JP2011073542A - Control device for vehicle - Google Patents

Abstract

A vehicle control device capable of ensuring the straight running stability of a vehicle.
The adjustment camber angle of the left and right wheels 2 is corrected based on the difference between the ground load of the left and right wheels 2 and the camber angle of the left and right wheels 2 with respect to the default angle, thereby causing a difference in the ground load. The canvas lasts of the left and right wheels 2 that are non-uniform can be made equal. As a result, even when there is a difference in the ground load between the left and right wheels 2 because the weight loaded on the vehicle 1 is biased to the left and right, the canvas lasts generated on the left and right wheels 2 are equalized, and the vehicle 1 travels straight. Stability can be ensured.
[Selection] Figure 5

Description

  The present invention relates to a vehicle control device used in a vehicle including a camber angle adjusting device that adjusts a camber angle of a wheel, and more particularly to a vehicle control device that can ensure the straight running stability of the vehicle.

  Conventionally, a technique for improving the running performance of a vehicle by adjusting the camber angle of a wheel according to the running state of the vehicle is known. With regard to this type of technology, for example, Patent Literature 1 discloses a technology for improving steering response by adjusting the camber angle of a wheel in accordance with a change in vehicle weight. In the technique disclosed in Patent Document 1, the steering response changes in response to the change in the moment acting around the kingpin axis of the wheel, and based on the change in the vehicle weight, The amount of change in the moment about the kingpin axis is calculated, and the camber angle of the wheel is adjusted according to the calculated amount of change in the moment about the kingpin axis.

  Further, in Patent Document 2, the maximum value of the resultant force that each wheel can generate with the road surface is set as the radius of the friction circle so that the force represented by the radius of the set friction circle is not exceeded. A technique for making the most of the gripping force that can be generated by a wheel is disclosed by adjusting the camber angle of the wheel. In the technique disclosed in Patent Document 2, the basic value of the radius of the friction circle is set based on the wheel load and the grip performance of the tire, and the set basic value is set based on the friction coefficient of the road surface and the ground camber of the wheel. The final set value of the radius of the friction circle of each wheel is obtained by correcting with the angle.

JP-A-5-213036 JP 10-310042 A

  However, in the technologies disclosed in Patent Documents 1 and 2 described above, no consideration is given to the relationship between the ground load of the left and right wheels, so that the weight loaded on the vehicle is biased to the left and right, etc. When there is a difference in load, the canvas rust generated on each of the left and right wheels becomes non-uniform, and there is a problem that the straight running stability of the vehicle decreases.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can ensure the straight running stability of the vehicle.

  In order to achieve this object, the vehicle control device according to claim 1 is used for a vehicle including left and right wheels and a camber angle adjusting device that independently adjusts camber angles of the left and right wheels. A camber angle adjusting means for operating the camber angle adjusting device to adjust the camber angles of the left and right wheels, and a contact load information acquiring means for acquiring information on the contact loads of the left and right wheels, The camber angles of the left and right wheels are adjusted by the camber angle adjusting means so that the canvas lasts of the left and right wheels are equal based on the information on the ground load of the left and right wheels acquired by the ground load information acquisition means. Camber angle correction means.

  The vehicle control device according to claim 2 is the vehicle control device according to claim 1, wherein the camber angle correction means adjusts the camber angle of a wheel with a small ground load among the left and right wheels. Correction is made so as to be larger than the absolute value of the camber angle adjusted by the means.

  The vehicle control device according to claim 3 is the vehicle control device according to claim 1 or 2, wherein the camber angle correction means calculates the camber angle of a wheel with a large ground load among the left and right wheels, Correction is made so as to be smaller than the absolute value of the camber angle adjusted by the camber angle adjusting means.

  The vehicle control device according to claim 4 is the vehicle control device according to any one of claims 1 to 3, wherein the vehicle control device is configured to be extendable and contractible, and the amount of expansion and contraction of the suspension device that suspends the left and right wheels on the vehicle body of the vehicle. Expansion / contraction amount acquisition means for acquiring the camber angle acquisition means for acquiring the relationship between the expansion / contraction amount of the suspension device acquired by the expansion / contraction amount acquisition means and the camber angles of the left and right wheels that change according to the expansion / contraction amount And the camber angle correction means corrects the camber angles of the left and right wheels based on the relationship between the expansion / contraction amount of the suspension device acquired by the camber angle acquisition means and the camber angles of the left and right wheels. To do.

  According to the vehicle control device of the first aspect, when the camber angle adjusting device is operated by the camber angle adjusting means and the camber angles of the left and right wheels are adjusted, the canvas last is generated on the left and right wheels. In this case, the camber angles of the left and right wheels adjusted by the camber angle adjusting means are equal to the camber so that the canvas lasts of the left and right wheels are equal based on the information on the ground load of the left and right wheels acquired by the ground load information acquiring means. Since it is corrected by the angle correction means, even if there is a difference in the ground contact load between the left and right wheels, for example, when the weight loaded on the vehicle is biased to the left and right, There is an effect that the straight running stability can be secured.

  In other words, since the canvas last generated on the wheels is proportional to the ground contact load of the wheels, if there is a difference in the ground contact load between the left and right wheels, the canvas last generated on the left and right wheels will be non-uniform, resulting in the vehicle traveling straight ahead. Stability is reduced. On the other hand, the straight running stability of the vehicle can be ensured by correcting the camber angles of the left and right wheels so that the canvas lasts of the left and right wheels are equal based on the information regarding the ground contact load of the left and right wheels. .

  Thus, according to the vehicle control device of the first aspect, the vehicle running stability can be ensured by adjusting the camber angles of the left and right wheels, so that the grip performance is inferior to that of the high grip tire. Low rolling resistance tires can be used, and as a result, both driving stability and fuel saving can be achieved.

  According to the vehicle control device of the second aspect, in addition to the effect exerted by the vehicle control device of the first aspect, the camber angle correcting means can calculate the camber angle of the wheel having a small ground load among the left and right wheels, Since the correction is made to be larger than the absolute value of the camber angle adjusted by the camber angle adjusting means, there is an effect that the running stability of the vehicle can be improved by increasing the canvas last of the wheel having a small ground load. .

  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 camber angle correcting means includes a camber for a wheel having a large ground load among the left and right wheels. Since the angle is corrected so as to be smaller than the absolute value of the camber angle adjusted by the camber angle adjusting means, it is possible to suppress uneven wear of the tire on a wheel having a large ground load. That is, as the absolute value of the camber angle increases, the uneven wear of the tire tends to progress. Therefore, by correcting the camber angle of a wheel with a large ground load so that the absolute value of the camber angle becomes smaller, the deviation of the tire on such a wheel is corrected. Wear can be suppressed, and uneven wear of the tire can be suppressed to prevent the tire contact surface from becoming uneven. Therefore, there is an effect that the life of the tire can be improved and the running stability of the vehicle can be improved. Furthermore, since uneven wear of the tire can be suppressed, there is an effect that fuel consumption can be reduced correspondingly.

  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 camber angle correcting means includes the suspension device obtained by the camber angle obtaining means. The camber angles of the left and right wheels are corrected based on the relationship between the amount of expansion and contraction and the camber angles of the left and right wheels. The corner can be corrected. Therefore, even in a configuration in which the wheel is suspended from the vehicle body by a suspension device (so-called strut suspension device or the like) having a structure in which the camber angle changes according to the amount of expansion / contraction, there is an effect that the straight running stability of the vehicle can be ensured.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment is mounted. It is a front view of a suspension apparatus. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed the content of the camber angle map typically. It is a flowchart which shows an adjustment camber angle correction process. It is the schematic diagram which showed the front view of the vehicle typically. It is a flowchart which shows a camber control process. It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 2nd Embodiment is mounted. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows the adjustment camber angle correction process in 2nd Embodiment. It is a flowchart which shows the camber control process in 2nd Embodiment. It is a flowchart which shows the adjustment camber angle correction process in 3rd Embodiment. It is a front view of the rear wheel supported by the suspension device. It is a front view of the rear wheel supported by the suspension device. It is the schematic diagram which illustrated typically the front view of the wheel supported by the suspension apparatus.

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

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in the present embodiment) wheels 2 that support the vehicle body frame BF, and some of the plurality of wheels 2 (the book In the embodiment, a wheel driving device 3 that rotationally drives the left and right front wheels 2FL, 2FR, a plurality of suspension devices 4 that suspend each wheel 2 on the vehicle body frame BF, and a part of the wheels 2 The embodiment mainly includes a steering device 5 that steers the left and right front wheels 2FL, 2FR).

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL and 2FR 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.

  Further, as shown in FIG. 1, the wheel 2 includes two types of treads of a first tread 21 and a second tread 22, and in each wheel 2, the first tread 21 is disposed inside the vehicle 1, A tread 22 is disposed outside the vehicle 1. In the present embodiment, the widths of both treads 21 and 22 (dimensions in the left-right direction in FIG. 1) are configured to be the same width.

  The first tread 21 and the second tread 22 are made of a material whose hardness is higher than that of the first tread 21, and the first tread 21 has a higher gripping power than the second tread 22. On the other hand, the second tread 22 is configured to have a smaller rolling resistance than the first tread 21 (low rolling characteristics).

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

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

  The suspension device 4 is a device for mitigating vibration transmitted from the road surface to the vehicle body frame BF via the wheels 2 by expanding and contracting, and a structure in which the camber angle of the wheels 2 changes according to the amount of expansion and contraction, a so-called strut type. It is configured as a suspension. Further, the suspension device 4 in the present embodiment also has a function as a camber angle adjusting mechanism for adjusting the camber angle of the wheel 2.

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

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

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

  The FR motor 44FR applies a driving force for swinging driving to the movable plate 47, is constituted by a DC motor, and a worm (not shown) is formed on its output shaft 44a.

  The worm wheel 45 transmits the driving force of the FR motor 44FR to the arm 46, meshes with a worm formed on the output shaft 44a of the FR motor 44FR, and forms a staggered shaft gear pair together with the worm.

  The arm 46 transmits the driving force of the FR motor 44FR transmitted from the worm wheel 45 to the movable plate 47, and has one end (right side in FIG. 2) via the first connecting shaft 48 as shown in FIG. The other end (left side in FIG. 2) is connected to the upper end (upper side in FIG. 2) via the second connection shaft 49 while being connected to a position eccentric from the rotation shaft 45 a of the worm wheel 45.

  The movable plate 47 supports the wheel 2 in a rotatable manner. As described above, the upper end (upper side in FIG. 2) is coupled to the arm 46, and the lower end (lower side in FIG. 2) is interposed via the camber shaft 50. The knuckle 43 is pivotally supported so as to be swingable.

  According to the suspension device 4 configured as described above, when the FR motor 44FR is driven, the worm wheel 45 rotates and the rotational motion of the worm wheel 45 is converted into linear motion of the arm 46. As a result, when the arm 46 moves linearly, the movable plate 47 is driven to swing with the camber shaft 50 as the swing shaft, and the camber angle of the wheel 2 is adjusted.

  In the present embodiment, the first connecting shaft 48, the rotating shaft 45a, the rotating shaft 45a of each connecting shaft 48, 49 and the worm wheel 45 in the direction from the vehicle body frame BF toward the wheel 2 (arrow R direction). A first camber state positioned in a straight line in the order of the second connecting shaft 49, and a second camber state positioned in a straight line in the order of the rotating shaft 45a, the first connecting shaft 48, and the second connecting shaft 49 (see FIG. 2), the camber angle of the wheel 2 is arbitrarily adjusted.

  In the present embodiment, the camber angle of the wheel 2 is adjusted to 0 ° (hereinafter referred to as “steady angle”) in the second camber state (the state shown in FIG. 2). Here, since the second tread 22 is made of a material having higher hardness than the first tread 21, the second tread 22 is prevented from being grounded in the second camber state. Thereby, the contact ratio of the second tread 22 with respect to the contact of the first tread 21 is increased, and the low rolling characteristics of the second tread 22 can be exhibited.

  On the other hand, in the range between the first camber state and the second camber state, the camber angle of the wheel 2 is adjusted in the negative direction (the state where the center line of the wheel 2 is inclined inward of the vehicle 1 with respect to the vertical line). Then, a negative camber is applied to the wheel 2. Thereby, the ground contact ratio of the first tread 21 with respect to the ground contact of the second tread 22 is increased, and the high grip characteristics of the first tread 21 can be exhibited. In the present embodiment, the camber angle of the wheel 2 can be adjusted to −5 ° in the first camber state.

  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 camber angle adjusting device 44 (see FIG. 3).

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

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74, and the ROM 72 is a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIGS. 5 and 7), fixed value data, or the like. Is a non-rewritable non-volatile memory. The ROM 72 is provided with a reference camber angle memory 72a and a camber angle map 72b.

  The reference camber angle memory 72a is used for the traveling state of the vehicle 1 (for example, the operation amount of the operation member operated by the driver such as the pedals 61 and 62 and the steering 63, and the vehicle 1 such as the front and rear G and side G of the vehicle 1). In order to adjust the camber angle of the wheel 2 according to the state quantity), an angle (hereinafter referred to as a reference value) of a camber angle of the wheel 2 (hereinafter referred to as “adjusted camber angle”) adjusted by a camber angle adjusting device 44 described later. This is a memory for storing the “default angle” for each wheel 2 (left and right front wheels 2FL, 2FR and left and right rear wheels 2RL, 2RR). In the form, −3 °) is stored.

  The camber angle map 72b is a map that stores the relationship between the amount of expansion / contraction of the suspension device 4 (hereinafter referred to as “suspension stroke”) and the camber angle of the wheel 2, and the suspension stroke and camber angle that are preset in the design stage. The relationship is remembered. Based on the content of the camber angle map 72b, the CPU 71 can acquire the camber angle of the wheel 2 that changes according to the suspension stroke due to the structure of the suspension device 4.

  Here, the camber angle map 72b will be described with reference to FIG. FIG. 4 is a schematic diagram schematically showing the contents of the camber angle map 72b. In FIG. 4, the suspension stroke shown on the horizontal axis shows the contraction direction (bump direction) on the right side of FIG. 4 and the expansion direction (rebound direction) on the left side of FIG. 4 is a positive direction (in which the center line of the wheel 2 is inclined to the outside of the vehicle 1 with respect to the vertical line), and a lower side in FIG. The state of being inclined inward) is shown respectively.

  According to the camber angle map 72b, as shown in FIG. 4, when the suspension stroke is zero (the vehicle 1 is not loaded with weight and is empty), the camber angle of the wheel 2 is a predetermined angle in the negative direction. θa (in this embodiment, −0.5 °).

  When the suspension device 4 contracts from the state where the suspension stroke is 0 (that is, when the suspension device 4 bumps), the wheel 2 swings around the camber shaft 50 (see FIG. 2) as the swing shaft. Thus, the camber angle of the wheel 2 increases linearly in the negative direction. When the suspension device 4 contracts to the maximum and the suspension stroke reaches Lmin, the camber angle of the wheel 2 becomes the maximum θmin that can change in the negative direction.

  On the other hand, when the suspension device 4 is extended from a state where the suspension stroke is 0 (that is, when the suspension device 4 is rebounded), the camber angle of the wheel 2 linearly increases in the positive direction along with the extension. When the suspension device 4 is extended to the maximum and the suspension stroke reaches Lmax, the camber angle of the wheel 2 becomes the maximum θmax that can change in the positive direction.

  In the suspension device 4 according to the present embodiment, the relationship between the suspension stroke L and the camber angle θ of the wheel 2 is expressed by a linear approximate expression of L = a · θ + θa (however, the coordinates (Lmin , Θmin) and (Lmax, θmax) and a slope of a straight line is a), for example, when the suspension stroke L is 1.2 times, the camber angle change amount δθ is δθ = 1.2 · a Become.

  Returning to FIG. The RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed, and is provided with an adjustment camber angle memory 73a.

  The adjustment camber angle memory 73a is a memory for storing the adjustment camber angle for each wheel 2 (left and right front wheels 2FL, 2FR and left and right rear wheels 2RL, 2RR). The CPU 71 operates a camber angle device 44 described later to adjust the camber angle of each wheel 2 so that the adjustment camber angle stored in the adjustment camber angle memory 73a is obtained. Note that the content of the adjustment camber angle memory 73a (adjustment camber angle of each wheel 2) is written when an adjustment camber angle correction process (see FIG. 5) described later is executed.

  As described above, the wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and an electric motor 3a that applies a rotational driving force to the left and right front wheels 2FL, 2FR. A drive control circuit (not shown) for driving and controlling the electric motor 3a based on an instruction from the CPU 71 is mainly provided. However, the wheel drive device 3 is not limited to the electric motor 3a, and other drive sources can naturally be adopted. Examples of other drive sources include a hydraulic motor and an engine.

  The camber angle adjusting device 44 is a device for adjusting the camber angle of each wheel 2, and as described above, the driving force for swinging is applied to the movable plate 47 (see FIG. 2) of each suspension device 4, respectively. A total of four FL to RR motors 44FL to 44RR to be provided and a drive control circuit (not shown) for driving and controlling each of the motors 44FL to 44RR based on an instruction from the CPU 71 are mainly provided.

  The drive control circuit of the camber angle adjusting device 44 monitors the amount of rotation of each of the motors 44FL to 44RR with a rotation sensor (not shown), and reaches the target value (rotation angle) instructed from the CPU 71 to the FL to RR motor 44FL. The rotation drive of ˜44RR is stopped. In addition, the detection result by a rotation sensor is output to CPU71 from a drive control circuit, and CPU71 can acquire the present camber angle of each wheel 2 based on the detection result.

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

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

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

  The navigation device 81 is a device for acquiring the current position of the vehicle 1 using GPS and acquiring road information at the current position of the vehicle 1. The navigation device 81 receives radio waves from GPS satellites and receives the current position of the vehicle 1. Acquired by a current position acquisition unit (not shown) for acquiring the map data, a map data acquisition unit (not shown) for acquiring map data in which road information (flat road, slope, etc.) is stored, and the map data acquisition unit And a road information acquisition unit (not shown) that acquires road information at the current position of the vehicle 1 based on the map data and the current position of the vehicle 1 acquired by the current position acquisition unit.

  The suspension stroke sensor device 82 is a device for detecting the suspension stroke of each suspension device 4 and outputting the detection result to the CPU 71. The suspension stroke sensor device 82 detects the suspension stroke of each suspension device 4 for a total of four FL˜. RR suspension stroke sensors 82FL to 82RR, and an output circuit (not shown) for processing the detection results of the respective suspension stroke sensors 82FL to 82RR and outputting them to the CPU 71 are provided.

  In the present embodiment, each of the suspension stroke sensors 82FL to 82RR is composed of a strain gauge, and each of the suspension stroke sensors 82FL to 82RR is disposed in a shock absorber (not shown) of each suspension device 4, respectively. Has been.

  The CPU 71 calculates the ground load of each wheel 2 based on the detection results (suspension strokes) of the suspension stroke sensors 82FL to 82RR input from the suspension stroke sensor device 82. That is, since the ground load W of the wheel 2 and the suspension stroke L are in a proportional relationship, W = k · L (where the damping constant of the suspension device 4 is k).

  The ground load sensor device 83 is a device for detecting the ground load of each wheel 2 and outputting the detection result to the CPU 71. A total of four FL to RR grounds for detecting the ground load of each wheel 2 respectively. Load sensors 83FL to 83RR and an output circuit (not shown) that processes the detection results of the ground load sensors 83FL to 83RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each of the ground load sensors 83FL to 83RR is configured as a piezoresistive load sensor, and each of the ground load sensors 83FL to 83RR is a shock absorber (not shown) of each suspension device 4. Respectively.

  The CPU 71 calculates the suspension stroke of each suspension device 4 based on the detection results (ground load) of the ground load sensors 83FL to 83RR input from the ground load sensor device 83. That is, as described above, since the ground contact load W of the wheel 2 and the suspension stroke L are in a proportional relationship, L = W / k (provided that the damping constant of the suspension device 4 is k).

  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. The CPU 71 obtains the operation speeds of the pedals 61 and 62 and the steering 63 by differentiating the detection results (operation amounts) of the angle sensors input from the sensor devices 61a, 62a, and 63a with respect to time. Further, the CPU 71 differentiates the acquired operation speeds of the pedals 61 and 62 and the steering 63 with respect to time, and acquires the operation accelerations of the pedals 61 and 62 and the steering 63.

  As another input / output device 90 shown in FIG. 3, for example, a vehicle 1 (body frame BF) around a reference axis (arrows FB, LR, and FB in FIG. 1) passing through the center of gravity of the vehicle 1 is used. Gyro sensor device for detecting the rotation angle (roll angle, pitch angle and yaw angle), wiper sensor device for detecting the operation of the wiper (device for wiping raindrops attached to the glass surface to ensure the driver's field of view), Examples include a road surface condition sensor device that detects whether a road surface is a dry road surface or a wet road surface in a non-contact manner.

  Next, the adjustment camber angle correction process will be described with reference to FIG. FIG. 5 is a flowchart showing the adjustment camber angle correction processing. This process is a process executed repeatedly (for example, at intervals of 5 minutes) by the CPU 71 while the power of the vehicle control device 100 is turned on, and each wheel 2 (left and right front wheels 2FL, 2FR and left and right) This is a process for correcting the adjustment camber angle of the rear wheels 2RL, 2RR).

  Regarding the adjustment camber angle correction process, the CPU 71 first determines whether or not the vehicle 1 is stopped on a flat road or is traveling straight on a flat road (S1). In the process of S1, it is determined whether or not the current travel path is a flat road based on the road information at the current position of the vehicle 1 acquired by the navigation device 81. Further, the travel speed of the vehicle 1 is calculated based on the longitudinal G and the lateral G of the vehicle 1 detected by the acceleration sensor device 80, and the vehicle 1 is stopped based on the calculated travel speed of the vehicle 1. It is determined whether or not the vehicle 1 is traveling, or based on the operation amount (steer angle) of the steering 63 detected by the steering sensor device 63a, it is determined whether or not the vehicle 1 is traveling straight.

  As a result of the processing of S1, if it is determined that the vehicle 1 is stopped on a flat road or is traveling straight on a flat road (S1: Yes), each wheel 2 (left and right front wheels 2FL, 2FR and left and right rear wheels) 2RL, 2RR) is acquired (S2), and based on the acquired grounding load of each wheel 2, it is determined whether the grounding loads of the left and right wheels 2 are equal (S3). That is, in the process of S3, it is determined whether or not the ground loads of the left and right front wheels 2FL and 2FR are equal, and whether or not the ground loads of the left and right rear wheels 2RL and 2RR are equal. In the process of S2, the contact load of each wheel 2 is detected by the contact load sensor device 83, or the contact load of each wheel 2 is calculated based on the suspension stroke detected by the suspension stroke sensor device 82.

  As a result of the process of S3, when it is determined that the ground loads of the left and right wheels 2 are equal, that is, the ground loads of the left and right front wheels 2FL and 2FR are equal, and the ground loads of the left and right rear wheels 2RL and 2RR are also equal ( S3: Yes), the default angle of each wheel 2 stored in the reference camber angle memory 72a is copied as it is (without correction) to the adjustment camber angle memory 73a, and all the adjustment camber angles of each wheel 2 are set to the default angles. In step S4, the adjustment camber angle correction process is terminated.

  On the other hand, as a result of the processing of S3, the ground loads of the left and right wheels 2 are different, that is, the ground loads of the left and right front wheels 2FL, 2FR are different, or the ground loads of the left and right rear wheels 2RL, 2RR are different, or When the grounding load of the front wheels 2FL and 2FR is different and the grounding load of the left and right rear wheels 2RL and 2RR is also different (S3: No), the suspension stroke proportional to the grounding load is also applied to the left and right suspension devices. 4, the difference between the camber angles of the left and right wheels 2 caused by the suspension strokes of the left and right suspension devices 4 being non-uniform due to the structure of the suspension device 4 is acquired (S5). That is, if it is determined that the ground loads of the left and right front wheels 2FL and 2FR are different as a result of the process of S3, the difference in camber angle between the left and right front wheels 2FL and 2FR is determined as the ground load of the left and right rear wheels 2RL and 2RR. Are determined to be different, the camber angle difference between the left and right rear wheels 2RL, 2RR is determined to be different in the ground load on the left and right front wheels 2FL, 2FR, and the ground load on the left and right rear wheels 2RL, 2RR are also different. In this case, the camber angle difference between the left and right front wheels 2FL and 2FR and the camber angle difference between the left and right rear wheels 2RL and 2RR are acquired. In the process of S5, the camber angles of the left and right wheels 2 are read from the camber angle map 72b based on the suspension stroke detected by the suspension stroke sensor device 82, and the read camber angles of the left and right wheels 2 are read. Based on the difference between the camber angles of the left and right wheels 2, or calculating the suspension stroke based on the contact load of the wheel 2 detected by the contact load sensor device 83, based on the calculated suspension stroke, The camber angles of the left and right wheels 2 are read from the camber angle map 72b, respectively, and the difference between the camber angles of the left and right wheels 2 is acquired based on the read camber angles of the left and right wheels 2.

  After the process of S5 is executed, it is determined whether or not the ground load of the left wheel 2 is larger than the ground load of the right wheel 2 (S6). That is, in the process of S3, when it is determined that the ground loads of the left and right front wheels 2FL and 2FR are different, whether the ground load of the left front wheel 2FL is larger than the ground load of the right front wheel 2FR is determined. When it is determined that the ground loads of the rear wheels 2RL and 2RR are different, whether the ground load of the left rear wheel 2RL is larger than the ground load of the right rear wheel 2RR is determined based on whether the ground wheels of the left and right front wheels 2FL and 2FR are grounded. If it is determined that the load is different and the ground loads of the left and right rear wheels 2RL and 2RR are also different, whether the ground load of the left front wheel 2FL is larger than the ground load of the right front wheel 2FR and the left rear wheel 2RL. It is determined whether or not the ground contact load is greater than the ground load on the right rear wheel 2RR.

As a result of the process of S6, when it is determined that the ground load of the left wheel 2 is larger than the ground load of the right wheel 2 (S6: Yes), the left wheel 2 stored in the reference camber angle memory 72a. The default angle of the left wheel 2 is copied to the adjustment camber angle memory 73a as it is (without correction) and the adjustment camber angle of the left wheel 2 is set as the default angle, while the default angle of the right wheel 2 is corrected to adjust the camber angle memory. 73a is written, the adjustment camber angle of the right wheel 2 is set to an angle corrected with respect to the default angle (S7), and this adjustment camber angle correction process is terminated. Specifically, the adjustment camber angle θr of the right wheel 2 is the processing of the left wheel 2 ground load Wl, the right wheel 2 ground load Wr, the right wheel 2 default angle θr ₀ , S5 If the difference between the camber angles of the left and right wheels 2 obtained in step S is θd, θr = (Wl / Wr) · (θr ₀ + θd), and the adjusted camber angle of the wheel 2 with a small ground load in the left and right wheels 2 Is corrected so that the absolute value becomes larger than the default angle.

  Here, the adjustment camber angle θr of the right wheel 2 will be described with reference to FIG. FIG. 6 is a schematic diagram schematically showing a front view of the vehicle 1. FIG. 6 illustrates a state in which the vehicle 1 is traveling straight on a flat road.

  As shown in FIG. 6A, when the camber angles of the left and right wheels 2 (left and right front wheels 2FL, 2FR in FIG. 6) are adjusted to the default angles (-3 ° in the present embodiment), Canvas lasts Fl and Fr are generated on the wheel 2. Here, the canvas last F generated on the wheel 2 is F = K · W · θ, where K is the canvas stiffness (canvas last per unit camber angle), W is the ground load of the wheel 2 and θ is the camber angle. Become. Therefore, if the ground loads Wl and Wr of the left and right wheels 2 are equal, the relationship between the canvas lasts Fl and Fr of the left and right wheels 2 is Fl = Fr.

  On the other hand, as shown in FIG. 6B, when the weight loaded on the vehicle 1 is biased to the left and right, for example, there is a difference in the ground loads Wl and Wr of the left and right wheels 2 (for example, the left front wheel 2FL If the ground load Wl is 3600 [N] and the ground load Wr of the right front wheel 2FR is 3000 [N]), and the camber angles of the left and right wheels 2 are equal, the canvas lasts Fl and Fr of the left and right wheels 2 are not uniform. (F1 <> Fr). In this case, the suspension stroke proportional to the ground load is also different in the left and right suspension devices 4, and therefore the suspension strokes of the left and right suspension devices 4 are not uniform due to the structure of the suspension device 4. Thus, a difference occurs between the camber angles of the left and right wheels 2.

Therefore, the adjustment camber angle θr of the wheel 2 with the small ground load among the left and right wheels 2 (the right front wheel 2FR in FIG. 6B) is set to the above-described calculation formula θr = (Wl / Wr) · (θr ₀ Based on + θd), the default angle is corrected. Here, for example, when the ground load Wl of the left front wheel 2FL is 3600 [N] and the ground load Wr of the right front wheel 2FR is 3000 [N], the suspension stroke is calculated based on the ground loads Wl and Wr. The camber angles of the left and right front wheels 2FL, 2FR are read from the camber angle map 72b based on the calculated suspension stroke, and the read camber angle difference θd between the left and right front wheels 2FL, 2FR is −0.2 °. Then, θr = (3600/3000) · (−3 + −0.2) = − 3.84.

Thus, by correcting on the basis of the adjustment camber angle [theta] r of the right wheel 2 by default angle [theta] r ₀ with respect to the right and left wheels 2 of vertical load Wl, the difference θd of Wr and the left and right camber angle of the wheel 2, As shown in FIG. 6C, the canvas lasts of the left and right wheels 2 that are non-uniform due to the difference in ground load can be made equal. As a result, the weight loaded on the vehicle 1 is biased to the left and right, and the difference in the ground load between the left and right wheels 2 (the left front wheel 2FL and the right front wheel 2FR, or the left rear wheel 2RL and the right rear wheel 2RR). Even when this occurs, the canvas rust generated on the left and right wheels 2 can be made equal to ensure straight running stability of the vehicle 1.

  In addition, since the camber angle of the wheel 2 having a small grounding load among the left and right wheels 2 is corrected so that the absolute value becomes larger than the default angle, the canvas last of the wheel 2 having a small grounding load is increased, and the vehicle 1 running stability can be improved.

Returning to FIG. On the other hand, as a result of the process of S6, when it is determined that the contact load of the right wheel 2 is larger than the contact load of the left wheel 2 (S6: No), the right camber stored in the reference camber angle memory 72a is stored. The default angle of the wheel 2 is copied as it is (without correction) to the adjustment camber angle memory 73a, and the adjustment camber angle of the right wheel 2 is set as the default angle, while the default angle of the left wheel 2 is corrected and the adjustment camber is set. Writing to the corner memory 73a, the adjustment camber angle of the left wheel 2 is set to an angle corrected with respect to the default angle (S8), and this adjustment camber angle correction processing is terminated. Specifically, the adjustment camber angle θl of the left wheel 2 is the processing of the left wheel 2 ground load Wl, the right wheel 2 ground load Wr, the left wheel 2 default angle θl ₀ , S5 If the difference between the camber angles of the left and right wheels 2 obtained in step S is θd, θl = (Wr / Wl) · (θl ₀ + θd), and the adjusted camber angle of the wheel 2 with a small ground load in the left and right wheels 2 Is corrected so that the absolute value becomes larger than the default angle.

Thus, by correcting on the basis of the adjustment camber angle .theta.l the left wheel 2 default angle .theta.l ₀ against the right and left wheels 2 of vertical load Wl, the difference θd of Wr and the left and right camber angle of the wheel 2, As in the case of the adjustment camber angle θr of the right wheel 2, the canvas lasts of the left and right wheels 2 that become non-uniform due to the difference in ground load can be made equal. As a result, the weight loaded on the vehicle 1 is biased to the left and right, and the difference in the ground load between the left and right wheels 2 (the left front wheel 2FL and the right front wheel 2FR, or the left rear wheel 2RL and the right rear wheel 2RR). Even when this occurs, the canvas rust generated on the left and right wheels 2 can be made equal to ensure straight running stability of the vehicle 1.

  In addition, since the camber angle of the wheel 2 having a small grounding load among the left and right wheels 2 is corrected so that the absolute value becomes larger than the default angle, the canvas last of the wheel 2 having a small grounding load is increased, and the vehicle 1 running stability can be improved.

  On the other hand, if it is determined as a result of the processing of S1 that the vehicle 1 is not stopped on the flat road and is not traveling straight on the flat road (S1: No), the current traveling road is inclined to the left and right. Vehicle 1 is turning, and a temporary factor of the running state of these vehicles 1 may affect the ground contact load of the left and right wheels 2, so the processing after S 2 is skipped and this adjustment camber is performed. The corner correction process is terminated.

  Next, camber control processing will be described with reference to FIG. FIG. 7 is a flowchart showing camber control processing. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power of the vehicle control device 100 is turned on. This is a process for adjusting the camber angle.

  Regarding the camber control process, the CPU 71 first determines whether or not the traveling state of the vehicle 1 satisfies a predetermined condition (S11). In the process of S11, for example, whether or not the operation amount of the operation member operated by the driver such as the pedals 61 and 62 and the steering 63 is greater than or equal to a predetermined operation amount, It is determined whether or not the state quantity of the vehicle 1 such as the lateral G is equal to or greater than a predetermined value.

  As a result, when it is determined that the traveling state of the vehicle 1 satisfies the predetermined condition (S11: Yes), the FL to RR motors 44FL to 44RR are operated to turn the wheels 2 (the left and right front wheels 2FL, The camber angles of 2FR and the left and right rear wheels 2RL, 2RR) are adjusted to the adjustment camber angles stored in the adjustment camber angle memory 73a (S12), and this camber control process is terminated.

  Thereby, when the traveling state of the vehicle 1 satisfies a predetermined condition, for example, the operation amounts of the pedals 61 and 62 and the steering 63 are equal to or greater than a predetermined operation amount, and the front and rear G and the lateral G of the vehicle 1 are equal to or greater than a predetermined value. When the vehicle 1 is accelerating, braking or turning, the traveling stability of the vehicle 1 is ensured by adjusting the camber angle of the wheel 2 and using the canvas last generated on the wheel 2. be able to. Moreover, in this Embodiment, the high grip characteristic of the 1st tread 21 can be exhibited by adjusting the camber angle of the wheel 2 and providing a negative camber to the wheel 2.

  On the other hand, as a result of the processing of S11, when it is determined that the running state of the vehicle 1 does not satisfy the predetermined condition (S11: No), the FL to RR motors 44FL to 44RR are operated, and each wheel 2 ( The camber angles of the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR) are returned to the steady angles (S13), and the camber control process is terminated.

  Thereby, when the traveling state of the vehicle 1 does not satisfy the predetermined condition, that is, when it is not necessary to prioritize the traveling stability of the vehicle 1, the camber angle of the wheel 2 is returned to the steady angle. In this way, the effect of canvas last can be avoided and fuel saving can be achieved. Moreover, in this Embodiment, the low rolling characteristic of the 2nd tread 22 can be exhibited by returning the camber angle of each wheel 2 to a steady angle.

  In addition, in the flowchart (adjustment camber angle correction process) shown in FIG. 5, the process of S2 is performed as the contact load information acquisition unit according to claim 1, and the processes of S7 and S8 are performed as the camber angle correction unit. As the expansion / contraction amount acquisition means, the processing of detecting the suspension stroke by the suspension stroke sensor device 82 in the processing of S5 or the processing of calculating the suspension stroke based on the ground contact load of the wheel 2 detected by the ground load sensor device 83 is the camber. As the angle acquisition means, the process of reading the camber angles of the left and right wheels 2 from the camber angle map 72b in the process of S5 corresponds. Moreover, in the flowchart (camber control process) shown in FIG. 7, the process of S12 corresponds to the camber angle adjusting means according to claim 1.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the vehicle 1 to be controlled by the vehicle control device 100 is configured to adjust the camber angles of all the wheels 2 including the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR. In the vehicle 201 in the second embodiment, the camber angles of only the left and right rear wheels 202RL and 202RR can be adjusted by the camber angle adjusting device 244, and the left and right front wheels 202FL are adjusted. , 202FR is configured such that the camber angle is not adjusted.

  In the first embodiment, the case where all the wheels 2 including the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR have the same configuration has been described. However, the vehicle 201 in the second embodiment is The left and right front wheels 202FL and 202FR are different from the left and right rear wheels 202RL and 202RR. In addition, the same code | symbol is attached | subjected about the part same as 1st Embodiment, and the description is abbreviate | omitted.

  FIG. 8 is a schematic diagram schematically showing a vehicle 201 on which the vehicle control device 200 according to the second embodiment is mounted. Note that arrows UD, LR, and FB in FIG. 8 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 201, respectively.

  First, a schematic configuration of the vehicle 201 will be described. As shown in FIG. 8, the vehicle 201 includes a plurality of (four wheels in the present embodiment) wheels 202, and the wheels 202 are located on the front side (arrow F direction side) of the left and right front wheels 202 </ b> FL. , 202FR and left and right rear wheels 202RL, 202RR located on the rear side (arrow B direction side) of the vehicle 201. In the present embodiment, the left and right front wheels 202FL and 202FR are configured as drive wheels that are rotationally driven by the wheel drive device 3, while the left and right rear wheels 202RL and 202RR are driven as the vehicle 201 travels. It is configured as a driven wheel.

  In the wheel 202, the left and right front wheels 202FL and 202FR are configured to have the same shape and characteristics, and the left and right rear wheels 202RL and 202RR are configured to have the same shape and characteristics. The left and right front wheels 202FL and 202FR are configured such that the width of the tread (the dimension in the left-right direction in FIG. 8) is wider than the width of the tread of the left and right rear wheels 202RL and 202RR. The treads of the left and right front wheels 202FL, 202FR and the treads of the left and right rear wheels 202RL, 202RR are configured to have the same characteristics.

  In the wheel 202, the left and right front wheels 202 FL and 202 FR are suspended from the vehicle body frame BF by the suspension device 204, while the left and right rear wheels 202 RL and 202 RR are suspended from the vehicle body frame BF by the suspension device 4. Note that the suspension device 204 is omitted from the function of adjusting the camber angles of the left and right front wheels 202FL and 202FR (that is, the expansion / contraction function by the FR motor 44FR is omitted in the suspension device 4 shown in FIG. 2). Except for (), the other configuration is the same as that of the suspension device 4, and the description thereof is omitted.

  Thus, in the vehicle 201 according to the second embodiment, the width of the tread of the left and right rear wheels 202RL and 202RR is narrower than the width of the tread of the left and right front wheels 202FL and 202FR. The coefficient of friction with respect to the road surface can be made larger than the coefficient of friction with respect to the road surface of the rear wheels 202RL and 202RR. As a result, the braking force can be improved. Further, in the present embodiment in which the left and right front wheels 202FL and 202FR are drive wheels, acceleration performance can be improved.

  On the other hand, since the rolling resistance of the left and right rear wheels 202RL and 202RR can be made smaller than the rolling resistance of the left and right front wheels 202FL and 202FR, fuel consumption can be reduced correspondingly. In addition, since camber angles can be given to the left and right rear wheels 202RL and 202RR, when turning the vehicle 201, the turning characteristics of the vehicle 201 are made to be understeered by adjusting the camber angles of the left and right rear wheels 202RL and 202RR. The turning stability of the vehicle 201 can be ensured. Furthermore, when the vehicle 201 goes straight, the lateral rigidity of the left and right rear wheels 202RL and 202RR can be used to ensure the straight running stability of the vehicle 201.

  The vehicle control device 200 is a device for controlling each part of the vehicle 201 configured as described above. For example, the camber angle adjusting device 244 (see FIG. 9).

  Next, a detailed configuration of the vehicle control device 200 will be described with reference to FIG. FIG. 9 is a block diagram showing an electrical configuration of the vehicle control device 200. The vehicle control device 200 mainly includes a camber angle adjusting device 244 in place of the camber angle adjusting device 44 of the vehicle control device 100 in the first embodiment.

  The camber angle adjusting device 244 is a device for adjusting the camber angles of the left and right rear wheels 202RL, 202RR, and a total of two RL, RR motors 44RL, which give camber angles to the left and right rear wheels 202RL, 202RR, respectively. 44RR and a drive control circuit (not shown) for driving and controlling each of the motors 44RL and 44RR based on an instruction from the CPU 71 are mainly provided. That is, the camber angle adjusting device 244 in the second embodiment omits a part of the camber angle adjusting device 44 in the first embodiment (FL corresponding to the left and right front wheels 202FL, 202FR, FR motors 44FL, 44FR). Configured.

  The suspension stroke sensor device 282 is a device for detecting the suspension stroke of each suspension device 4 and outputting the detection result to the CPU 71. RL and RR suspension stroke sensors for detecting the amount of expansion / contraction of each suspension device 4 respectively. 82RL, 82RR, and an output circuit (not shown) that processes the detection results of the respective suspension stroke sensors 82RL, 82RR and outputs them to the CPU 71. That is, the suspension stroke sensor device 282 in the second embodiment is a part of the suspension stroke sensor device 82 in the first embodiment (FL, FR suspension stroke sensors 82FL, 82FR corresponding to the left and right front wheels 202FL, 202FR). It is omitted.

  The ground load sensor device 283 is a device for detecting the ground load of the left and right rear wheels 202RL and 202RR and outputting the detection result to the CPU 71. The ground load sensor device 283 detects the ground loads of the left and right rear wheels 202RL and 202RR, respectively. RL, RR ground load sensors 83RL, 83RR, and an output circuit (not shown) that processes the detection results of the ground load sensors 83RL, 83RR and outputs them to the CPU 71 are provided. That is, the ground load sensor device 283 in the second embodiment is a part of the ground load sensor device 83 in the first embodiment (FL, FR ground load sensors 83FL, 83FR corresponding to the left and right front wheels 202FL, 202FR). It is omitted.

  Next, the adjustment camber angle correction process in the second embodiment will be described with reference to FIG. FIG. 10 is a flowchart showing an adjustment camber angle correction process in the second embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 5 minutes) while the power of the vehicle control device 200 is turned on, and corrects the adjustment camber angles of the left and right rear wheels 202RL and 202RR. Process.

  Regarding the adjustment camber angle correction processing in the second embodiment, the CPU 71 first determines whether or not the vehicle 201 is stopped on a flat road or traveling straight on a flat road (S201). As a result, when it is determined that the vehicle 201 is stopped on a flat road or traveling straight on a flat road (S1: Yes), the ground loads of the left and right rear wheels 202RL and 202RR are acquired (S202), Based on the acquired grounding loads on the left and right rear wheels 202RL, 202RR, it is determined whether the grounding loads on the left and right rear wheels 202RL, 202RR are equal (S203). In the process of S202, the ground load sensor device 283 detects the ground load of the left and right rear wheels 202RL, 202RR, or the left and right rear wheels 202RL, 202RL, based on the suspension stroke detected by the suspension stroke sensor device 282. The contact load of 202RR is calculated.

  As a result of the process of S203, when it is determined that the ground contact loads of the left and right rear wheels 202RL and 202RR are equal (S203: Yes), the default values of the left and right rear wheels 202RL and 202RR stored in the reference camber angle memory 72a are determined. The angle is copied as it is (without correction) to the adjustment camber angle memory 73a, the adjustment camber angles of the left and right rear wheels 202RL and 202RR are all set to default angles (S204), and the adjustment camber angle correction process is ended.

  On the other hand, if it is determined as a result of the processing in S203 that the ground loads on the left and right rear wheels 202RL and 202RR are different (S203: No), the suspension stroke proportional to the ground load is also different in the left and right suspension devices 4. Therefore, the difference between the camber angles of the left and right rear wheels 202RL and 202RR caused by the suspension strokes of the left and right suspension devices 4 being non-uniform due to the structure of the suspension device 4 is acquired (S205). In the process of S205, the camber angles of the left and right rear wheels 202RL and 202RR are read from the camber angle map 72b based on the suspension stroke detected by the suspension stroke sensor device 282, and the read left and right rear wheels 202RL are read out. , 202RR based on the camber angle of the left and right rear wheels 202RL, 202RR, or suspension based on the ground contact load of the left and right rear wheels 202RL, 202RR detected by the ground load sensor device 283 Based on the calculated suspension stroke, the camber angles of the left and right rear wheels 202RL and 202RR are read from the camber angle map 72b, and the read left and right rear wheels 202RL and 202RR are read out. Based on the corner, the left and right rear wheels 202RL, obtains the difference between the camber angles of 202RR.

After the processing of S205 is executed, it is determined whether or not the ground load on the left rear wheel 202RL is larger than the ground load on the right rear wheel 202RR (S206). As a result, when it is determined that the contact load of the left rear wheel 202RL is larger than the contact load of the right rear wheel 202RR (S206: Yes), the right rear wheel 202RR stored in the reference camber angle memory 72a. The default camber angle is copied to the adjustment camber angle memory 73a as it is (without correction), and the adjustment camber angle of the right rear wheel 202RR is set to the default angle while the default camber angle of the left rear wheel 202RL is corrected to adjust the camber. Writing to the corner memory 73a, the adjustment camber angle of the left rear wheel 202RL is set to an angle corrected with respect to the default angle (S207), and this adjustment camber angle correction processing is terminated. Specifically, the adjustment camber angle θl of the left rear wheel 202RL is the ground load of the left rear wheel 202RL, Wr is the ground load of the right rear wheel 202RR, and the default angle of the left rear wheel 202RL is θl _0. , If the difference between the camber angles of the left and right rear wheels 202RL and 202RR acquired in the process of S205 is θd, θl = (Wr / Wl) · (θl ₀ + θd), and the difference between the left and right rear wheels 202RL and 202RR. The adjustment camber angle of the wheel 202 having a large ground load is corrected so that the absolute value becomes smaller than the default angle.

Thus, the left and right rear wheels 202RL adjusted camber angle .theta.l the left rear wheel 202RL for the default angle .theta.l _0, vertical load 202RR Wl, Wr and left and right rear wheels 202RL, the difference θd of the camber angle of 202RR By correcting based on this, the canvas lasts of the left and right rear wheels 202RL and 202RR that are non-uniform due to the difference in contact load can be made equal. As a result, even when there is a difference in the ground contact load between the left and right rear wheels 202RL and 202RR due to, for example, the weight loaded on the vehicle 201 being biased to the left and right, the canvas lasts generated on the left and right rear wheels 202RL and 202RR are made equal. Thus, the straight running stability of the vehicle 201 can be ensured.

  Further, the camber angle of the wheel 202 having a large grounding load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value thereof is smaller than the default angle. Therefore, the tire (tread) of the wheel 202 having a large grounding load is corrected. Uneven wear can be suppressed. In other words, the larger the camber angle, the easier the uneven wear of the tire proceeds. Therefore, by correcting the camber angle of the wheel 202 having a large ground load so that the absolute value of the camber angle becomes smaller, the uneven wear of the tire on the wheel 202 is corrected. In addition, the uneven wear of the tire can be suppressed, and the contact surface of the tire can be prevented from becoming uneven. Therefore, the life of the tire can be improved and the running stability of the vehicle 201 can be improved. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

On the other hand, if it is determined that the contact load on the right rear wheel 202RR is larger than the contact load on the left rear wheel 202RL as a result of the process in S206 (S206: No), the load is stored in the reference camber angle memory 72a. The default angle of the left rear wheel 202RL is copied as it is (without correction) to the adjustment camber angle memory 73a, and the adjustment camber angle of the left rear wheel 202RL is set as the default angle, while the default angle of the right rear wheel 202RR is set as the default angle. It is corrected and written in the adjustment camber angle memory 73a, the adjustment camber angle of the right rear wheel 202RR is set to an angle corrected with respect to the default angle (S208), and this adjustment camber angle correction process is terminated. Specifically, the adjustment camber angle θr of the right rear wheel 202RR is W1 as the ground load of the left rear wheel 202RL, Wr as the ground load of the right rear wheel 202RR, and θr _{0 as} the default angle of the right rear wheel 202RR. , If the camber angle difference between the left and right rear wheels 202RL and 202RR acquired in the process of S5 is θd, then θr = (Wl / Wr) · (θr ₀ + θd), which is within the left and right rear wheels 202RL and 202RR. The adjustment camber angle of the wheel 202 having a large ground load is corrected so that the absolute value becomes smaller than the default angle.

Thus, the adjustment camber angle [theta] r of the right rear wheel 202RR left and right rear wheels for the default angle θr ₀ 202RL, vertical load 202RR Wl, Wr and left and right rear wheels 202RL, the difference θd of the camber angle of 202RR As a result of the correction based on the left and right rear wheels 202RL and 202RR, which are non-uniform due to the difference in contact load, the canvas last can be made equal, as in the case of the adjustment camber angle θl of the left rear wheel 202RL. it can. As a result, even when there is a difference in the ground contact load between the left and right rear wheels 202RL and 202RR due to, for example, the weight loaded on the vehicle 201 being biased to the left and right, the canvas lasts generated on the left and right rear wheels 202RL and 202RR are made equal. Thus, the straight running stability of the vehicle 201 can be ensured.

  Further, the camber angle of the wheel 202 having a large grounding load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value thereof is smaller than the default angle. Therefore, the tire (tread) of the wheel 202 having a large grounding load is corrected. The uneven wear can be suppressed, and the uneven wear of the tire can be suppressed to prevent the tire contact surface from becoming uneven. Therefore, the life of the tire can be improved and the running stability of the vehicle 202 can be improved. Furthermore, since uneven wear of the tire can be suppressed, fuel saving can be achieved correspondingly.

  On the other hand, as a result of the processing of S201, when it is determined that the vehicle 201 is not stopped on the flat road and is not traveling straight on the flat road (S201: No), the current traveling road is inclined left and right. Vehicle 201 is turning, and temporary factors of the running state of these vehicles 201 may affect the ground load of the left and right rear wheels 202RL, 202RR. Therefore, the processing after S202 is skipped, This adjustment camber angle correction process is terminated.

  Next, camber control processing in the second embodiment will be described with reference to FIG. FIG. 11 is a flowchart showing camber control processing in the second embodiment. 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 200 is turned on. This is processing for adjusting the camber angles of the wheels 202RL and 202RR.

  Regarding the camber control process, the CPU 71 first determines whether or not the traveling state of the vehicle 201 satisfies a predetermined condition (S211). In the processing of S211, for example, whether or not the operation amount of the operation member operated by the driver such as the pedals 61 and 62 and the steering 63 is greater than or equal to a predetermined operation amount, It is determined whether or not the state quantity of the vehicle 201 such as the lateral G is equal to or greater than a predetermined value.

  As a result, when it is determined that the traveling state of the vehicle 201 satisfies the predetermined condition (S211: Yes), the RL and RR motors 44RL and 44RR are operated to camber the left and right rear wheels 2RL and 2RR. The angle is adjusted to the adjustment camber angle stored in the adjustment camber angle memory 73a (S212), and this camber control process is terminated.

  Accordingly, when the traveling state of the vehicle 201 satisfies a predetermined condition, for example, the operation amounts of the pedals 61 and 62 and the steering 63 are equal to or greater than a predetermined operation amount, and the front and rear G and the lateral G of the vehicle 201 are equal to or greater than a predetermined value. When the vehicle 201 is accelerating, braking, or turning, the camber angle generated on the left and right rear wheels 202RL and 202RR is utilized by adjusting the camber angles of the left and right rear wheels 202RL and 202RR. The traveling stability of the vehicle 201 can be ensured.

  On the other hand, if it is determined as a result of the processing of S211 that the traveling state of the vehicle 201 does not satisfy the predetermined condition (S211: No), the RL and RR motors 44RL and 44RR are operated to operate the left and right rear wheels. The camber angles of 202RL and 202RR are returned to the steady angle (S213), and this camber control process is terminated.

  Thereby, when the traveling state of the vehicle 201 does not satisfy the predetermined condition, that is, when it is not necessary to prioritize the traveling stability of the vehicle 201, the camber angles of the left and right rear wheels 202RL, 202RR are set. By returning to the steady angle, the influence of canvas last can be avoided and fuel saving can be achieved.

  In addition, in the flowchart (adjustment camber angle correction process) shown in FIG. 10, the process of S202 is performed as the contact load information acquisition unit according to claim 1, and the processes of S207 and S208 are performed as the camber angle correction unit. As the expansion / contraction amount acquisition means, the processing of detecting the suspension stroke by the suspension stroke sensor device 82 in the processing of S205 or the processing of calculating the suspension stroke based on the ground contact load of the wheel 2 detected by the ground load sensor device 83 is the camber. The processing for reading the camber angles of the left and right wheels 2 from the camber angle map 72b in the processing of S205 corresponds to the angle acquisition means. Moreover, in the flowchart (camber control process) shown in FIG. 11, the process of S212 corresponds to the camber angle adjusting means according to claim 1.

  Next, a third embodiment will be described with reference to FIG. In the second embodiment, the case where the adjustment camber angle of the wheel 202 having a large ground load is corrected to be smaller than the default angle when the ground load of the left and right rear wheels 202RL and 202RR is different will be described. However, in the third embodiment, the adjustment camber angle of the wheel 202 with a large ground load is corrected so that the absolute value becomes smaller than the default angle, and the adjustment camber angle of the wheel 202 with a small ground load is corrected to the default angle. Is corrected so that the absolute value becomes larger.

  In the third embodiment, a case where the vehicle 201 in the second embodiment is controlled by the vehicle control device 200 will be described as an example. Moreover, the same code | symbol is attached | subjected about the part same as 2nd Embodiment, and the description is abbreviate | omitted.

  FIG. 12 is a flowchart showing an adjustment camber angle correction process in the third embodiment. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 5 minutes) while the power of the vehicle control device 200 is turned on, and corrects the adjustment camber angles of the left and right rear wheels 202RL and 202RR. Process.

Regarding the adjustment camber angle correction processing in the third embodiment, the CPU 71 determines that the ground load on the left rear wheel 202RL is larger than the ground load on the right rear wheel 202RR as a result of the processing in S206 (S206). : Yes), the default angles of the left and right rear wheels 202RL, 202RR are corrected and written to the adjustment camber angle memory 73a, and the adjustment camber angles of the left and right rear wheels 202RL, 202RR are both set to the angles corrected with respect to the default angles. In step S307, the adjustment camber angle correction process is terminated. Specifically, the adjustment camber angle θl of the left rear wheel 202RL is θl _{0 as} the default angle of the left rear wheel 202RL, and the difference between the camber angles of the left and right rear wheels 202RL and 202RR acquired in the process of S205 is θd. Then, θl = θl ₀ −θd, and the adjustment camber angle of the wheel 202 having a large ground load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value becomes smaller than the default angle. On the other hand, the adjustment camber angle θr of the right rear wheel 202RR is W1 as the ground load of the left rear wheel 202RL, Wr as the ground load of the right rear wheel 202RR, and θr _{0 as} the default angle of the right rear wheel 202RR. θr = (Wl / Wr) · θr _0, and the adjustment camber angle of the wheel 202 having a small ground load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value becomes larger than the default angle.

On the other hand, if it is determined that the contact load on the right rear wheel 202RR is larger than the contact load on the left rear wheel 202RL as a result of the process of S206 (S206: No), the default angles of the left and right rear wheels 202RL and 202RR are determined. Is corrected and written to the adjustment camber angle memory 73a, and the adjustment camber angles of the left and right rear wheels 202RL and 202RR are both set to the angle corrected with respect to the default angle (S308), and the adjustment camber angle correction process is completed. To do. Specifically, the adjustment camber angle θl of the left rear wheel 202RL is the ground load of the left rear wheel 202RL, Wr is the ground load of the right rear wheel 202RR, and the default angle of the left rear wheel 202RL is θl _0. Then, θl = (Wr / Wl) · θl ₀ is established, and the adjustment camber angle of the wheel 202 having a small ground load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value becomes larger than the default angle. To do. On the other hand, the adjustment camber angle θr of the right rear wheel 202RR is θr when the default angle of the right rear wheel 202RR is θr ₀ and the difference between the camber angles of the left and right rear wheels 202RL and 202RR acquired in the processing of S205 is θr. = Θr ₀ −θd, and the adjustment camber angle of the wheel 202 having a large ground load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value is smaller than the default angle.

As described above, the adjustment camber angles θl and θr of the left and right rear wheels 202RL and 202RR are set to the default angles θl ₀ and θr _{0 with} respect to the ground loads Wl and Wr of the left and right rear wheels 202RL and 202RR and the left and right rear wheels 202RL and 202RR. By correcting based on the camber angle difference θd, the canvas lasts of the left and right rear wheels 202RL and 202RR that become non-uniform due to the difference in grounding load can be made equal. As a result, even when there is a difference in the ground contact load between the left and right rear wheels 202RL and 202RR due to, for example, the weight loaded on the vehicle 201 being biased to the left and right, the canvas lasts generated on the left and right rear wheels 202RL and 202RR are made equal. Thus, the straight running stability of the vehicle 201 can be ensured.

  Further, the camber angle of the wheel 202 having a large grounding load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value thereof is smaller than the default angle. Therefore, the tire (tread) of the wheel 202 having a large grounding load is corrected. Uneven wear can be suppressed and the life of the tire can be improved. At the same time, the camber angle of the wheel 202 having a small grounding load among the left and right rear wheels 202RL and 202RR is corrected so that the absolute value becomes larger than the default angle, so that the canvas last of the wheel 202 having a small grounding load is increased. Thus, the running stability of the vehicle 201 can be improved.

  In the flowchart (adjustment camber angle correction process) shown in FIG. 12, the process of S202 is performed as the contact load information acquisition unit according to claim 1, and the processes of S307 and S308 are performed as the camber angle correction unit. As the expansion / contraction amount acquisition means, the process of detecting the suspension stroke by the suspension stroke sensor device 82 in the process of S205 or the process of calculating the suspension stroke based on the ground contact load of the wheel 2 detected by the ground load sensor device 83 is the camber. The processing for reading the camber angles of the left and right wheels 2 from the camber angle map 72b in the processing of S205 corresponds to the angle acquisition means.

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

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

  In each of the above embodiments, a case has been described in which it is determined whether or not the current travel path is a flat road based on the road information at the current position of the vehicle 1 acquired by the navigation device 81. However, the present invention is not limited to this. For example, based on the roll angle and pitch angle of the vehicles 1, 201 detected by the gyro sensor device exemplified as the other input / output device 90, it is determined whether or not the current traveling road is a flat road. You may judge.

  In each of the above embodiments, when the ground loads of the left and right wheels 2 (the left front wheel 2FL and the right front wheel 2FR, the left rear wheel 2RL and the right rear wheel 2RR) or the left and right rear wheels 202RL and 202RR are different, A case where the default angles of the wheels 2 and 202 are corrected based on the ground contact load of the left and right wheels 2 or the left and right rear wheels 202RL and 202RR and the difference between the camber angles of the left and right wheels 2 or the left and right rear wheels 202RL and 202RR will be described. However, the present invention is not necessarily limited thereto, and the difference in camber angle between the left and right wheels 2 or the left and right rear wheels 202RL and 202RR is not considered, and only the ground load of the left and right wheels 2 or the left and right rear wheels 202RL and 202RR is considered. Based on the above, the default angle of the wheels 2, 202 may be corrected. Thereby, the control by the dual control devices 100 and 200 can be simplified.

  In the first embodiment, when the ground loads of the left and right wheels 2 (the left front wheel 2FL and the right front wheel 2FR, the left rear wheel 2RL and the right rear wheel 2RR) are different from each other, The adjustment camber angle is corrected so that the absolute value becomes larger than the default angle. In the second embodiment, the wheel 202 having a large ground load is adjusted when the ground loads of the left and right rear wheels 202RL and 202RR are different. The case where the camber angle is corrected so that the absolute value becomes smaller than the default angle has been described. However, the present invention is not necessarily limited to this. In the first embodiment, the adjustment camber angle of the wheel 2 having a large ground load is described. Is corrected so that the absolute value becomes smaller than the default angle, or in the second embodiment, the adjustment camber angle of the wheel 202 having a small ground load is set to the default angle. Absolute value becomes larger as may be corrected.

  In each of the above-described embodiments, the suspension device 4 has been described as a structure in which the camber angle of the wheels 2 and 202 changes according to the suspension stroke, that is, a so-called strut-type suspension, but is not necessarily limited thereto. Instead, the suspension device 4 may be configured by a so-called double wishbone type suspension in which the camber angle of the wheels 2, 202 hardly changes even if the suspension stroke changes. In this case, when correcting the default angles of the wheels 2, 202, the left and right wheels 2 (the left front wheel 2FL and the right front wheel 2FR, the left rear wheel 2RL and the right rear wheel 2RR) or the left and right rear wheels are corrected. Without considering the camber angle difference between 202RL and 202RR, the default angle of the wheels 2 and 202 can be corrected with sufficient accuracy to equalize the canvas last of the left and right wheels 2 or the left and right rear wheels 202RL and 202RR. The control by the control devices 100 and 200 can be simplified.

  In each of the above embodiments, the operation amount of the operation member operated by the driver such as the accelerator pedal 61, the brake pedal 62, and the steering 63 or the state amount of the vehicle 1,201 such as the front and rear G and the side G of the vehicle 1,201. Based on the above, the case where the camber angle of each wheel 2 or the left and right rear wheels 202RL, 202RR is adjusted to the adjustment camber angle has been described, but the present invention is not necessarily limited thereto, and instead of or in addition to them. Of course, it is possible to adjust the camber angle of each wheel 2 or the left and right rear wheels 202RL, 202RR to the adjustment camber angle based on other conditions. As other conditions, for example, it may indicate the state of the operating member operated by the driver, such as the operating speed or operating acceleration of each pedal 61, 62 and steering 63, or the vehicle 1,201 itself. It may indicate the state of Examples of the state of the vehicle 1, 201 itself include the roll angle and yaw angle of the vehicle 1, 201 detected by the gyro sensor device exemplified as the other input / output device 90. Further, the camber angle of each wheel 2 or the left and right rear wheels 202RL, 202RR may be adjusted to the adjustment camber angle based on the road information at the current position of the vehicle 1,201 acquired by the navigation device 81. As a result, when a curve or the like exists ahead of the travel route, the camber angle of each wheel 2 or the left and right rear wheels 202RL and 202RR can be adjusted before the vehicles 1 and 201 reach the curve or the like. The traveling stability of 1,201 can be secured in advance.

  In each of the above embodiments, the case where the default angle is a constant value stored in advance in the ROM 72 has been described. However, the present invention is not necessarily limited to this. For example, the default angle is stored in the RAM 73 capable of rewriting data. The wiper sensor device or the road surface condition sensor device exemplified as the other input / output device 90 may be used to acquire the weather and road surface conditions, and change the default angle according to the acquired weather and road surface conditions. Thereby, the running stability of the vehicles 1 and 201 can be improved according to the weather and road surface conditions.

  In each of the above embodiments, as an example for obtaining the ground load of each wheel 2 or left and right rear wheels 202RL, 202RR, the ground load of each wheel 2 or left and right rear wheels 202RL, 202RR is determined based on the suspension stroke. In the case of calculating, the means for acquiring the relationship between the suspension stroke and the ground load of each wheel 2 or the left and right rear wheels 202RL, 202RR according to the weather and the road surface is provided. According to the wiper sensor device or the road surface condition sensor device exemplified as the other input / output device 90, the weather and the road surface state are acquired. , 202RR may be obtained. Thereby, the ground load of each wheel 2 or the left and right rear wheels 202RL, 202RR can be acquired in consideration of the change in the ground load of each wheel 2 or the left and right rear wheels 202RL, 202RR according to the weather and road surface conditions. The canvas last of the left and right wheels 2 (left front wheel 2FL and right front wheel 2FR, left rear wheel 2RL and right rear wheel 2RR) or left and right rear wheels 202RL and 202RR can be equalized with high accuracy.

  Although description is omitted in each of the above embodiments, a part or all of the wheels 2 and 202 of the vehicles 1 and 201 in each embodiment are replaced with a part or all of the wheels 2 and 202 in other embodiments. You may do it. For example, you may change the wheel 2 of the vehicle 1 controlled by the vehicle control apparatus 100 in 1st Embodiment to the wheel 202 of the vehicle 201 in 2nd Embodiment.

  In the first embodiment, the case where the wheel 2 of the vehicle 1 that is the control target of the vehicle control device 100 includes two types of treads of the first tread 21 and the second tread 22 has been described. For example, the tread may include three types of treads of the first tread 21, the second tread 22, and the third tread. In this case, in each wheel 2, the first tread 21 is arranged inside the vehicle 1, the third tread is arranged outside the vehicle 1, and the second tread 22 is arranged with the first tread 21 and the third tread. Place between. Further, the second tread 22 is made of a material having higher hardness than those of the first tread 21 and the third tread, and the second tread 422 has a characteristic that the rolling resistance is small (low rolling resistance) at least as compared with the third tread. ), The same effects as those of the first embodiment can be obtained.

  In the second embodiment, as a technique for making the left and right rear wheels 202RL and 202RR have a lower rolling resistance than the left and right front wheels 202FL and 202FR, the width of the tread of the left and right rear wheels 202RL and 202RR is Although the method of narrowing the width of the tread of the front wheels 202FL and 202FR has been described as an example, the method is not necessarily limited to this, and other methods may be adopted.

  For example, as another method, the treads of the left and right rear wheels 202RL and 202RR are made of a material harder than the treads of the left and right front wheels 202FL and 202FR, and the treads of the left and right front wheels 202FL and 202FR are made to the left and right rear wheels. While the treads of 202RL and 202RR have higher gripping power (high grip), the treads of the left and right rear wheels 202RL and 202RR have lower rolling resistance than the treads of the left and right front wheels 202FL and 202FR (low rolling resistance). ), The tread pattern of the left and right rear wheels 202RL and 202RR is set to a lower rolling resistance pattern than the tread pattern of the left and right front wheels 202FL and 202FR (for example, the left and right rear wheels 202RL and 202RR). Tread pattern of rug type or block tie The second tread pattern of the left and right rear wheels 202RL, 202RR is a rib type), a third method in which the air pressure of the left and right rear wheels 202RL, 202RR is higher than the air pressure of the left and right front wheels 202FL, 202FR. Method, the fourth method in which the tread thickness dimension of the left and right rear wheels 202RL, 202RR is made thinner than the tread thickness dimension of the left and right front wheels 202FL, 202FR, or the first to fourth methods and A fifth method in which some or all of the methods in the second embodiment (methods of varying the tread width) are combined is exemplified.

  In the second embodiment, the case where the widths of the treads of the left and right rear wheels 202RL and 202RR are made narrower than the widths of the treads of the left and right front wheels 202FL and 202FR has been described. The width of the tread of the left and right rear wheels 202RL and 202RR may be the same as the width of the tread of the left and right front wheels 202FL and 202FR. Even in this case, the left and right rear wheels 202RL and 202RR may be made to have a lower rolling resistance than the left and right front wheels 202FL and 202FR by combining a part or all of the first to fourth methods described above with this configuration. it can. Therefore, both the running stability of the vehicle 1 and the fuel saving can be achieved.

  In the second embodiment, the case where the widths of the treads of the left and right rear wheels 202RL and 202RR are made narrower than the widths of the treads of the left and right front wheels 202FL and 202FR has been described. The tread width of the rear wheels 202RL, 202RR is preferably configured as follows. That is, the value (L / R) obtained by dividing the tire width L ([mm]) by the tire outer diameter R ([mm]) is preferably larger than 0.1 and smaller than 0.4 (0. 1 <L / R <0.4), more preferably larger than 0.1 and smaller than 0.3 (0.1 <L / R <0.3). Thereby, while ensuring the running stability of the vehicle 201, it is possible to reduce rolling resistance and improve fuel efficiency. The tread width is larger than the rim width and smaller than the tire width.

  In the second embodiment, the case where the tread widths of the left and right rear wheels 202RL and 202RR are configured to be narrower than the tread widths of the left and right front wheels 202FL and 202FR has been described. A method for setting the tread width of the left and right rear wheels 202RL and 202RR in this case will be described.

  13 is a front view of the rear wheels 1202RL and 1202RR supported by the suspension device 4, and FIG. 14 is a front view of the rear wheels 202RL and 202RR supported by the suspension device 4. 13 and 14 are front views corresponding to FIG. 2, and only the right rear wheel 1202RR, 202RR is illustrated, and the illustration of the suspension device 4 is simplified. 13 and 14, a two-dot chain line is used with a vertical line passing through the outer shape of the vehicle body B (an arrow UD direction line, see FIG. 2) as an outer line S (that is, a line indicating the entire width of the vehicle 201). Are shown.

  The rear wheels 1202RL and 1202RR are wheels configured to have the same width as the front wheels 202FL and 202FR described in the second embodiment. Here, the vehicle 201 adds a telescopic function by the RL and RR motors 44RL and 44RR only to the suspension device 204 on the rear wheel side with respect to the existing vehicle that supports all the front and rear wheels 202 by the suspension device 204. 4 is a vehicle configured. Therefore, as shown in FIG. 13A, the vehicle 201 does not project the rear wheels 1202RL and 1202RR outward from the outline S at least when the camber angle is a steady angle (= 0 °) (that is, the safety standard is set). It can be installed to satisfy.

  However, when the control for adjusting the camber angles of the rear wheels 1202RL and 1202RR is performed, the rear wheels 1202RL and 1202RR protrude outward beyond the outline S as shown in FIG. There was a problem that it was not possible. Therefore, the range in which the camber angles of the rear wheels 1202RL and 1202RR can be adjusted is limited, and there is a problem in that a sufficient camber angle cannot be provided.

  In this case, it may be possible to secure an adjustable range of the camber angle by moving the arrangement position of the suspension device 4 itself to the inside of the vehicle 201 (right side in FIG. 13A). Since it is necessary to change the structure, the cost increases and is not practical. On the other hand, by moving the wheel offsets of the rear wheels 1202RL and 1202RR from the wheel center line C to the outside of the vehicle 201 (the left side in FIG. 13A), a relatively large angle is obtained without changing the structure of the vehicle 201. This camber angle can be given to the rear wheels 1202RL and 1202RR. However, in this case, the rear wheels 1202RL and 1202RR themselves move to the inside of the vehicle 201 by the amount of the wheel offset, so interference with the vehicle body B is inevitable.

  Therefore, as shown in FIG. 14, the applicant of the present application makes it unnecessary to significantly change the structure of the existing vehicle (vehicle 201) by reducing the tire width Wl of the rear wheels 202 RL and 202 RR, and The present inventors have come up with a configuration that can ensure a sufficiently adjustable camber angle range while satisfying safety standards.

  A method for setting the tire width Wl of the rear wheels 202RL and 202RR will be described with reference to FIGS. FIG. 15 is a schematic view schematically showing a front view of a wheel supported by the suspension device 4, and shows a state where a negative camber having a camber angle θ is given.

  As shown in FIG. 15, the wheel width dimension is defined as the tire width W, the diameter is defined as the tire diameter R, and the distance from the tire center line (wheel center line) C to the wheel seat surface T is defined as the wheel offset A. . In this case, a distance L which is a horizontal distance from the tire outer end M where the wheel protrudes most outward to the origin O which is the intersection of the wheel rotation axis and the wheel seating surface T is as follows. Calculated.

  That is, as shown in FIG. 15, the distance between the position P that is the intersection of the wheel rotation axis and the outer surface of the wheel and the origin O is a value obtained by dividing the wheel offset A from the half value of the tire width W ( W / 2−A), the distance J, which is the distance in the horizontal direction from the position P to the origin O, is J = (W / 2−A) · cos θ from the relationship of the trigonometric ratio.

  On the other hand, since the distance connecting the position P and the tire outer end M is a half value (R / 2) of the tire diameter R, the distance K, which is the horizontal distance from the tire outer end K to the position P, is From the relationship of the trigonometric ratio, K = (R / 2) · sin θ.

  Therefore, since the distance L is the sum of the distance J and the distance K, these are added to be L = (W / 2−A) · cos θ + (R / 2) · sin θ. When this relational expression is summarized by the tire width W, W = 2A−R · tan θ + 2L / cos θ.

  The distance L is the distance in the horizontal direction from the origin O to the outline S so that the tire outer end M of the wheel does not protrude outward beyond the outline S of the vehicle 201 and satisfies the safety standard. (Refer to FIG. 13 (b) and FIG. 14 (b)). Therefore, by applying the maximum value of the distance L (that is, the distance Z) and the maximum value of the camber angle θ to be applied to the wheel (for example, 3 °) to the above formula that determines the tire width W, The maximum value of the tire width W can be determined.

  That is, with respect to the rear wheels 1202RL and 1202RR shown in FIG. 13, assuming that the maximum camber angle for preventing the tire outer end M from protruding outward beyond the outline S is θw, the tire width Ww is W = 2A−. R · tan θw + 2Z / cos θw, and for the rear wheels 302RL and 302RR shown in FIG. , W = 2A−R · tan θl + 2Z / cos θl.

  In addition, the width of the tread of each wheel is set in a range not exceeding the tire width W. Note that the minimum value of the tire width W is twice the wheel offset A because the tire outer end M cannot be disposed inside the wheel seat surface T.

  As described above, according to the above formula for determining the tire width W, the maximum value of the camber angle θ imparted to the wheel can be increased by reducing the tire width W of the wheel (that is, the width of the tread). it can. That is, as described in the second embodiment, the width of the treads (tire width W) of the rear wheels 202RL and 202RR is made smaller than the width of the treads of the front wheels 202FL and 202FR, so that the existing vehicle (vehicle 201 ), The camber angle adjustable range for the rear wheels 202RL and 202RR can be ensured while satisfying the safety standards.

  In this case, since the width of the tread of the front wheels 202FL and 202FR can be increased, the braking force can be improved. In particular, in the second embodiment in which the front wheels 202FL and 202FR are drive wheels, acceleration performance can be improved. On the other hand, by making the tread width of the rear wheels 202RL and 202RR narrower than the tread width of the left and right front wheels 202FL and 202FR, the rolling resistance of the rear wheels 202RL and 202RR is made smaller than the rolling resistance of the front wheels 202FL and 202FR. The fuel consumption can be reduced and the fuel consumption can be reduced accordingly.

100, 200 Vehicle control device 1,201 Vehicle 2,202 Wheel 2FL, 202FL Left front wheel (part of wheel)
2FR, 202FR Right front wheel (part of the wheel)
2RL, 202RL Left rear wheel (part of the wheel)
2RR, 202RR Right rear wheel (part of the wheel)
4 Suspension devices 44, 244 Camber angle adjusting device 44FL FL motor (part of camber angle adjusting device)
44FR FR motor (part of camber angle adjustment device)
44RL RL motor (part of camber angle adjustment device)
44RR RR motor (part of camber angle adjustment device)
BF body frame (body)

Claims (4)

A vehicle control device used in a vehicle including left and right wheels and camber angle adjusting devices that independently adjust camber angles of the left and right wheels,
A camber angle adjusting means for operating the camber angle adjusting device to adjust the camber angles of the left and right wheels;
Contact load information acquisition means for acquiring information on the contact load of the left and right wheels;
Based on the information regarding the grounding load of the left and right wheels acquired by the grounding load information acquisition unit, the camber angle adjusting unit adjusts the left and right wheels so that the canvas last generated on the left and right wheels becomes equal. And a camber angle correcting means for correcting the camber angle.   The camber angle correcting means corrects a camber angle of a wheel having a small ground load among the left and right wheels so as to be larger than an absolute value of a camber angle adjusted by the camber angle adjusting means. The vehicle control device according to claim 1.   The camber angle correcting means corrects a camber angle of a wheel with a large ground load among the left and right wheels so as to be smaller than an absolute value of a camber angle adjusted by the camber angle adjusting means. The vehicle control device according to claim 1 or 2. An expansion / contraction amount acquisition means configured to acquire an expansion / contraction amount of a suspension device configured to be extendable and to suspend the left and right wheels from the vehicle body;
A camber angle acquisition means for acquiring a relationship between the expansion / contraction amount of the suspension device acquired by the expansion / contraction amount acquisition means and the camber angles of the left and right wheels that change in accordance with the expansion / contraction amount;
The camber angle correcting means corrects the camber angles of the left and right wheels based on the relationship between the expansion / contraction amount of the suspension device acquired by the camber angle acquiring means and the camber angles of the left and right wheels. The vehicle control device according to any one of claims 1 to 3.

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