag 73a is on (S22: Yes), the camber setting angle of each wheel 20 is set to the low rolling surface contact angle (S211), and the anti-theft camber angle setting process (S2) is terminated. The “low rolling surface contact angle” is a predetermined amount in which the contact ratio of the second tread 22 that is a low rolling surface in the contact portion of the wheel 20 on the road surface G is higher than the contact ratio of the first tread 21. The angle is specified in advance so that

  Therefore, according to the anti-theft processing executed in the third embodiment, when it is determined by the theft determination processing (S1) that there is a risk of theft due to the use of an unauthorized key, each wheel 20 A camber angle (in this embodiment, a negative camber angle) that increases the contact ratio of the second tread 22 is given.

  Therefore, at least in a state where there is a risk of theft, a camber angle in a direction in which each wheel 20 lowers the gripping force is given, so that the gripping force of the wheel 20 is lowered and it becomes difficult for the vehicle 1 to self-run. it can. As a result, even if the vehicle 1 is stolen and moved from the stolen place, the travel distance can be limited, the recovery of the stolen vehicle (vehicle 1) can be facilitated, and the recovery cost can be suppressed. can do.

  Next, a fourth embodiment will be described with reference to FIG. In the first embodiment described above, the maximum camber angle is given to each wheel 2 on the positive side when it is determined in the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key. Although configured, in the fourth embodiment, the camber angle given to each wheel 2 is changed every predetermined time when it is determined that there is a risk of theft by using an unauthorized key. ing. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  In the fourth embodiment, the anti-theft processing executed in the first embodiment described above is repeatedly executed at predetermined time intervals (for example, every 30 seconds) after activation accompanying the insertion of the key into the key cylinder 24. It is comprised so that.

  FIG. 14 is a flowchart showing the anti-theft camber angle setting process (S2) in the fourth embodiment. As shown in FIG. 14, in the anti-theft camber angle setting process (S2) of the fourth embodiment, the theft flag 73a is read (S21), and it is confirmed whether or not the theft flag 73a is on ( S22) If the theft flag 73a is off (S22: No), the anti-theft camber angle setting process (S2) is terminated.

  On the other hand, if the theft flag 73a is turned on as a result of the confirmation in S22 (S22: Yes), it is confirmed whether a negative flag (not shown) is turned on (S221). The negative side flag is a flag indicating whether a positive camber angle or a negative camber angle is set as the camber setting angle. The negative side flag is initialized (turned off) when the regular key 50 or an illegal key is inserted into the key cylinder 24 and rotated.

  As a result of checking in S221, if the negative side flag is off (S221: No), the camber setting angle of each wheel 2 is set to the maximum positive side angle (S222), the negative side flag is turned on (S223), and theft The prevention camber angle setting process (S2) is terminated.

  On the other hand, if the negative side flag is turned on as a result of checking in S221 (S221: Yes), the camber set angle of each wheel 2 is set to the maximum negative side angle (S224), and the negative side flag is turned off (S225). ), And the anti-theft camber angle setting process (S2) is terminated.

  Therefore, according to the fourth embodiment, since the anti-theft processing is repeatedly executed every predetermined time (for example, every 30 seconds), there is a risk of theft due to the use of an unauthorized key by the theft determination processing (S1). When it is determined that there is, the maximum camber angle on the positive side and the maximum camber angle on the negative side are alternately given to each wheel 2 at every execution interval of the theft countermeasure processing.

  Therefore, when it is determined by the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, the camber angle given to the wheel 2 according to the elapsed time after the determination is made is Since it becomes a positive side or a negative side, it is changed unnaturally, so the straightness of the vehicle is hindered. As a result, it becomes difficult for the vehicle 1 to be self-propelled, so even if the vehicle 1 is stolen and moved from the stolen place, the travel distance can be limited, and the stolen vehicle (vehicle 1) The collection can be facilitated and the collection cost can be suppressed.

  Next, a fifth embodiment will be described with reference to FIG. Similarly to the first embodiment described above, the fifth embodiment also executes the anti-theft processing (see FIG. 5) that is activated when a key is inserted into the key cylinder 24. In (S3), the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  In the fifth embodiment, the anti-theft processing executed in the first embodiment described above is repeated every predetermined time (for example, every 0.2 seconds) after activation accompanying the insertion of the key into the key cylinder 24. It is configured to be executed.

  FIG. 15 is a flowchart showing an actual camber angle giving process (S3) in the fifth embodiment. As shown in FIG. 15, in the actual camber angle giving process (S3) of the fifth embodiment, first, the camber setting angle is read (S321).

  After the process of S321, it is confirmed whether the vehicle 1 has started running (S322). If the start of the vehicle 1 is not confirmed (S322: No), the actual camber angle giving process (S3) is terminated.

  The determination of whether or not the vehicle 1 has started to travel can be confirmed by, for example, the depressed state of the accelerator pedal 61, the depressed state of the brake pedal 62, the traveling speed of the vehicle 1, and the like. More specifically, when the accelerator pedal 61 is depressed (that is, when the accelerator opening is larger than 0), or when the brake pedal 62 is turned on (depressed), the depression amount becomes zero. It is possible to determine that the traveling of the vehicle 1 has started when the vehicle 1 shifts to the state of the vehicle 1) or when the traveling speed of the vehicle 1 becomes greater than zero. Here, the determination as to whether or not the vehicle 1 has started to travel may be determined based on whether or not one of the exemplified states has occurred, or may be determined based on a plurality of combinations.

  As a result of checking in the process of S322, when traveling of the vehicle 1 is started (S322: Yes), the actual camber angle of each wheel 2 (that is, the camber angle actually given to each wheel 2) is The link driving device 43 is controlled so as to be the camber setting angle set by the antitheft camber angle setting process (S2) (S33), and the actual camber angle giving process (S3) is ended.

  Therefore, according to the fifth embodiment, when it is determined by the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, at the timing when the vehicle 1 starts running, The maximum camber angle is given to the wheel 2 on the positive side.

  Therefore, in the state where the vehicle 1 is activated (started) by an unauthorized key, nothing seems to happen, but when the vehicle 1 is run, the vehicle suddenly starts running with poor straightness. It is possible to suppress theft of the vehicle 1. In particular, the vehicle 1 of the present embodiment has a configuration in which the vehicle body frame BF is raised by giving a positive camber angle to the wheel 2, so that the vehicle height suddenly rises at the start of traveling is also effective for the thief. It can be swayed and can effectively suppress theft.

  Further, even if the vehicle 1 is driven, since the straightness is deteriorated due to the lateral force due to the canvas last, it is difficult for the vehicle 1 to self-run. As a result, the vehicle 1 is stolen and moved from the stolen place. Even if it happens, the travel distance can be limited, the recovery of the stolen vehicle (vehicle 1) can be facilitated, and the recovery cost can be suppressed.

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

  For example, the numerical values given in the above embodiments are examples, and other numerical values can naturally be adopted.

  Moreover, in each said embodiment, although it was set as the structure which can provide a camber angle to the wheels 2 and 20 by the link mechanism of the suspension apparatus 4, the structure which provides a camber angle by another mechanism may be sufficient. In addition, the wheel which can provide a camber angle is not limited to all wheels, It is good also as a one part wheel (for example, only front wheel). In this case, when it is determined that there is a risk of theft due to the use of an unauthorized key, the camber angle is given only to the wheel to which the camber angle can be given.

  In each of the above embodiments, the left and right front wheels (2FL, 2FR or 20FL, 20FR) are rotationally driven by the wheel driving device 3, but a camber angle can be imparted to the wheels regardless of the configuration of the wheel driving device. The present invention can be applied to any vehicle. For example, even if it is a vehicle which uses a wheel drive device as a wheel motor or an engine, it should just be a vehicle which can give a camber angle to a wheel.

  In each of the above embodiments, in the theft determination process (S1), a so-called “immobilizer” that collates the key ID stored in the transponder 50a of the key 50 with the vehicle side ID stored in the EEPROM 72a of the vehicle 1 is used. It was judged whether there was a risk of theft by using an unauthorized key. The method for determining whether or not there is a risk of theft is not limited to the immobilizer, and various determination methods used for preventing vehicle theft can be used. For example, when the door lock of the vehicle 1 is monitored and the door lock is opened, it is determined that there is a risk of theft, or the vehicle 1 is stolen when vibration exceeding a predetermined level is detected. It is possible to use a method for determining that there is a risk of the above.

  In the first embodiment, when it is determined in the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, the maximum camber angle is given to each wheel 2 on the positive side. The camber angle to be given is not limited to the maximum possible angle, and may be any camber angle (for example, a camber angle of 10 ° or more) that makes it difficult for the vehicle 1 to self-run. . In addition, since the camber angle to assign | provide is large, since it becomes more difficult for the vehicle 1 to self-run, it is preferable. Further, the camber angle given when it is determined that there is a risk of theft by using an unauthorized key is not limited to being a positive camber, and may be a negative camber.

  In the first embodiment, when it is determined in the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, a positive camber is applied to all the wheels 2. The configuration may be such that the wheels of the part are positive cambers and the remaining wheels are negative cambers. For example, the front wheels 2FL and 2FR may be positive cambers, and the rear wheels 2RL and 2RR may be negative cambers. When such a configuration is adopted, the wheels of the positive camber and the wheel of the negative camber are mixed, and the straight traveling performance of the vehicle 1 is hindered.

  In the first embodiment, when it is determined in the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, the same camber angle (that is, the maximum on the positive side) is set for all wheels 2. The camber angle) is applied, but the same camber angle may not be applied to all the wheels 2. For example, the camber angle given to the left front and rear wheels 2FL and 2RL may be different from the camber angle given to the right front and rear wheels 2FR and 2RR. Or the structure which gives a respectively different camber angle | corner with respect to each wheel 2 may be sufficient. When such a configuration is adopted, the straightness is hindered by the lateral force caused by the canvas last, so that the vehicle 1 becomes difficult to travel on its own.

  In the second embodiment, the thrust of each actuator 43FL to 43RR is set to zero when it is determined in the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key. The thrust of at least one of the actuators 43FL to 43RR may be zero.

  In the third embodiment, the case where the wheel 20 is configured by two types of treads, that is, the first tread 21 and the second tread 22, has been described. In addition to the characteristics of the first tread 21 or the second tread 22, in addition to the characteristics of the first tread 21 or the second tread 22, in addition to the characteristics of the first tread 21 and the second tread 22 (for example, harder than the second tread 22) You may provide the 3rd tread comprised by the characteristic (characteristics with high rubber hardness).

  The antitheft processing of the first to third embodiments is activated only once when the insertion of a key (including an illegal key) into the key cylinder 24 is detected by a key insertion switch (not shown). However, when the vehicle 1 is activated, ID verification is performed periodically, and when it is determined that there is a risk of theft, the processing illustrated in the first to third embodiments is executed. You may comprise.

  Moreover, in the said 4th Embodiment, although it was set as the structure by which a positive camber and a negative camber are alternately provided to each wheel 2 for every predetermined time, a positive camber and a negative camber are provided for every wheel 2. You may comprise so that the timing to change may differ.

  The fifth embodiment is configured to be applied to the anti-theft processing of the first embodiment, that is, when it is determined by the theft determination processing (S1) that there is a risk of theft due to unauthorized use of the key. In the configuration, the maximum camber angle is given to each wheel 2 on the positive side at the timing when the vehicle 1 starts running, but this is applied to the anti-theft processing of the second to third embodiments. Of course it is also possible.

  Moreover, in the said 5th Embodiment, when it is determined by the theft determination process (S1) that there is a risk of theft due to the use of an unauthorized key, at the timing when the vehicle 1 starts running, The maximum camber angle is applied to the positive side. However, when the vehicle 1 stops after the start of traveling, the camber angle of each vehicle 1 is returned to the initial value (for example, 0 degree), and the traveling is started again. The maximum camber angle may be given to each wheel 2 again on the positive side. Further, in the anti-theft camber angle setting process (S2) as the anti-theft means, the maximum and minimum angles of the camber setting angle represent the maximum and minimum angles of the movable range within which the camber angle can be set. The frequency of use is low during driving. And since it becomes a factor which increases rolling resistance, while reducing a vehicle speed, it can also inhibit a straight running.

It is the schematic diagram which showed typically the top view of the vehicle by which the control apparatus in 1st Embodiment of this invention is mounted. It is a front view of a suspension apparatus. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus. It is a flowchart which shows antitheft processing. It is a flowchart which shows the theft determination process performed in the antitheft processing of FIG. It is a flowchart which shows the camber angle | corner setting process for antitheft performed in the antitheft process of FIG. It is a flowchart which shows the real camber angle provision process performed in the antitheft process of FIG. (A) is a flowchart which shows the anti-theft camber angle setting process of 2nd Embodiment, (b) is a flowchart which shows the real camber angle provision process of 2nd Embodiment. It is the schematic diagram which showed typically the top view of the vehicle of 3rd Embodiment. It is the schematic diagram which showed typically the front view of the vehicle of 3rd Embodiment. It is the schematic diagram which showed typically the front view of the vehicle of 3rd Embodiment. It is a flowchart which shows the camber angle | corner setting process for antitheft of 3rd Embodiment. It is a flowchart which shows the camber angle | corner setting process for antitheft of 4th Embodiment. It is a flowchart which shows the real camber angle setting process of 5th Embodiment.

Explanation of symbols

100 Control device 1 Vehicle 2 Wheel 2FL Left front wheel (wheel)
2FR Right front wheel (wheel)
2RL Left rear wheel (wheel)
2RR Right rear wheel (wheel)
4 Suspension device (Camber angle adjusting device)
21 1st tread 22 2nd tread 43FL-43RR FL-RR actuator (a part of camber angle adjusting device)
S1 (theft determination means)
S2 (part of anti-theft measures)
S3 (part of anti-theft measures)

Claims (7)

A control device used in a vehicle including a wheel and a camber angle adjusting device that adjusts a camber angle of the wheel,
Theft determination means for determining whether the vehicle has theft or its suspicion;
When the vehicle is stolen or suspected of being stolen by the theft determination means, the camber angle adjusting device is activated to give the wheel a camber angle that inhibits driving compared to normal driving. And a theft countermeasure means.   The control device according to claim 1, wherein the antitheft means gives a maximum camber angle to a positive side or a negative side of the wheel.   The anti-theft means includes a camber angle applied to the wheel according to an elapsed time after the vehicle is stolen or suspected of being stolen by the theft determining means from a positive side to a negative side or a negative side The control apparatus according to claim 1, further comprising an application direction changing unit that changes from a positive side to a positive side. The vehicle has a plurality of wheels capable of adjusting a camber angle by the camber angle adjusting device,
2. The anti-theft means imparts a positive camber angle to some of the plurality of wheels and imparts a negative camber angle to the remaining wheels. 4. The control device according to any one of 3. The vehicle has a plurality of wheels capable of adjusting a camber angle by the camber angle adjusting device,
The control device according to any one of claims 1 to 4, wherein the anti-theft means provides at least two different camber angles among the plurality of wheels. The wheel includes at least a first tread and a second tread arranged in parallel with the first tread in the width direction of the wheel and disposed inside or outside the vehicle, and the first tread is the first tread. Constructed with soft properties for 2 treads,
The control device according to any one of claims 1 to 5, wherein the anti-theft means provides a camber angle that increases a contact ratio of the second tread in the wheel. The camber angle adjusting device is configured to include an actuator that changes the camber angle of the wheel and holds it at a predetermined camber angle,
The control device according to any one of claims 1 to 6, wherein the antitheft means zeroes the force with which the actuator holds the camber angle of the wheel.

Images