JP5668574B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a vehicle capable of adjusting a camber angle of a wheel by rotating the wheel member, and in particular, suppressing the wheel member from being rotated from an initial position by the action of an external force. An object of the present invention is to provide a vehicular control device.

  Conventionally, a technique for adjusting a camber angle of a wheel using an actuator is known. For example, Patent Document 1 discloses a vehicle in which an axle 2 that supports wheels is connected to a vehicle body via an upper arm 10 and a lower arm 51, and a telescopic actuator 61 is interposed between the lower arm 51 and the vehicle body. On the other hand, a technique for adjusting the camber angle of the wheel by displacing the axle 2 with respect to the vehicle body by controlling the expansion and contraction drive of the actuator 61 is disclosed.

  In this technique, when an external force is input from the wheel to the actuator 61 via the lower arm 51, if the actuator 61 is expanded and contracted without resisting the external force, the camber angle of the wheel changes from a predetermined angle. Therefore, in order to maintain the camber angle of the wheel at a predetermined angle, a large driving force for resisting the external force is required for the actuator 61, and the energy consumption increases accordingly.

  Accordingly, the applicant of the present application provides the wheel member rotatably on the vehicle body, connects the eccentric position of the wheel member and the carrier member holding the wheel with a suspension arm, and rotates the wheel member to thereby rotate the wheel. Devised a structure for adjusting the camber angle (Patent Document 2).

  According to this structure, the rotation shaft (wheel shaft) of the wheel member is positioned on the straight line connecting both ends of the suspension arm (the connection portion with the wheel member and the connection portion with the carrier member) (that is, the crank mechanism By using a mechanical frictional force in the vicinity of the dead point), even if an external force acts on the wheel member from the suspension arm, generation of force components that rotate the wheel member can be suppressed.

  In this case, when the carrier member is displaced in the bound direction or the rebound direction as the vehicle travels, and the rotation axis of the wheel member is not positioned on the straight line connecting both ends of the suspension arm, the wheel member is moved from the suspension arm to the wheel member. When an external force is applied to the wheel member, the wheel member may be rotated from the initial position (displacement may occur). At that time, correction is performed to rotate the wheel member to return to the initial position (not known at the time of this application).

  As described above, according to the above structure, the driving force for resisting the external force can be made unnecessary by using the mechanical friction force, and the wheel member is rotated by the action of the external force ( Since it is only necessary to generate a driving force only when a positional deviation has occurred), energy consumption can be reduced accordingly.

JP 2004-122932 A (paragraph [0038], FIG. 7 etc.) JP 2010-105650 A (paragraph [0015], FIG. 6, FIG. 7, etc.)

  Here, as a result of diligent study, the applicant of the present application is able to reduce the rotation of the wheel member from the initial position (occurrence of misalignment) when an external force is applied to the wheel member. We obtained the knowledge that the frequency of rotating the member is reduced, leading to further suppression of energy consumption.

  An object of the present invention is to provide a vehicle control device capable of suppressing the wheel member from being rotated from the initial position by the action of an external force against the background described above.

Means for Solving the Problems and Effects of the Invention

  According to the vehicle control device of the first aspect, the history storage means for storing the state of the camber angle adjusting device as the history when the wheel member is rotated from the initial position by the action of the external force, and the history storage means stores the history. Since the initial position changing means for changing the initial position of the wheel member is provided based on the recorded history, there is an effect that the wheel member can be prevented from being rotated from the initial position by the action of an external force.

  That is, since the tendency of the state of the camber angle adjusting device when the wheel member is rotated from the initial position by the action of an external force can be obtained from the history stored in the history storage means, based on the history (trend). By changing the initial position of the wheel member by the initial position changing means, it is possible to reduce the probability that the wheel member is rotated from the initial position by the action of external force. As a result, the frequency of rotating the wheel member by the correcting means can be reduced, and the consumption energy can be suppressed.

  In addition, based on the history as described above, the initial position of the wheel member is changed to a position where it is difficult to be rotated by the action of an external force in response to an aging change of the vehicle (for example, bush sag). There is an effect that can be.

  According to the vehicle control device of the second aspect, in addition to the effect produced by the vehicle control device of the first aspect, when the wheel member is rotated from the initial position by the action of an external force, the carrier member is Since the direction of displacement in the rebound direction is stored as a history in the displacement direction storage means of the history storage means, when the wheel member is rotated from the initial position by the action of an external force, the carrier member is bound. It can be determined by the number of times determination means of the initial position changing means whether the number of times of displacement in the direction or the rebound direction is large. In this case, in the state where the carrier member is displaced in the direction in which it is determined that the number of times is large, at least the change direction of the initial position of the wheel member is set to the initial position so that the wheel member is not easily rotated from the initial position by the action of external force. By determining by the changing direction determining means of the changing means, there is an effect that the wheel member can be more effectively suppressed from being rotated from the initial position by the action of an external force.

  That is, the state of the camber angle adjusting device when the wheel member is rotated from the initial position by the action of an external force (whether the carrier member is often displaced in the bound direction or the rebound direction) depends on the driver. Therefore, the initial position of the wheel member is changed by the initial position changing means based on the tendency, so that the wheel member can be initialized by the action of external force. The probability of being rotated from the position can be reduced more effectively. As a result, the frequency of rotating the wheel member by the correcting means can be reduced, and the energy consumption can be suppressed.

  According to the vehicle control device of the third aspect, in addition to the effect produced by the vehicle control device according to the first or second aspect, the magnitude of the external force when the wheel member is rotated from the initial position by the action of the external force. The magnitude of the displacement of the carrier member is stored as a history in the external force storage means and the displacement storage means of the history storage means, and the magnitude of the external force stored in the external force storage means or the displacement storage means or the magnitude of the displacement of the carrier member Since the change amount determining means determines the change amount of the initial position of the wheel member based on the history of at least one of the wheel, the wheel at a more accurate position against the tendency due to the driving characteristics of the driver and individual differences of the vehicle The initial position of the member can be changed. Therefore, there is an effect that the probability that the wheel member is rotated from the initial position by the action of the external force can be reduced. As a result, the frequency of rotating the wheel member by the correcting means can be reduced, and the energy consumption can be suppressed.

  According to the vehicle control device of the fourth aspect, in addition to the effect achieved by the vehicle control device according to any one of the first to third aspects, the history storage means sets the camber angle of the wheel to the first camber angle. The camber angle adjusting device state at the time when the wheel camber angle is set and the camber angle adjusting device state when the wheel camber angle is set to the second camber angle are stored as separate histories. There is an effect that the probability of being rotated from the initial position can be more reliably reduced.

  That is, when the camber angle of the wheel is set to the first camber angle and when it is set to the second camber angle, the state of the vehicle and the driving characteristics of the driver are different. The tendency of the state of the camber angle adjusting device when rotating from the position is different. Therefore, the accuracy of each history can be improved by storing each as a separate history.

  Therefore, the initial position of the wheel member can be changed to a more accurate position for each of the case where the camber angle of the wheel is set to the first camber angle and the case where the camber angle is set to the second camber angle. There is an effect that the probability that the wheel member is rotated from the initial position by the action of the external force can be reduced. As a result, the frequency of rotating the wheel member by the correcting means can be reduced, and the energy consumption can be suppressed.

  According to the vehicle control device of the fifth aspect, in addition to the effect produced by the vehicle control device according to any one of the first to fourth aspects, the history storage means adjusts the camber angle of the left wheel. The state of the adjusting device and the state of the camber angle adjusting device that adjusts the camber angle of the right wheel are stored as separate histories, so the probability that the wheel member will rotate from the initial position due to the action of external force is more reliable. There is an effect that can be reduced.

  That is, the state of the camber angle adjusting device that adjusts the camber angle of the left wheel and the state of the camber angle adjusting device that adjusts the camber angle of the right wheel are not only the driving characteristics of the driver and individual differences of the vehicle. The effect of the number of passengers and load bias (for example, the load on the left and right wheels is different between a vehicle on which only one driver gets on and a vehicle on which two drivers, passengers and passengers, ride) Therefore, the tendency of the state of the camber angle adjusting device when the wheel member is rotated from the initial position by the action of the external force is different. Therefore, the accuracy of each history can be improved by storing each as a separate history.

  Therefore, the initial position of the wheel member is changed to a more accurate position for each of the camber angle adjusting device that adjusts the camber angle of the left wheel and the camber angle adjusting device that adjusts the camber angle of the right wheel. Therefore, it is possible to reduce the probability that the wheel member is rotated from the initial position by the action of an external force. As a result, the frequency of rotating the wheel member by the correcting means can be reduced, and the energy consumption can be suppressed.

  According to the vehicle control device of the sixth aspect, in addition to the effect exhibited by the vehicle control device according to any one of the first to fifth aspects, the initial position changing means is configured such that the wheel member is moved from the initial position by the action of an external force. When the wheel member is rotated and rotated by the correcting means, the initial position of the wheel member is changed, so that there is an effect that energy consumption can be suppressed.

  That is, the operation of rotating the wheel member by the initial position changing means (rotating from the current initial position to the changed initial position) is not performed independently, but the operation by the initial position changing means is performed by the correcting means. By combining this with the operation of rotating (returning) to the initial position, it is possible to reduce energy consumption compared to the case where these operations are performed separately.

  According to the vehicle control device of the seventh aspect, in addition to the effect produced by the vehicle control device according to any one of the first to sixth aspects, one of the left and right wheels is selected based on the running state of the vehicle. A correction exclusion determination unit that determines whether or not the wheel member is rotated by the correction unit for the wheel is provided, and the history storage unit does not rotate the wheel member by the correction unit for at least one wheel by the correction exclusion determination unit. Is included in the history canceling means for canceling the storage of the state of the camber angle adjusting device that adjusts the camber angle of one wheel as a history, the wheel member is rotated from the initial position by the action of an external force. This has the effect of reducing the probability of being recorded and reducing the history capacity.

  That is, the period during which the correction exclusion determining means determines that the wheel member is not rotated is that, for one wheel, the wheel member may be rotated from the initial position by the action of an external force. There is no need to suppress rotation from the position. Therefore, even if the state of the camber angle adjusting device during this period is stored as a history, an inappropriate history is added to serve as a reference for changing the initial position. This causes an unnecessary increase in the history capacity. According to the seventh aspect, since the history canceling means can stop storing the state of the camber angle adjusting device during this period as the history, the accuracy of the history is improved, and the wheel member is rotated from the initial position by the action of the external force. And the history capacity can be reduced.

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. (A) is a schematic diagram of a drive control circuit for driving and controlling the RR motor, (b) shows a state where a forward rotation circuit is formed, (c) shows a state where a reverse rotation circuit is formed, (d ) Is a schematic diagram of a drive control circuit showing a state in which a short circuit is formed. It is a flowchart which shows a state quantity determination process. It is a flowchart which shows a driving | running | working state judgment process. It is a flowchart which shows a partial wear load judgment process. It is a flowchart which shows a camber control process. (A) is a schematic diagram schematically illustrating the suspension device in the first state, and (b) is a schematic diagram schematically illustrating the suspension device in the second state. (A) And (b) is the elements on larger scale of Drawing 11 (a) and Drawing 11 (b), respectively. It is a flowchart which shows a wheel shift amount determination process. It is a flowchart which shows a correction process. It is a back surface schematic diagram of the suspension apparatus in a 1st state, (b) is a back surface schematic diagram of the suspension apparatus in a 2nd state. It is a flowchart which shows a map update process. It is a flowchart which shows an initial position update process. It is a diagram which illustrates typically the relation between the angle of the upper arm with respect to a wheel member, and the torque which arises in a wheel member. It is a schematic diagram which illustrates typically the suspension apparatus in a 1st state.

  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. The suspension device 14 that suspends the left and right rear wheels 2RL, 2RR also has a function as a camber angle adjusting device 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 adjusting device 45 interposed between the upper arm 42 and the vehicle body BF. Is done. Two lower arms 43 are provided.

  Thus, in the present embodiment, the wheel 2 is suspended by the double wishbone suspension structure, so the wheel 2 (carrier member 41) moves up and down relative to the vehicle body BF, and the suspension device 14 expands and contracts (hereinafter referred to as “suspension”). The change of the camber angle at the time of the stroke) is minimized, and the camber angle adjusting device 45 is connected to the upper arm 42, so that the wheel is compared with the case where it is connected to the lower arm 43. 2 can be used to adjust the camber angle of the wheel 2 with the fulcrum as a fulcrum, so that the driving force for adjusting the camber angle can be reduced. Since it can arrange | position, it can make it hard to collide the stone and the like which were jumped off from the road surface, and can suppress that the camber angle adjustment apparatus 45 is damaged.

  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 (right rear wheel 2RR), and decelerates the rotation input from the RR motor 91RR that generates the rotational driving force and the RR motor 91RR. And a reduction gear 92 that is output in this manner, a crank member 93 that is rotationally driven by the rotational driving force output from the reduction gear 92, and an RR position sensor 94RR that detects the phase of the crank member 93. Is done.

  The RR motor 91RR is constituted by a DC 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 is rotatable 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 crankshaft 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 45 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 suspension device 4 provided corresponding to the left and right front wheels 2FL, 2FR is omitted in the function of adjusting the camber angles of the left and right front wheels 2FL, 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, an EEPROM 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 EEPROM 72 is a rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, the programs in the flowcharts shown in FIGS. 7 to 10, 13, 14, 16, and 17), fixed value data, and the like. Sex memory. That is, the EEPROM 72 is a nonvolatile memory that can be rewritten when the power is turned on and can retain its contents even after the power is turned off.

  The EEPROM 72 is provided with a first wheel first state history map 72a11 and the like, and a first wheel first state initial position memory 72b11 and the like. The first wheel first state history map 72a11 indicates that the rotational position (phase) of the wheel member 93a on the first wheel (the right rear wheel 2RR in the present embodiment) is adjusted to the first state from the external force. Information on the state of the camber angle adjusting device 45 corresponding to the first wheel (the displacement direction (bound direction or rebound direction) of the carrier member 41 and its magnitude) This is a map that stores the history (the amount of suspension stroke), the magnitude of the external force that acts on the wheel member 93a from the upper arm 42, etc., as a history, and is updated in a map update process (FIG. 16) to be described later, and the above information is accumulated. The

  The first wheel second state history map 72a12 is different from the first wheel first state history map 72a11 in that the information in the “second state” is stored as a history, and the others are the same. Description is omitted. Further, the second wheel first state history map 72a21 and the second wheel second state history map 72a22 are “second wheel” with respect to the first wheel first state history map 72a11 and the first wheel second state history map 72a12. Since the other points are the same, the description is omitted.

  The first wheel first state initial position memory 72b11 is a memory for storing an initial position (rotational position) of the first state of the wheel member 93a on the first wheel side, and in an initial position update process (see FIG. 17) described later. Updated. When the CPU 71 needs to rotate the wheel member 93a on the first wheel side to the initial position in the first state, the first wheel first state initial position memory 72b11 in a correction process (see FIG. 14) described later. The wheel member 93a is positioned at the initial position.

  The first wheel second state initial position memory 72b12 is different from the first wheel first state initial position memory 72b11 in that it stores the initial position of the “second state”, and the other is the same. Description is omitted. In addition, the second wheel first state initial position memory 72b21 and the second wheel second state initial position memory 72b22 are compared with the first wheel first state initial position memory 72b11 and the first wheel second state initial position memory 72b12. Since the second wheel is the same, and the others are the same, the description thereof is omitted.

  The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. The camber flag 73a, the state quantity flag 73b, the running state flag 73c, the uneven wear load flag 73d, and the first wheel / wheel deviation flag 73f1. And the 2nd wheel wheel shift flag 73f2 is provided.

  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.

  The first wheel shift error flag 73f1 is obtained when the rotation position (phase) of the wheel member 93a on the first wheel (right rear wheel 2RR in the present embodiment) is adjusted to the first state or the second state. When rotated (deviated) by the action of an external force, has the amount of rotation (deviation amount) exceeded a predetermined threshold (ie, “wheel deviation threshold (not shown)” stored in the EEPROM 72)? It is a flag indicating whether or not, and is switched on or off when a wheel deviation amount determination process (see FIG. 16) described later is executed.

  The second wheel wheel deviation flag 73f2 is a flag corresponding to the first wheel wheel deviation flag 73f1, and the state of the wheel member 93a as a reference and the threshold to be used are the same except that the left rear wheel 2RL is targeted. Therefore, the description thereof is omitted.

  Both wheel deviation flags 73f1 and 73f2 are switched on when the rotation amount (deviation amount) of the corresponding wheel member 93a is equal to or greater than the wheel deviation threshold value, and the rotation amount (deviation amount) reaches the wheel deviation threshold value. Is switched off if not. When the wheel deviation flags 73f1 and 73f2 are on, the CPU 71 corrects the operating angle (phase of the crank member 93, see FIG. 3) of the corresponding camber angle adjusting device 45 in the correction process shown in FIG.

  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 phase of crank member 93 that is rotated by the RL motor 91RL and RR motor 91RR that apply driving force, and the rotation of the driving force of the motors 91RL and 91RR, respectively. An output circuit (not shown) that processes the detection results of the position sensors 94RL and 94RR and outputs the result to the CPU 71, and a drive control circuit that drives and controls the motors 91RL and 91RR based on instructions from the CPU 71, are mainly provided. ing.

  Here, the drive control circuit will be described with reference to FIG. 6A is a schematic diagram of a drive control circuit that drives and controls the RR motor 91RR. FIG. 6B shows a state in which a forward rotation circuit is formed, and FIG. 6C shows a state in which a reverse rotation circuit is formed. FIG. 6D is a schematic diagram of the drive control circuit showing the state where the short circuit is formed.

  Since the drive control circuits that drive and control the RL motor 91RL and the RR motor RR have the same configuration, only the drive control circuit that drives and controls the RR motor 91RR will be described below, and the RL motor 91RL is driven and controlled. A description of the drive control circuit is omitted. In FIG. 6, the resistance is not shown.

  As shown in FIG. 6A, the drive control circuit includes a power supply PW that applies a predetermined voltage to the RR motor 91RR and four switches SW1 to SW4, and a short circuit that short-circuits both terminals of the RR motor 91RR. A circuit is formed. That is, in the drive control circuit, the output terminal of the power source PW is connected to one end of the switch SW1 and one end of the switch SW2, and the other end of the switch SW1 is one of both terminals of the RR motor 91RR and one end of the switch SW3. The other end of the switch SW2 is connected to the other of both terminals of the RR motor 91RR and the other end of the switch SW4. The other end of the switch SW4 is connected to the other end of the switch SW3 and the ground terminal of the power source PW.

  According to this drive control circuit, as shown in FIG. 6B, the forward rotation circuit can be formed by closing the switch SW1 and the switch SW4 and opening the switch SW2 and the switch SW3. Thereby, the voltage in the forward rotation direction can be applied to the RR motor 91RR, and the RR motor 91RR can be rotated forward. On the other hand, as shown in FIG. 6C, by closing the switch SW2 and the switch SW3 and opening the switch SW1 and the switch SW4, a reverse rotation circuit is formed and the voltage polarity applied to the RR motor 91RR is changed. Can be reversed. Thereby, the voltage in the reverse rotation direction can be applied to the RR motor 91RR, and the RR motor 91RR can be reversely rotated.

  On the other hand, as shown in FIG. 6D, a short circuit in which both terminals of the RR motor 91RR are short-circuited can be formed by opening the switch SW1 and the switch SW2 and closing the switch SW3 and the switch SW4. . Thereby, when the RR motor 91RR is rotated by an external force, the current generated by the RR motor 91RR can be passed through the short circuit, and the rotation of the RR motor 91RR can be braked by the generated current.

  In the present embodiment, the camber angle of the wheel 2 (left and right rear wheels 2RL, 2RR) is adjusted to the first camber angle or the second camber angle, and the camber angle adjusting device 45 (see FIG. 3) is in the first state. Or when it will be in a 2nd state, the short circuit mentioned above is formed. In addition, the short circuit formation is canceled during correction by the operation of the camber angle adjusting device 45 (see S86 and S87 in FIG. 14), and a short circuit is formed upon completion of the correction operation. As a result, when force is applied from the upper arm 42 to the crank member 93 (that is, the wheel member 93a via the crank pin 93b) and the wheel member 93a is rotated, the rotation of the wheel member 93a is braked. it can. Therefore, for example, when the wheel 2 gets over a step, a large displacement (that is, the suspension stroke of the suspension device 14) is input in a relatively short time as the vertical movement of the carrier member 41, and a correction process described later (see FIG. 14). ), The wheel member 93a can be braked by a short circuit, and as a result, the camber angle of the wheel 2 can be increased from the first camber angle or the second camber angle. It can suppress changing.

  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.

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

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

  Further, the CPU 71 time-integrates the detection results (front and rear G, lateral G) of the respective acceleration sensors 80a and 80b input from the acceleration sensor device 80, and calculates speeds in two directions (front and rear directions and left and right directions), respectively. At the same time, the traveling speed of the vehicle 1 can be acquired by synthesizing these two direction components.

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

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

  In the present embodiment, the yaw rate sensor 81a and the roll angle sensor 82a are configured by an optical gyro sensor that detects a rotational angular velocity and a rotational angle by the Sagnac effect. However, it is naturally possible to employ other types of gyro sensors. Examples of other types of gyro sensors include mechanical and fluid gyro sensors.

  The suspension stroke sensor device 83 is a device for detecting the amount of expansion / contraction of each suspension device 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 determines the size of the suspension stroke (suspension stroke amount) and the direction of the suspension stroke (bound direction) based on the detection results (expansion / contraction amount) of the suspension stroke sensors 83RL and 83RR input from the suspension stroke sensor device 83. Or rebound direction). Moreover, the ground load of the left and right rear wheels 2RL, 2RR can also be acquired. 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 margin sensors 85RL and 85RR that detect the collapse margin, and an output circuit (not shown) that processes the detection results of the respective sidewall collapse margin sensors 85RL and 85RR and outputs them to the CPU 71. ).

  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 crank external force sensor device 86 is a device for detecting an external force acting on the crank pin 93b of the wheel member 93a from the upper arm 42 and outputting the detection result to the CPU 71. The crank external force sensor device 86 is applied to the crank pin 93b of each wheel member 93a. A total of two RL and RR crank external force sensors 86RL and 86RR that detect the acting external force, respectively, and an output circuit (not shown) that processes the detection results of the crank external force sensors 86RL and 86RR and outputs them to the CPU 71. I have.

  In the present embodiment, each crank external force sensor 86RL, 86RR is configured as a strain gauge, and each crank external force sensor 86RL, 86RR is connected to the upper arm 42 connected to the crank pin 93b of each wheel member 93a. Each is arranged.

  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 by this 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 EEPROM 72 (in the present embodiment, the wheel 2 may slip when the vehicle 1 accelerates, brakes, or turns with the camber angle of the wheel 2 being the second camber angle). 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 EEPROM 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 wheel 63 acquired in the process of S13 and the threshold value stored in advance in the EEPROM 72 (in the present 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 EEPROM 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 suspension device 14 among the suspension devices 14 is larger than a predetermined expansion / contraction amount (that is, a threshold value stored in the EEPROM 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 EEPROM 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 EEPROM 72 in advance, 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. The process ends.

  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), the RL and RR motors 91RL and 91RR are operated to set the wheels 2 (left and right rear wheels 2RL and 2RR). The camber angle is adjusted to the first camber angle, the application of the negative camber to each wheel 2 is canceled (S50), the camber flag 73a is turned off (S51), and the camber control process is terminated.

  Thereby, when the ground contact load of the wheel 2 is uneven wear load, that is, when the vehicle 1 travels in a state where a negative camber is applied to the wheel 2, there is a risk of causing uneven wear on the tire (tread). By releasing the negative camber from the wheels 2, uneven wear of the tire can be suppressed.

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

  On the other hand, if it is determined as a result of the processing of S45 that the traveling state flag 73c is off (S45: No), it is determined whether or not the camber flag 73a is on (S52). As a result, when it is determined that the camber flag 73a is on (S52: Yes), the RL and RR motors 91RL and 91RR are actuated and the camber angles of the respective wheels 2 (left and right rear wheels 2RL and 2RR). Is adjusted to the first camber angle, the application of the negative camber to each wheel 2 is canceled (S53), the camber flag 73a is turned off (S54), and 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.

  Next, with reference to FIGS. 11 and 12, a change in the state of the camber angle adjusting device 45 with respect to the vertical movement of the carrier member 41 (that is, expansion and contraction of the suspension device 14) will be described. 11 and 12, the case where the carrier member 41 is displaced in the bound direction and the suspension device 14 is shortened will be described. However, the carrier member 41 is displaced in the rebound direction and the suspension device 14 is extended. In this case, the concept is the same as in the case where the concept is shortened, and the description thereof is omitted.

  FIG. 11A is a schematic diagram schematically illustrating the suspension device 14 in the first state, and FIG. 11B is a schematic diagram schematically illustrating the suspension device 14 in the second state. In FIG. 11, a state before the suspension device 14 is shortened (that is, a normal traveling state in which an external force other than the weight of the vehicle 1 is not acting) is indicated by a solid line, and the suspension device 14 is shortened (for example, A state in which a displacement for moving the carrier member 41 in the bound direction due to the passage of a step or the like is input to the suspension device 14) is illustrated by broken lines.

  FIGS. 12A and 12B are partial enlarged views of FIGS. 11A and 11B, respectively. However, in FIGS. 12A and 12B, the state corresponding to FIGS. 11A and 11B in which the suspension device 14 is shortened (that is, the wheel member 93a is rotated by the action of an external force). (The state before the rotational position is shifted) is indicated by a solid line, and the state after the state is rotated by the action of an external force (the rotational position is shifted) is indicated by a broken line. That is, the state illustrated by the broken lines in FIGS. 11A and 11B is illustrated by the solid line in FIGS. 12A and 12B.

  As shown in FIG. 11A, in the first state (the state in which the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to the first camber angle (= 0 °), see FIG. 4A), the wheel A direction in which the axis O1 of the member 93a, the axis 02 serving as the coupling axis of the crank pin 93b and the upper arm 42, and the axis O3 serving as the coupling axis of the upper arm 42 and the carrier member 41 are directed from the wheel 2 toward the vehicle body BF. In FIG. 11 (a), the direction from left to right, the axial center O1, the axial center O2, and the axial center O3 are arranged on a straight line in this order.

  Therefore, as described above, in the first state, the straight line connecting the axis O3 and the axis O2 and the tangent at the axis O2 of the rotation locus TR (see FIG. 3B) of the axis O2 are perpendicular to each other. Therefore, for example, even if a force is applied from the upper arm 42 to the wheel member 93a due to an external force from the road surface acting on the wheel 2, a force component for rotating the wheel member 93a is not generated, and the wheel member 93a rotates. Be regulated. Therefore, even if the driving force of the RL and RR motors 91RL and 91RR is released, the camber angle of the wheel 2 can be mechanically maintained at the first camber angle. As a result, it is possible to reduce the energy consumption of the RL and RR motors 91RL and 91RR necessary to maintain the camber angle of the wheel 2 at a predetermined angle.

  In this case, when a displacement for moving the carrier member 41 in the bound direction (upward in FIG. 11A) is input to the suspension device 14, the displacement of the carrier member 41 is changed as shown by a broken line in FIG. Along with this, the upper arm 42 is rotated about the axis O2. Thereby, as shown by a solid line in FIG. 12A, the shaft center O1, the shaft center O2, and the shaft center O3 are not aligned on a straight line, and the straight line connecting the shaft center O1 and the shaft center O2, the shaft center O3, and the shaft center A straight line connecting the centers O2 has a predetermined angle.

  Therefore, the straight line connecting the axis O3 and the axis O2 and the tangent at the axis O2 of the rotation trajectory TR do not form a right angle. Therefore, when a force is applied from the upper arm 42 to the wheel member 93a, a force component that rotates the wheel member 93a is generated, the wheel member 93a rotates, and as a result, the camber angle of the wheel 2 changes from the first camber angle. Resulting in.

  That is, when an external force in the direction of pressing the upper arm 42 against the wheel member 93a is applied from the upper arm 42 to the wheel member 93a from the state shown by the solid line in FIG. ) A force component in a direction to move downward is generated, and the wheel member 93a is rotated clockwise in FIG. 12A by the force component. On the other hand, when an external force in a direction to move the upper arm 42 away from the wheel member 93a is applied from the upper arm 42 to the wheel member 93a, a force component in a direction to move the axis O2 upward in FIG. 12A is generated. Then, the wheel member 93a is rotated counterclockwise in FIG. 12A by the force component. As a result, as indicated by a broken line in FIG. 12A, the rotational position of the wheel member 93a is shifted, and the camber angle of the wheel 2 changes from the first camber angle.

  Therefore, in the present embodiment, when the rotational position of the wheel member 93a is shifted due to the action of an external force, the wheel member 93a is moved in a direction shifted by the action of the external force as shown by an arrow in FIG. Is rotated in the reverse direction, and correction processing for returning to the initial position (that is, the position in the first state) is executed. Thereby, the wheel member 93a can be arranged at a position where the rotation restriction by mechanical frictional force can be easily used, and the energy consumption of the RL and RR motors 91RL and 91RR can be reduced. Further, the rotation of the wheel member 93a to the initial position (position to be in the first state) is particularly in a state where the suspension device 14 is not expanded or contracted (that is, an external force other than the weight of the vehicle 1 is not applied) In the traveling state), since the rotation is in a direction in which the straight line connecting the axis O3 and the axis O2 and the tangent at the axis O2 of the rotation trajectory TR of the axis O2 approach a right angle, RL, The driving force of the RR motors 91RL and 91RR can be reduced, and the energy consumption can be reduced also from this point.

  On the other hand, in the second state (a state in which the camber angles of the left and right rear wheels 2RL and 2RR are adjusted to the second camber angle (= −3 °, see FIG. 4B)), as shown in FIG. 11B. In addition, since the axial center O1, the axial center O2, and the axial center O3 are aligned on a straight line, the rotation of the wheel member 93a can be restricted and the driving of the RL and RR motors 91RL and 91RR can be performed as in the first state. Even if the force is released, the camber angle of the wheel 2 can be mechanically maintained at the second camber angle.

  Also in this case, when a displacement for moving the carrier member 41 in the bound direction (upward in FIG. 11B) is input to the suspension device 14, the upper arm 42 rotates the axis O2 as in the first state. As shown by a solid line in FIG. 12B, the straight line connecting the axis O1 and the axis O2 and the straight line connecting the axis O3 and the axis O2 have a predetermined angle. Therefore, the straight line connecting the shaft center O3 and the shaft center O2 and the tangent line at the shaft center O2 of the rotation locus TR do not form a right angle, and when a force is applied from the upper arm 42 to the wheel member 93a, the wheel member 93a rotates. The camber angle of the wheel 2 changes from the second camber angle.

  That is, when an external force in the direction of pressing the upper arm 42 against the wheel member 93a is applied from the upper arm 42 to the wheel member 93a from the state shown by the solid line in FIG. ) A force component in a direction to move downward is generated, and the wheel member 93a is rotated counterclockwise by the force component. On the other hand, when an external force in a direction to move the upper arm 42 away from the wheel member 93a is applied from the upper arm 42 to the wheel member 93a, a force component in a direction to move the axis O2 upward in FIG. 12B is generated. Then, the wheel member 93a is rotated clockwise in FIG. 12B by the force component. As a result, as indicated by a broken line in FIG. 12B, the rotational position of the wheel member 93a is shifted, and the camber angle of the wheel 2 changes from the first camber angle.

  In the present embodiment, as in the case of the first state, in this embodiment, the wheel member 93a is rotated in the direction opposite to the direction shifted by the action of the external force, as indicated by the arrow in FIG. Then, the correction process for returning to the initial position (that is, the position in the second state) is executed to reduce energy consumption while restricting the rotation of the wheel member 93a.

  FIG. 13 is a flowchart showing the wheel shift amount 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 is turned on, and the rotation amount (deviation amount) of the wheel member 93a due to the action of an external force. ) Is a process for determining whether or not a predetermined threshold value is exceeded.

  Regarding the wheel deviation amount determination processing, the CPU 71 first writes s = 1 to a value s (not shown) provided in the RAM 73 (S71), and the wheel deviation of the wheel member 93a in the suspension device 14 for suspending the s-th wheel. The amount is acquired (S72). Here, the amount of wheel deviation means that the wheel member 93a is rotated by the action of an external force from the initial position when the rotation position (phase) of the wheel member 93a is adjusted to the first state or the second state (deviation). The amount of rotation from the initial position.

  The initial positions in the first state and the second state are stored in the initial position memories 72b11 to 72b22 of the RAM 73. Therefore, the wheel displacement amount is read out from the corresponding initial position memories 72b11 to 72b22, and the read value (rotation position) and the current rotation position of the wheel member 93a (obtained by the position sensors 94RL and 94RR, FIG. It can be obtained by comparing with (see). In the wheel shift amount determination process, for convenience of explanation, the first wheel (s = 1) is defined as the right rear wheel 2RR, and the second wheel (s = 2) is defined as the left rear wheel 2RL.

  Next, it is determined whether or not the wheel deviation amount of the wheel member 93a in the suspension device 14 that suspends the s-th wheel is equal to or greater than a wheel deviation threshold value (S73). Here, the “wheel deviation threshold” is a predetermined value with respect to the wheel member 93a in a state where the suspension device 14 is not performing a suspension stroke (that is, a normal traveling state in which an external force other than the weight of the vehicle 1 is not applied). This is a limit value of the amount of wheel displacement of the wheel member 93a that can restrict the rotation of the wheel member 93a by a mechanical frictional force when an external force having a magnitude (reference external force) is input from the upper arm 42.

  Therefore, if the wheel deviation amount of the wheel member 93a does not reach the wheel deviation threshold, even if the reference external force acts on the wheel 2, the rotation of the wheel member 93a is restricted by the mechanical friction force (each Even if the rotational driving force by the motors 91RL and 91RR is released, the wheel member 93a is not rotated). The wheel deviation threshold is obtained as a measured value by a test using an actual vehicle (a test for obtaining a limit wheel deviation amount by which the wheel member 93a is rotated when a reference external force is applied to the wheel 2). It is stored in the EEPROM 72 in advance.

  In the process of S73, when it is determined that the wheel shift amount of the s-th wheel is equal to or greater than the wheel shift threshold (S73: Yes), the wheel shift amount of the wheel member 93a in the suspension device 14 that suspends the s-th wheel is determined. Since the limit value is exceeded, the s-th wheel wheel deviation flag (the flag corresponding to the s-th wheel of the first wheel wheel deviation flag 73f1 or the second wheel wheel deviation flag 73f2) is turned on (S74), After executing the map update process (S76), the process proceeds to S77.

  The map update process (S76) is for storing the information in each of the history maps 72a11 to 72a22 (see FIG. 5) when the wheel member 93a is rotated by the action of an external force (positional deviation occurs). It is processing. Details of this map update processing will be described later with reference to FIG.

  On the other hand, in the process of S73, when it is determined that the wheel deviation amount of the s-th wheel is not equal to or greater than the wheel deviation threshold (that is, the wheel deviation threshold has not been reached) (S73: No), the s-th wheel is suspended. This means that the wheel shift amount of the wheel member 93a in the suspension device 14 that has not reached the limit value, so that the s-th wheel wheel shift flag (the first wheel wheel shift flag 73f1 or the second wheel shift flag 73f2 of the second wheel shift flag 73f2). After the flag corresponding to the wheel is turned off (S75), the process proceeds to S77.

  In the process of S77, it is determined whether or not the value s provided in the RAM 73 has reached 2 (S77). As a result, when the value s does not reach 2 (that is, s = 1) (S77: No), the processes S72 to S75 for the second wheel (left rear wheel 2RL) are not executed. Since this is the case, s = s + 1 is written in the value s to execute these processes for the second wheel (S78), and then the process proceeds to S72. On the other hand, when the value s reaches 2 (that is, s = 2) (S77: Yes), each process S72 for the first wheel and the second wheel (that is, the left and right rear wheels 2RL, 2RR). Since the execution of .about.S75 is completed, this suspension stroke amount determination process is terminated.

  FIG. 14 is a flowchart showing the correction 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. The wheel member 93a is moved from the initial position to the threshold value by the action of an external force. This is a process of rotating (correcting) the wheel member 93a to the initial position when the wheel member 93a is rotated beyond the position (when a positional deviation occurs).

  Regarding the correction process, the CPU 71 first writes t = 1 to a value t (not shown) provided in the RAM 73 (S81). In the correction process, for convenience of explanation, the first wheel (t = 1) is defined as the right rear wheel 2RR, and the second wheel (t = 2) is defined as the left rear wheel 2RL.

  After the process of S81, it is then determined whether the camber angle is being set (S82). That is, a negative camber is applied to the left and right rear wheels 2RL, 2RR (the camber angle is changed from the first camber angle (0 °) to the second camber angle (-3 °)), or vice versa. In order to cancel the application of the negative camber to 2RL, 2RR (change the camber angle from the first camber angle (0 °) to the second camber angle (-3 °)), each motor 91RL, It is determined whether 91RR is rotated and the wheel member 93a is rotated by the driving force (S82).

  If it is determined as a result of the processing in S82 that the camber angle is not being set (S82: No), the camber angles of the left and right rear wheels 2RL, 2RR are set to the first camber angle or the second camber angle. Since the setting operation has been completed and the wheel member 93a has already been stopped (that is, set to the first state or the second state), the t-th wheel wheel deviation flag (first wheel wheel deviation flag) is then set. It is determined whether 73f1 or the flag corresponding to the t-th wheel of the second wheel deviation flag 73f2 is on (S83).

  As a result of the process of S83, when it is determined that the t-th wheel shift error flag is on (S83: Yes), the wheel member 93a is rotated by the action of an external force (the rotation position is shifted), and the wheel member 93a This means that it is necessary to correct the rotational position (return to the initial position). Therefore, in this case (S83: Yes), it is determined whether or not the t-th wheel is a correction excluded wheel (S84). If it is determined that the t-th wheel is not a correction excluded wheel (S84: No). In order to correct the rotational position of the wheel member 93a (return to the initial position), the processes from S85 to S87 are executed, and when it is determined that the t-th wheel is a correction excluded wheel (S84: Yes), since correction of the rotational position of the wheel member 93a (return to the initial position) is unnecessary, the process from S85 to S87 is skipped and the process proceeds to S88.

  Thus, in the present embodiment, correction of the rotational position (return to the initial position) of the wheel member 93a corresponding to the wheel is omitted for the wheel corresponding to the correction excluded wheel. Here, the correction excluded wheel will be described with reference to FIG.

  FIG. 15A is a schematic rear view of the suspension device 14 in the first state, and FIG. 15B is a schematic rear view of the suspension device 14 in the second state. 15 (a) and 15 (b) show the vehicle 1 in a right turn state, and only main symbols are shown in order to simplify the drawing and facilitate understanding. Is done.

  As shown in FIG. 15A, in the first state where the camber angle of the wheel 2 is adjusted to the first camber angle (= 0 °), the outer turning wheel (left rear wheel 2RL, FIG. 15A left side) In the suspension device 14, the carrier member 41 (see FIG. 11A) is displaced in the bound direction along with the roll of the vehicle 1 (a state in which the suspension is shortened), and is on a straight line connecting the axes O2 and O3. The shaft center O1 is not located. As a result, the camber angle of the turning outer wheel is shifted from the first camber angle (a state in which a negative camber angle is given).

  In this case, as shown in FIG. 15A, the turning outer wheel is subjected to a force that rotates counterclockwise in FIG. 15A around the camber shaft by a lateral force acting from the road surface. Even if this force acts on the wheel member 93a via the upper arm 42 and the wheel member 93a is rotated (displacement occurs), the rotation of the wheel member 93a targets the camber angle of the turning outer wheel. Near the camber angle (that is, the first camber angle (= 0 °)). If the wheel member 93a is rotated until the shaft center O1 is positioned on the straight line connecting the shaft centers O2 and O3, the camber angle of the turning outer wheel is in a state coincident with the target camber angle, and the camber angle is structurally determined. No more changes can occur.

  On the other hand, in the turning inner wheel (right rear wheel 2RR, right side in FIG. 15A), the carrier member 41 is displaced in the rebound direction (the suspension is extended), and is on a straight line connecting the shaft centers O2 and O3. When the axis O1 is not positioned, the camber angle is shifted from the first camber angle (a state in which a negative camber angle is given).

  In this case, as in the case of the outer turning wheel, the inner turning wheel also exerts a force in the direction of rotating counterclockwise in FIG. 15 (a) about the camber shaft by the lateral force acting from the road surface. In the turning inner ring, this force acts on the wheel member 93a via the upper arm 42, and when the wheel member 93a is rotated (displacement occurs), the rotation of the wheel member 93a causes the camber angle of the turning inner ring. Is away from the target camber angle (that is, the first camber angle (= 0 °)), and a larger negative camber angle is given structurally. Therefore, the effect by setting the camber angle to the first camber angle cannot be obtained.

  As described above, in the first state, the turning outer wheel that does not require correction of the rotational position of the wheel member 93a (return to the initial position) is set as a correction excluded wheel. On the other hand, the turning inner wheel does not fall under the correction excluded wheel, and the correction of the rotational position of the wheel member 93a is performed in the correction process.

  As shown in FIG. 15B, in the second state in which the camber angle of the wheel 2 is adjusted to the second camber angle (= −3 °), the turning inner wheel (the right rear wheel 2RR, the right side of FIG. 15B) ) In the suspension device 14, the carrier member 41 (see FIG. 11A) is displaced in the bound direction along with the roll of the vehicle 1 (the suspension is extended), and is a straight line connecting the axes O2 and O3. A state in which the axis O1 is not located on the upper side is obtained. As a result, the camber angle of the turning outer wheel is shifted from the second camber angle (that is, the absolute value of the camber angle is decreased (for example, −2 °)).

  In this case, as shown in FIG. 15B, a force in a direction of rotating counterclockwise in FIG. 15B about the camber shaft acts on the turning inner wheel by a lateral force acting from the road surface. Even if this force acts on the wheel member 93a via the upper arm 42 and the wheel member 93a is rotated (displacement occurs), the rotation of the wheel member 93a targets the camber angle of the turning inner ring. Near the camber angle (that is, the second camber angle (= −3 °)). If the wheel member 93a is rotated until the shaft center O1 is positioned on the straight line connecting the shaft centers O2 and O3, the camber angle of the turning inner wheel becomes the same as the target camber angle. No more changes can occur.

  On the other hand, in the turning outer wheel (left rear wheel 2RL, left side in FIG. 15B), the carrier member 41 is displaced in the bound direction (the suspension is shortened), and is on a straight line connecting the shaft centers O2 and O3. In this state, the camber angle is shifted from the second camber angle (that is, a camber angle (for example, −2 °) having an absolute value smaller than the target −3 °). State).

  In this case, as in the case of the inner turning wheel, the turning outer wheel exerts a force in the direction of rotating counterclockwise in FIG. 15B about the camber shaft by the lateral force acting from the road surface. In the turning outer wheel, this force acts on the wheel member 93a via the upper arm 42, and when the wheel member 93a is rotated (displacement occurs), the rotation of the wheel member 93a causes the camber angle of the turning outer wheel. Is kept away from the target camber angle (that is, the second camber angle (= −3 °)), and the absolute value of the camber angle is further reduced structurally. Therefore, the effect by setting the camber angle to the second camber angle cannot be obtained.

  As described above, in the second state, the turning inner wheel that does not require correction of the rotational position of the wheel member 93a (return to the initial position) is set as a correction excluded wheel. On the other hand, the turning outer wheel does not fall under the correction excluded wheel, and the correction of the rotational position of the wheel member 93a is performed in the correction process.

  Returning to FIG. In each process from S85 to S87, first, it is determined whether the camber flag 73a is on in order to determine whether the wheel member 93a is to be corrected to the first state or the second state (see FIG. 12). (S85).

  As a result of the process of S85, if it is determined that the camber flag 73a is on (S85: Yes), before the wheel member 93a is rotated (deviation of the rotational position) due to the action of an external force, the wheel 2 The camber angle of the wheel member 93a is adjusted to the second camber angle, and the wheel member 93a is in the second state. Therefore, the wheel member 93a corresponding to the t-th wheel is initialized as shown by the arrow in FIG. The position is corrected to the position (that is, the position in the second state) (S86), and the process proceeds to S88.

  On the other hand, as a result of the processing of S85, when it is determined that the camber flag 73a is not on, that is, is off (S85: No), the rotation of the wheel member 93a (shift of the rotational position) is caused by the action of an external force. Before the occurrence, the camber angle of the wheel 2 is adjusted to the first camber angle, and the wheel member 93a is in the first state. Therefore, the wheel member 93a corresponding to the t-th wheel is shown in FIG. ) Is corrected to the initial position (that is, the position in the first state) as indicated by an arrow (S87), and the process proceeds to S88.

  For the initial positions in the first state and the second state, corresponding values are read from the initial position memories 72b11 to 72b22 of the RAM 73, and the wheel member 93a is corrected to the values (initial positions). The values of the initial position memories 72b11 to 72b22 are more appropriate values (that is, the external force is determined based on the driving characteristics of the driver, individual differences of the vehicle 1, etc.) by an initial position update process (see FIG. 17) described later. The wheel member 93a is updated to a rotation position that can prevent the wheel member 93a from rotating (occurrence of displacement) even if it acts.

  Thereby, the wheel member 93a can be positioned (returned) at the initial position where the rotation is easily restricted by mechanical frictional force (that is, the position in the first state or the second state). That is, since the rotation position of the wheel member 93a returns to the initial position, the rotation restriction by the mechanical frictional force can be used again, so that the driving force of the RL and RR motors 91RL and 91RR can be released. As a result, energy consumption can be reduced.

  Further, in this way, the rotation of the wheel member 93a to the initial position (the position where the first state or the second state is set) is particularly caused when the suspension device 14 is not expanded or contracted (that is, an external force other than the weight of the vehicle 1). In a normal traveling state where the axis does not act), the rotation is in a direction in which the straight line connecting the axis O3 and the axis O2 and the tangent at the axis O2 of the rotation locus TR of the axis O2 approach a right angle. The driving force of the RL and RR motors 91RL and 91RR required for the rotation can be reduced, and also from this point, energy consumption can be reduced.

  Note that the following method is also conceivable as a correction method in this case. That is, it follows the displacement of the upper arm 42 accompanying the vertical movement of the carrier member 41 (rotation about the axis O2 as the rotation center) so that the axis O1 is positioned on a straight line connecting the axis O2 and the axis O3. The rotation of the wheel member 93a can be restricted by the mechanical frictional force also by the correction for rotating the wheel member 93a. However, in this correction method, it is necessary to rotate the wheel member 93a in accordance with the displacement of the upper arm 42. Therefore, high response is required for driving the RL and RR motors 91RL and 91RR, and the driving time is also long. Longer, resulting in increased energy consumption.

  On the other hand, in the present embodiment, since it is not necessary to cause the rotation of the wheel member 93a to follow the displacement of the upper arm 42, the driving of the RL and RR motors 91RL and 91RR while reducing the demand for responsiveness. Time can be shortened, and energy consumption can be reduced accordingly.

  Here, from the state where the shaft center O1 is positioned on the straight line connecting the shaft center O2 and the shaft center O3, the wheel member 93a is rotated (the rotational position is shifted) by the action of an external force, and the shaft center O2 and the shaft center O3 are connected. When the axis O1 is not positioned on the straight line (see FIG. 12), the straight line connecting the axis O2 and the axis O3 and the tangent at the axis O2 of the rotation locus TR of the axis O2 are not perpendicular, When the wheel shift amount of the wheel member 93a is relatively small, the amount of change in angle between the straight line connecting the axis O2 and the axis O3 and the tangent at the axis O2 of the rotation locus TR of the axis O2 is relatively small. Since the force is small, the force component that rotates the wheel member 93a out of the force applied from the upper arm 42 to the wheel member 93a is relatively small. Therefore, the mechanical frictional force exceeds the force component that rotates the wheel member 93a, and the rotation of the wheel member 93a can be maintained in a restricted state (a state that resists external force). Therefore, even in such a case, driving the RL motor 91RL or the RR motor 91RR to correct the rotation position of the wheel member 93a to the initial position wastes the operation of the RL motor 91RL or the RR motor 91RR. Will be done.

  Therefore, in the present embodiment, when it is determined that the value of the wheel shift amount of the wheel member 93a due to the action of external force is equal to or greater than the wheel shift threshold value (S85: Yes), the RL motor 91RL or the RR motor 91RR is driven. Then, since the correction for returning the rotational position of the wheel member 93a to the initial position is performed (S86 or S87), the useless operation of the RL motor 91RL or the RR motor 91RR can be suppressed, and the energy consumption can be reduced.

  In the process of S88, it is determined whether or not the value t provided in the RAM 73 has reached 2 (S88). As a result, when the value t does not reach 2 (that is, t = 1) (S88: No), the processes S82 to S87 for the second wheel (left rear wheel 2RL) are not executed. Since there is such a thing, t = t + 1 is written in the value t to execute these processes for the second wheel (S89), and then the process proceeds to S82. On the other hand, when the value t has reached 2 (that is, t = 2) (S88: Yes), each processing S82 for the first wheel and the second wheel (that is, the left and right rear wheels 2RL, 2RR). Since this means that execution of .about.S87 has been completed, this correction processing is terminated.

  Next, the map update process (S76) will be described with reference to FIG. The map update process is a process executed in the above-described wheel deviation amount determination process (see FIG. 13).

  FIG. 16 is a flowchart showing the map update process. In this process, when the wheel member 93a is rotated from the initial position due to the action of an external force (positional deviation occurs), information regarding the state of the camber angle adjusting device 45 is displayed on each history map 72a11 to 72a22 (see FIG. 5). It is a process for accumulating.

  Regarding the map update process, the CPU 71 first determines whether or not the s-th wheel (see FIG. 13) is a correction excluded wheel (S91), and if it is determined that the s-th wheel is not a correction excluded wheel (S91). : No), by executing the processes from S92 to S97, the information corresponding to the s-th wheel is accumulated in the history maps 72a11 to 72a22, while the s-th wheel is determined to be a correction-excluded wheel. If it is determined (S91: Yes), each process from S92 to S97 is skipped, and this map update process is terminated.

  As described above, the correction excluded wheel is the wheel 2 in which the wheel member 93a may be rotated from the initial position by the action of an external force, and is prevented from rotating from the initial position (occurrence of displacement). There is no need. Therefore, even if the state of the camber angle adjusting device 45 at the time of occurrence of the positional deviation is stored as a history for this wheel 2, an unacceptable history is added as a reference for changing the initial position. The accuracy of the history is reduced and the capacity of the EEPROM 72 is unnecessarily increased.

  On the other hand, according to the present embodiment, the correction excluded wheel does not store the state of the camber angle adjusting device 45 at the time of occurrence of misalignment as a history, so that the accuracy of the history is improved and the wheel member 93a is not subjected to an external force. The probability of being rotated from the initial position by the action can be reduced, and the capacity of the EEPROM 72 can be reduced.

  In each of the processes from S92 to S97, first, as information on the situation in which the wheel member 93a is rotated by the action of an external force (positional deviation has occurred), the camber angle adjusting device 45 (suspension device 14) corresponding to the s-th wheel is used. The suspension stroke amount and the crank external force are acquired (S92). As described above, the suspension stroke amount is based on the detection result of the suspension stroke sensor device 83, and the crank external force (external force acting on the crank pin 93 b of the wheel member 93 a from the upper arm 42) is based on the detection result of the crank external force sensor device 86. , Respectively (see FIG. 5). In addition, about the amount of suspension strokes, the direction (bound direction or rebound direction) is also acquired.

  In the process of S93, it is determined whether the camber flag is on (S93). As a result, when it is determined that the camber flag is on (S93: Yes), the wheel member 93a is operated by the external force in the state where the s-th wheel is set to the first state (first camber angle). It has been rotated. That is, the information acquired in the process of S92 is information in the first state.

  Therefore, in order to store the information acquired in the processing of S92 as information (history) for determining the initial position of the wheel member 93a in the first state, the information (suspension amount (and direction) and crank external force) is stored. After being added to the map corresponding to the s-th wheel in the s-wheel first state history map 72a11 or the s-wheel first state history map 72a21 (S94), the map is updated (S95). ), The map update process (S76) is terminated.

  On the other hand, in the process of S93, when it is determined that the camber flag is not on (S93: No), the wheel member 93a is in the state where the s-th wheel is set to the second state (second camber angle). It means that it was rotated by the action of external force. That is, the information acquired in the process of S92 is information in the second state.

  Therefore, in order to store the information acquired in the process of S92 as information (history) for determining the initial position of the wheel member 93a in the second state, the information (suspension stroke amount (and direction) and crank external force) is stored. After being added to the map corresponding to the s-th wheel in the s-wheel second state history map 72a12 or the s-wheel second state history map 72a22 (S96), the map is updated (S97). ), The map update process (S76) is terminated.

  Next, the initial position update process will be described with reference to FIG. FIG. 17 is a flowchart showing the initial position update process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power source of the vehicle control device is turned on. According to the update contents of the history maps 72a11 to 72a22, This is a process of updating the initial positions of the wheel member 93a in the first state and the second state, respectively.

  In the description of the initial position update process, FIGS. 18 and 19 are referred to as appropriate. 18 is a diagram schematically illustrating the relationship between the angle θ of the upper arm 42 with respect to the wheel member 93a and the torque T generated in the wheel member 93a. FIG. 19 schematically illustrates the suspension device 14 in the first state. It is the schematic diagram illustrated in figure.

  In FIG. 18, the horizontal axis is an angle θ formed by a straight line connecting the axial centers O1 and O2 and a straight line connecting the axial centers O2 and O3 (both ends of the upper arm 42), and the vertical axis is an external force from the upper arm 42. This is the axial torque T generated in the wheel member 93a when acting. Moreover, the broken line L shown in FIG. 18 has shown the value of the limit shaft torque T which can maintain the wheel member 93a in an initial position with mechanical frictional force.

  18 and 19, the angle θ takes a positive value when the carrier member 41 is displaced in the bounce direction, takes a negative value when the carrier member 41 is displaced in the rebound direction, and the shaft torque T The direction in which the wheel member 93a is rotated clockwise in FIG. 19 is a positive value.

  Therefore, in the first quadrant of FIG. 18, the carrier member 41 is displaced in the bound direction, and an external force acts in the direction in which the upper arm 42 is pressed against the wheel member 93a (the direction in which the axis O3 tends to approach the axis O2). Corresponding to the state, in the second quadrant, the carrier member 41 is displaced in the rebound direction, and an external force acts in the direction in which the upper arm 42 pulls the wheel member 93a (the direction in which the axis O3 tends to be separated from the axis O2). Corresponds to the state.

  Similarly, in the third quadrant, the carrier member 41 is displaced in the rebound direction, and an external force is applied in the direction in which the upper arm 42 is pressed against the wheel member 93a (the direction in which the axis O3 tends to approach the axis O2). Correspondingly, the fourth quadrant is a state in which the carrier member 41 is displaced in the bound direction and an external force is applied in the direction in which the upper arm 42 pulls the wheel member 93a (the direction in which the axis O3 tends to be separated from the axis O2). Correspond.

  The four solid lines shown in FIG. 18 indicate the relationship between the angle θ and the shaft torque T when the loads F1 to F4 act on the wheel member 93a from the upper arm 42, the load F1 is the minimum value, and the load F4 Is the maximum value (F1 <F2 <F3 <F4).

  As shown in FIGS. 18 and 19, for example, when the load acting on the wheel member 93 a from the upper arm 42 is the loads F1 to F3 at the angle θ = θ1, the shaft torque T generated in the wheel member 93 a is indicated by the broken line L. The wheel member 93a is maintained at the initial position by a mechanical frictional force because it does not exceed (white circle in FIG. 18), but at the load F4, the shaft torque T exceeds the broken line L (black circle in FIG. 18), so the external force is The mechanical frictional force is exceeded, and the wheel member 93a is rotated from the initial position (displacement occurs).

  If the load acting on the wheel member 93a from the upper arm 42 is the same, the shaft torque T generated in the wheel member 93a increases as the angle θ increases. Therefore, for example, when the load F3 is applied from the upper arm 42 to the wheel member 93a, the shaft torque T does not exceed the broken line L at the angle θ1 (position P1). However, since the shaft torque T exceeds the broken line L at the angle θ2 (position P2), the external force exceeds the mechanical friction force, and the wheel member 93a is rotated from the initial position (displacement occurs). .

  In this case, for example, due to the driving characteristics of the driver, individual differences of the vehicle 1, and the like, rotation (position shift) from the initial position of the wheel member 93a due to the action of external force tends to occur at the position P2. If the frequency is high, by setting the initial position of the wheel member 93a on the bounce side (the position indicated by the broken line in FIG. 18), the same condition (that is, the carrier member 41 in the bounce direction) is set next time. Even if the same stroke amount is displaced and the load F3 acts on the wheel member 93a as an external force) is generated in the camber angle adjusting device 45, the initial position is changed to the bound side, so that the state of the position P1 (The same effect as that obtained by moving the position P2 to the position P1) can be obtained. As a result, the probability that the wheel member 93a is rotated by the action of an external force can be reduced.

  In the initial position update process shown in FIG. 17, the initial position of the wheel member 93a is changed based on this idea. That is, in each of the history maps 72a11 to 72a22 (see FIG. 5), a condition (camber) when the wheel member 93a is rotated by the action of an external force (displacement occurs) in the map update process (FIG. 16) described above. Since the information of the angle adjusting device 45 is stored as a history, the above tendency can be obtained by referring to the history. Therefore, the initial position can be changed based on the tendency.

  Specifically, regarding the initial position update process, the CPU 71 first writes v = 1 and w = 1 to values v and w (not shown) provided in the RAM 73 (S101). It is determined whether the initial position of the w state needs to be changed (S102). In the initial position update process, for convenience of explanation, the first wheel (v = 1) is defined as the right rear wheel 2RR, and the second wheel (v = 2) is defined as the left rear wheel 2RL. The first state (w = 1) and the second state (w = 2) mean a state in which the camber angle of the wheel 2 is set to the first camber angle and the second camber angle, respectively.

  In the processing of S102, for example, in the map corresponding to the w-th state of the v-th wheel in each of the history maps 72a11 to 72a22, when the accumulated information has not reached a predetermined amount, If it is determined that the current initial position is suitable and the v-th wheel does not require changing the initial position of the w-th state (S102: No), the v-th wheel w-state initial position memory 72b11- Since the change (update) of 72b22 is unnecessary, the process from S103 to S106 is skipped and the process proceeds to S107.

  On the other hand, in the process of S102, when it is determined that the initial position of the vth wheel needs to be changed in the wth state (S102: Yes), the vth wheel in the wth state of the vth wheel It is determined whether the number of times the deviation flags 73f1 and 73f2 are turned on is large on the bounce side (S103). The number of times the v-th wheel shift flag 73f1, 73f2 is turned on corresponds to the number of black circles in FIG.

  As a result, in the process of S103, when it is determined that there are many bound sides (S103: Yes), when the carrier member 41 is displaced to the bound side, the wheel member 93a is rotated from the initial position (the positional deviation is Therefore, the initial position of the v-th wheel in the w-th state is changed to the bounce side, and the change amount (change amount from the current initial position) is calculated. (S104), the process proceeds to S106.

  On the other hand, in the process of S103, when it is determined that there are many rebound sides (No in S103), when the carrier member 41 is displaced to the rebound side, the wheel member 93a is rotated from the initial position (displacement occurs). Since there is a tendency (high frequency), after changing the initial position of the v-th wheel in the w-th state to the rebound side and calculating the change amount (change amount from the current initial position) ( The process proceeds to S105) and S106.

  Whether the wheel member 93a is rotated from the initial position due to the action of external force (displacement occurs) on the bounce side or the rebound side depends on the driving characteristics of the driver, individual differences of the vehicle 1, and the like. Therefore, by changing the initial position of the wheel member 93a based on the tendency, the probability that the wheel member 93a is rotated from the initial position by the action of an external force can be effectively reduced. .

  The amount of change is calculated by, for example, a method in which each black circle in FIG. 18 is weighted based on the angle θ and the load, and the angular position at which the black circle on the bounce side and the black circle on the rebound side are balanced is used as the initial position. The

  In the process of S106, based on the result calculated in S104 or S105, the memory corresponding to the w-th state in the v-th wheel among the v-th wheel w-state initial position memories 72b11 to 72b22 is updated (S106), and S107. Move on to processing.

  In the process of S107, it is determined whether or not the value w provided in the RAM 73 has reached 2 (S107). As a result, when the value w does not reach 2 (that is, w = 1) (S107: No), it is said that the processes S102 to S106 in the second state (second camber angle) are not executed. Therefore, in order to execute these processes for the second state, w = w + 1 is written in the value w (S108), and then the process proceeds to S102. On the other hand, when the value w reaches 2 (that is, w = 2) (S107: Yes), each in the first state and the second state (that is, the first camber angle and the second camber angle). This means that execution of the processes S102 to S106 has been completed.

  In this case, if the value v does not reach 2 in the process of S109 (S109: No), the process of S110 is also performed for the second wheel in order to execute the processes S102 to S106 in the first state and the second state. Migrate to On the other hand, if the value v has reached 2 in the process of S109 (S109: Yes), the execution of the processes S102 to S106 in the first state and the second state is completed for the first wheel and the second wheel, respectively. This means that the initial position update process is terminated.

  In the first state and the second state (the state where the camber angle of the wheel 2 is set to the first camber angle and the state where the camber angle is set to the second camber angle), the state of the vehicle 1 and the driving characteristics of the driver are both Since they are different, the tendency of the state of the camber angle adjusting device 45 when the wheel member 93a is rotated from the initial position by the action of an external force is different. Therefore, the accuracy of each history can be improved by storing each state (the first state and the second state) as separate histories.

  Therefore, since the initial position of the wheel member 93a can be changed to a more appropriate position with respect to each of the first state and the second state, the probability that the wheel member 93a is rotated from the initial position by the action of an external force is reduced. be able to.

  In the flowchart shown in FIG. 10 (camber control processing), the processing of S43, S47, S50, and S53 as the camber angle setting means according to claim 4 is the same as the flowchart shown in FIG. The history storage means according to claim 1 is the process of S76. In the flowchart (correction process) shown in FIG. 14, the correction means according to claim 1 is the processes of S86 and S87, and the initial position changing means is as follows. Each process of S86 and S87 is the correction exclusion determination means described in claim 7 as a process of S84, and in the flowchart (map update process) shown in FIG. 16, the displacement direction storage means as described in claim 2 is S94 to S97. As the external force storage means according to claim 3, the processes of S94 to S97 are performed as displacement storage means. The processing of S94 to S97 is the processing of S91 as the history canceling means according to claim 7, and the processing of S103 is the processing of determining the number of times according to claim 2 in the flowchart (initial position updating processing) shown in FIG. The change direction determining means corresponds to the processes of S104 and S105, and the change amount determining means according to claim 3 corresponds to the processes of S104 and S105.

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

  In the above embodiment, 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. However, the present invention is not necessarily limited to this, and instead of or in addition to this, It is naturally possible to adjust the camber angles of the left and right front wheels 2FL, 2FR by the camber angle adjusting device 45.

  In the above embodiment, 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, but the present invention is not necessarily limited to this. In only one of the first state and the second state, the axis O1 is positioned 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 are located. It is naturally possible to control so that the axis O1 is not located on the straight line connecting O3.

  In the above embodiment, the case where the camber angle adjusting device 45 is interposed between the upper arm 42 and the vehicle body BF has been described. However, the present invention is not limited to this. The camber angle adjusting device 45 may be interposed.

  In the above embodiment, after the camber angle of the wheel 2 is set to the first camber angle or the second camber angle, the RL to the wheel member 93a, the RR motor 91RL, The case where the driving force from 91RR is released has been described. However, the present invention is not necessarily limited to this, and the driving force is continuously or intermittently applied from the RL and RR motors 91RL and 91RR to the wheel member 93a even during this period. It may be given. For example, during this period, the RL and RR motors 91RL and 91RR may be in a servo lock state.

  In the above embodiment, in the process of S102 of the initial position update process (see FIG. 17), as the case where the initial position is not changed, if the accumulated information has not reached the predetermined amount, Although the case where the current initial position is suitable has been illustrated, the present invention is not necessarily limited to this, and the initial position is not changed even when the current initial position is inappropriate for the trend of the map. You may do it. In other words, if the current initial position is inappropriate for the trend of the map, but the degree of inappropriateness does not exceed the threshold value, the initial position may not be changed. According to this, it is possible to avoid unnecessary change of the initial position and to suppress energy consumption.

  In the above embodiment, the description is omitted, but the history stored in each of the history maps 72a11 to 72a22 does not need to accumulate all the acquired information, only for a predetermined period (for example, the past one month). You may make it memorize. Thereby, an increase in the capacity of the EEPROM 72 can be suppressed. In addition, unnecessarily past information is likely to be meaningless because the situation changes due to, for example, aging deterioration, etc., and by excluding such past information, the accuracy of history can be improved. Can be increased.

  In the above-described embodiment, the operation of changing the initial position of the wheel member 93a is not performed alone, but the wheel member 93a in which the positional deviation has occurred due to the action of an external force is returned to the initial position in the correction process (see FIG. 14). However, the present invention is not necessarily limited to this. In addition to the operation in the correction process, the operation of changing the initial position of the wheel member 93a may be independently and periodically executed. good. If it is the method in the said embodiment (form which combines), compared with the case where each operation | movement is performed separately, suppression of energy consumption can be aimed at. On the other hand, if it is a method that is periodically executed independently, it can be quickly changed to an appropriate initial position, so the probability that the wheel member 93a is rotated from the initial position by the action of an external force (occurrence of displacement) will be increased. Can be lower.

  In the above embodiment, the case where the external force acting on the wheel member 93a from the upper arm 42 is detected using the crank external force sensor device 86 has been described. However, the present invention is not necessarily limited to this, and instead of this, In addition, lateral acceleration (lateral acceleration, lateral G) acting on the vehicle 1 may be detected by the acceleration sensor device 80, and the external force may be estimated from the lateral acceleration.

100 vehicle control device 1 vehicle 2 wheel 2RL left rear wheel (part of wheel)
2RR Right rear wheel (part of the wheel)
41 Carrier member 42 Upper arm (first suspension arm)
43 Lower arm (second suspension arm)
45 Camber angle adjusting device 91RL RL motor (rotation drive means, electric motor)
91RR RR motor (rotation drive means, electric motor)
93a Wheel member O1 shaft center (wheel shaft)
O2 shaft center (eccentric connecting shaft)
O3 shaft center (the other end connecting shaft)

Claims (7)

Rotation drive means for generating a rotation drive force, a wheel member that is rotated about the wheel shaft by a rotation drive force applied from the rotation drive means and disposed on the vehicle body, and the wheel shaft of the wheel member A first suspension arm whose one end is rotatably connected to the wheel member with an eccentric connection shaft positioned eccentrically with respect to the rotation center, and the other end of the first suspension arm rotates about the other end connection shaft A vehicle equipped with a camber angle adjusting device having a carrier member that can be connected and that holds a wheel, and a second suspension arm that connects the carrier member to the vehicle body together with the first suspension arm so as to move up and down. Used when the wheel member is rotated from the initial position by the action of an external force. The angular adjustment device is actuated, so that the rotational position of at least the wheel member approaches to the initial position, a vehicle control unit having a correction means for rotating the wheel member,
History storage means for storing the state of the camber angle adjusting device as a history when the wheel member is rotated from the initial position by the action of an external force;
An initial position changing means for changing the initial position of the wheel member based on the history stored in the history storage means. The history storage means stores, as a history, whether the carrier member has been displaced in the bound direction or the rebound direction as a history when the wheel member is rotated from the initial position by the action of an external force. With means,
The initial position changing means includes
From the history stored in the displacement direction storage means of the history storage means, when the wheel member is rotated from the initial position by the action of an external force, the carrier member is displaced in either the bound direction or the rebound direction. A number of times judgment means for judging whether the number of times
The initial position of the wheel member is changed so that the wheel member is not easily rotated from the initial position by the action of an external force in a state in which the carrier member is displaced in the direction determined to be large by the number determination means. The vehicle control device according to claim 1, further comprising a change direction determination unit that determines a direction. The history storage means includes
External force storage means for storing the magnitude of the external force as a history when the wheel member is rotated from the initial position by the action of external force;
Displacement storage means for storing, as a history, the magnitude of displacement of the carrier member when the wheel member is rotated from the initial position by the action of an external force;
The initial position changing means includes
Change amount determination for determining the change amount of the initial position of the wheel member based on the history of at least one of the magnitude of the external force or the displacement magnitude of the carrier member stored in the external force storage means of the history storage means The vehicle control device according to claim 1, further comprising: means. The camber angle setting for setting the camber angle of the wheel to the first camber angle or the second camber angle having a larger absolute value than the first camber angle by operating the camber angle adjusting device and rotating the wheel member. With means,
The history storage means includes a state of the camber angle adjusting device when the camber angle of the wheel is set to a first camber angle, and the camber angle adjusting device when the camber angle of the wheel is set to a second camber angle. The vehicle control device according to any one of claims 1 to 3, wherein the state is stored as a separate history. The vehicle is provided with the camber angle adjusting devices on the left and right wheels, respectively, and the camber angles of the left and right wheels can be independently adjusted,
The history storage means includes a camber angle adjusting device that adjusts a camber angle of a left wheel among the left and right wheels, and a camber angle adjusting device that adjusts a camber angle of a right wheel of the left and right wheels. The vehicle control device according to any one of claims 1 to 4, wherein each of the states is stored as a separate history.   The initial position changing means changes the initial position of the wheel member when the wheel member is rotated from the initial position by the action of an external force and the wheel member is rotated by the correcting means. The vehicle control device according to any one of 1 to 5. Correction exclusion determination means for determining whether to rotate the wheel member by the correction means for one of the left and right wheels based on the running state of the vehicle,
The history storage means adjusts a camber angle for adjusting the camber angle of the one wheel at least during a period when the correction exclusion determining means determines that the wheel member is not rotated by the correction means for the one wheel. The vehicle control device according to any one of claims 1 to 6, further comprising history cancellation means for canceling storage of the state of the device as a history.

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