JP6166085B2 - Suspension device - Google Patents

Description

  The present invention relates to a suspension device for a rear wheel of an automobile, and more particularly to an apparatus capable of suppressing or canceling the influence of vertical force compliance steer generated at the beginning of turning.

A suspension device for a rear wheel of a vehicle such as an automobile has a hub bearing housing that supports the rear wheel so as to be rotatable with respect to the vehicle body via a suspension link (link) that is slidably attached to the vehicle body. It is supported so that it can be stroked.
As an example, such a rear-wheel suspension device is positioned in the camber direction of the rear wheel by a pair of upper and lower lateral links, and a pair of lower lateral links are arranged apart from each other in the front-rear direction, thereby Positioning is performed.
As an example of such a suspension device for a rear wheel, for example, Patent Document 1 discloses a front and rear lateral link (lower link) and a trailing link in which a hub bearing housing is slidably attached to a subframe attached to a lower floor of a vehicle body. What is positioned using is described.

One or both ends of each of these links are connected to a vehicle body or a hub bearing housing via a rubber bush for vibration isolation.
For example, when a lateral force is applied during turning of the vehicle, a lateral force compliance steer in which the rear wheels change toe-in or toe-out in the toe-in direction due to the difference in deformation amount of the rubber bushes of the front and rear lateral links occurs.
In general, when turning a vehicle, it is preferable that the turning outer wheel side tends to toe-in and the turning inner wheel side tends to toe-out.Therefore, when setting the rigidity of the rubber bush of the front and rear lateral links, the amount of displacement with respect to the lateral force is relative to the rear side. It is often set to be large on the front side.

  In addition, the geometrical arrangement (geometry) of each link constituting the suspension tends to toe-in on the turning outer ring side, that is, the bump side (contraction side), and toe-out tendency on the turning inner ring side, that is, the rebound side (extension side). In many cases, bump steer characteristics are given.

JP 2011-57021 A

However, as described above, in the case of a suspension that exhibits a lateral force compliance steer that is toe-in on the outer ring side and toe-out on the inner ring side due to the lateral force at the time of turning, the compliance steer (vertical force compliance) caused by the vertical force at the beginning of turning. Depending on the steering, there may be a tendency to toe out on the outer ring side and toe in on the inner ring side.
After that, when the lateral force increases and the suspension stroke starts and the lateral force compliance steer and bump steer occur, the outer ring side tends to toe in and the inner ring side tends to toe out. When the rear wheels are steered in the opposite phase, the steering stability is lowered.
In view of the above-described problems, an object of the present invention is to provide a rear wheel suspension device capable of suppressing or canceling the influence of vertical force compliance steer generated in the early stage of turning.

The present invention solves the above-described problems by the following means.
According to a first aspect of the present invention, there is provided a hub bearing housing that supports a rear wheel of a vehicle so as to be rotatable around an axle, and both ends of the hub bearing housing are slidably attached to a vehicle body and a hub bearing. A suspension link that supports the stroke, a suspension spring that generates a reaction force corresponding to a vertical displacement of the hub bearing housing with respect to the vehicle body, and a vertical speed of the hub bearing housing with respect to the vehicle body. A suspension device that includes a damper that generates a damping force and a rear wheel steering actuator that imparts a steering angle to the rear wheel, wherein the suspension is moved toward the toe-in side or the toe-out side by increasing the vertical force acting on the tread of the rear wheel. Vertical force compliance steer special for steering rear wheels Has, the rear wheel steering actuator, a steering angle is applied to the rear wheel to cancel or suppress direction the toe change due to temporarily the vertical force compliance steer characteristics in turning initial vehicle, the rear wheel The steering actuator is a suspension device characterized in that the application of the steering angle is terminated when the strokes of the suspension spring and the damper become a predetermined value or more .
According to this, by using the rear-wheel steering actuator, the outer wheel is temporarily toe-out at the beginning of turning by giving the rear wheel a steering angle in a direction that cancels or suppresses the toe change caused by the vertical force compliance steering. It is possible to prevent the side and inner wheels from changing toe to the toe-in side, and improve steering stability.
Further, when a sufficient toe change to the outer ring toe-in side and the inner ring toe-out side can be obtained by the bump steer or the lateral force compliance steer, an excessive toe change can be prevented and the steering stability can be further improved.

The invention according to claim 2 is characterized in that the rear wheel steering actuator imparts the steer angle to the rear wheel so that the steer angle varies according to a ground load variation of the rear wheel. Item 2. The suspension device according to Item 1.
According to this, it becomes possible to give a steer angle corresponding to a toe change due to vertical force compliance steer by giving a steer angle according to the ground load fluctuation, and suppress a sense of incongruity due to a sudden change in the toe angle. be able to.

The invention according to claim 3 is characterized in that the rear-wheel steering actuator gradually reduces and decreases the steering angle when the application of the steering angle is terminated. It is a suspension device.
According to this, it is possible to prevent a sudden toe change at the end of the toe correction and to suppress a sense of incongruity due to a sudden change in the toe angle.

  As described above, according to the present invention, it is possible to provide a rear wheel suspension device capable of suppressing or canceling the influence of the vertical force compliance steer generated at the beginning of turning.

It is the perspective view which looked at Example 1 of the suspension device to which the present invention is applied from the front side. It is the perspective view which looked at the suspension apparatus of Example 1 from the back side. It is the figure which looked at the suspension apparatus of Example 1 from the front. It is the figure which looked at the suspension apparatus of Example 1 from back. It is the figure which looked at the suspension apparatus of Example 1 from upper direction. It is the figure which looked at the suspension apparatus of Example 1 from the downward direction. It is the figure which looked at the suspension apparatus of Example 1 from the side. 1 is a block diagram illustrating a configuration of a control system for a suspension device according to a first embodiment. 3 is a flowchart illustrating toe angle correction control of the suspension device according to the first embodiment. 3 is a graph schematically showing an example of transition of a rear wheel toe angle in the suspension device of the first embodiment. It is a flowchart which shows the toe angle correction | amendment control in Example 2 of the suspension apparatus to which this invention is applied. It is a graph which shows the correlation with the top mount load and steering angle in the suspension apparatus of Example 2. 6 is a graph showing a transition of a toe angle correction amount at the end of normalized toe angle correction in the suspension device of the second embodiment. 6 is a graph schematically showing an example of transition of a rear wheel toe angle in the suspension device of the second embodiment.

  The present invention aims to provide a rear wheel suspension device capable of suppressing or canceling the influence of vertical force compliance steer generated at the beginning of turning, from immediately after the start of steering until the suspension stroke reaches a predetermined value or more. The problem was solved by steering the outer ring to the toe-in side and the inner ring to the toe-out side with the 4WS system.

Embodiment 1 of a suspension device to which the present invention is applied will be described below.
The suspension device of the embodiment is a double wishbone type suspension provided for the rear wheel of an automobile such as a four-wheel passenger car.
FIG. 1 is a perspective view of the suspension device according to the first embodiment as viewed from the front side.
FIG. 2 is a perspective view of the suspension device of the first embodiment when viewed from the rear side.
FIG. 3 is a front view of the suspension device according to the first embodiment.
FIG. 4 is a rear view of the suspension device according to the first embodiment.
FIG. 5 is a top view of the suspension device of the first embodiment.
FIG. 6 is a view of the suspension device of the first embodiment as viewed from below.
FIG. 7 is a side view of the suspension device according to the first embodiment.

  The suspension device 1 includes a subframe 10, a housing 20, a front lateral link 30, a rear lateral link 40, an upper link 50, a trailing link 60, a damper unit 70, a stabilizer device 80, and the like.

The sub-frame 10 is a structural member that serves as a base to which each link of the suspension device 1 is attached, and is attached to a lower floor of a vehicle body (not shown) via a sub-frame bush having anti-vibration rubber.
The sub frame 10 includes a front member 11, a rear member 12, a side member 13, and the like.
The front member 11 is a beam-like member that is provided at the front end of the sub-frame 10 and is disposed substantially along the vehicle width direction.
Both ends of the front member 11 are attached to the vehicle body via subframe bushes.
The rear member 12 is a beam-like member provided at the rear end portion of the subframe 10 and arranged substantially along the vehicle width direction.
Both end portions of the rear member 12 are attached to the vehicle body via subframe bushes.
The side member 13 is a beam-like member that connects a portion in the vicinity of the side end portion of the front member 11 and a portion in the vicinity of the side end portion of the rear member 12 substantially along the vehicle front-rear direction.
A pair of left and right side members 13 are provided apart from each other in the vehicle width direction.

The housing 20 is a member that houses a hub bearing that rotatably supports a hub to which wheels are attached.
The suspension device 1 supports the housing 20 with respect to the subframe 10 so as to allow a vertical stroke along a predetermined trajectory.

The front lateral link 30 and the rear lateral link 40 are provided between the lower part of the side member 13 and the lower part of the housing 20.
The front lateral link 30 and the rear lateral link 40 are disposed substantially along the vehicle width direction and separated from each other in the vehicle front-rear direction.
Both end portions of the front lateral link 30 and the rear lateral link 40 are swingably connected to the side member 13 and the housing 20 via rubber bushes for vibration isolation.

The upper link 50 is provided between the upper part of the side member 13 and the upper part of the housing 20.
The upper link 50 is disposed substantially along the vehicle width direction.
Both end portions of the upper link 50 are swingably connected to the side member 13 and the housing 20 via a rubber bush for vibration isolation and a ball joint, respectively.

The trailing link 60 is provided between the vicinity of the side end portion of the front member 11 and the lower portion of the housing 20.
The trailing link 60 is disposed substantially along the vehicle longitudinal direction.
Both ends of the trailing link 60 are swingably connected to the front member 11 and the housing 20 via rubber bushes for vibration isolation.

The damper unit 70 is a unit of a damper that generates a damping force corresponding to the expansion / contraction speed and a coil spring that generates a spring reaction force corresponding to the expansion / contraction amount.
The upper end portion of the damper unit 70 is attached to a vehicle body (not shown) via a top mount having a vibration proof rubber.
A lower end portion of the damper unit 70 is attached to the rear lateral link 40.

The stabilizer device 80 is an anti-roll device that generates a spring reaction force in a direction that reduces the left-right stroke difference when a stroke in the opposite direction (reverse phase) occurs on the left and right of the suspension device 1.
The stabilizer device 80 is connected to the left and right rear lateral links 40 via links at both ends of a stabilizer bar formed of spring steel and having an intermediate portion disposed substantially along the vehicle width direction.
Further, the suspension device 1 is provided with a rear wheel steering mechanism (not shown) that can steer the housing 20 by an actuator such as an electric motor provided in the sub-frame 10.

In the suspension device 1 described above, the lateral force compliance steer characteristic that tends to toe-in on the turning outer wheel side and toe-out on the turning inner wheel side due to elastic deformation of the bushes of the front lateral link 30 and the rear lateral link 40 caused by the lateral force due to turning. The rigidity of each bush is set so that
Specifically, the lateral rigidity of the rubber bush of the front lateral link 30 is set lower than the lateral rigidity of the rubber bush of the rear lateral link 40.

Further, the suspension device 1 is steered to the toe-in side when the rear wheel strokes in the direction in which the rear wheel rises with respect to the vehicle body (bump side) due to the geometry of each link, and the rear wheel is When it strokes in the downward direction (rebound side), it has a bump steer characteristic that steers to the toe-out side.
Due to the above-described lateral force compliance steer characteristic and bump steer characteristic, the outer wheel is steered to the toe-in and the inner ring is steered to the toe-out side when the vehicle is in steady turning.

  The suspension device 1 has a so-called rear toe-in characteristic in which the rear wheel steers in the toe-in direction when a braking force is applied to the rear wheel in order to ensure the stability of the vehicle when turning.

On the other hand, the front lateral link 30 and the rear lateral link 40 are subjected to a tensile load when the vehicle is traveling straight, due to the ground load on the rear wheels.
At the initial turning of the vehicle, a moment for rolling the vehicle body is generated, but there is a region where the stroke of the suspension does not start due to a stick of a damper or the like.
In such a region, the effects of lateral force compliance steer and bump steer are not substantially generated, but the ground load increases on the turning outer wheel side and the ground load decreases on the turning inner wheel side.
For this reason, the tensile load acting on the front lateral link 30 and the rear lateral link 40 increases on the turning outer ring side and decreases on the turning inner ring side.
Since the lateral stiffness of the rubber bushes of the front lateral link 30 and the rear lateral link 40 is lower on the front lateral link 30 side as described above, the displacement of the housing 20 due to such a change in tensile load is the rear side on the front side. Bigger than.
Therefore, a vertical force compliance steer characteristic occurs in which the turning outer wheel steers to the toe-out side and the turning inner wheel steers to the toe-in side.

As described above, at the beginning of turning, the influence of vertical force compliance steer appears strongly, but the influence of lateral force compliance steer and bump steer hardly appears, so the turning outer wheel is steered to the toe-out side and the turning inner wheel is steered to the toe-in side.
After that, when the damper unit 70 starts a stroke and a lateral force starts to act on the front lateral link 30 and the rear lateral link 40, the influence of the lateral force compliance steer and the bump steer becomes stronger, the turning outer wheel is on the toe-in side, and the turning inner ring is on Cut back to toe side.
As described above, when the rear wheels are steered in the opposite direction between the initial turning and the steady turning, there is a case where a bad influence is exerted on the steering stability of the vehicle.
Thus, in the first embodiment, toe angle correction control is performed to generate a toe change in a direction that reduces or cancels the vertical force compliance steer at the beginning of turning.
This point will be described below.

FIG. 8 is a block diagram illustrating a configuration of a control system for the suspension device according to the first embodiment.
The suspension control system 100 includes an electric power steering (EPS) control unit 110, a behavior control unit 120, a 4WS control unit 130, a toe angle correction control unit 140, and the like.
These can communicate with each other via a CAN communication system 150 which is a kind of in-vehicle LAN, for example.

The EPS control unit 110 controls an electric power steering device that generates a steering assist torque in accordance with an input torque from a driver.
A steering angle sensor 111 and a torque sensor 112 are connected to the EPS control unit 110.
The rudder angle sensor 111 detects the current steering angle (steering wheel angle) of the steering system.
The torque sensor 112 detects input torque input from the driver to the steering system.

The behavior control unit 120 generates a moment in a direction to suppress the behavior by generating a braking force difference between the left and right wheels when a behavior such as oversteer or understeer occurs in the vehicle.
The behavior control unit 120 controls a hydraulic control unit (HCU) 123 that can individually control the brake hydraulic pressure supplied to the LH brake 121 and the RH brake 122.
The behavior control unit 120 is connected to a vehicle speed sensor 124 that outputs a pulse signal corresponding to the rotational speed of the wheel, and can acquire the vehicle speed.

  The 4WS control unit 130 controls the 4WS motor 131 that is an electric actuator that forcibly changes (steers) the toe angles of the left and right rear wheels.

When the toe angle correction control unit 140 detects the start of turning based on information from the EPS control unit 110 or the like, the toe angle correction temporarily generates a toe change in a direction to suppress or cancel the vertical force compliance steer described above. Control is performed.
A stroke sensor 141 and a top mount load sensor 142 are connected to the toe angle correction control unit 140.
The stroke sensor 141 detects the strokes of the dampers of the left and right damper units 70, respectively.
The top mount load sensor 142 detects the vertical load acting on the top mounts provided at the upper ends of the left and right damper units 70, respectively.

FIG. 9 is a flowchart illustrating toe angle correction control of the suspension device according to the first embodiment.
Hereinafter, the steps will be described step by step.

<Step S01: Handle angle θs acquisition>
The toe angle correction control unit 140 acquires the handle angle θs from the EPS control unit 110.
Thereafter, the process proceeds to step S02.

<Step S02: Steering speed θs'calculation>
The toe angle correction control unit 140 calculates the steering speed θs ′ by differentiating the steering wheel angle θs acquired in step S01 with respect to time.
Thereafter, the process proceeds to step S03.

<Step S03: Vehicle speed determination>
The toe angle correction control unit 140 acquires the vehicle speed V from the behavior control unit 120.
If the current vehicle speed V is equal to or lower than the preset upper limit vehicle speed Vmax and equal to or higher than the lower limit speed Vmin, it is determined that the toe angle correction control is to be executed, and the process proceeds to step S04.
In other cases, it is determined that the toe angle correction control should not be executed, and the series of processing ends (returns).

<Step S04: Steering start judgment flag judgment>
If the flag value of the steering start determination flag is 0, the toe angle correction control unit 140 proceeds to step S05 in order to determine whether or not steering has started.
If the value of the steering start determination flag is 1, it is assumed that steering has already started, and the process proceeds to step S09.

<Step S05: Disturbance judgment>
When the product of the steering wheel angle θs acquired in step S01 and the driver input torque Ts acquired from the EPS control unit 110 is equal to or greater than a predetermined threshold, the toe angle correction control unit 140 performs an intentional steering operation by the driver. As a result, the process proceeds to step S06.
In other cases, even if there is a change in the steering wheel angle θs or the like, it is determined that it is due to a disturbance, and a series of processing ends (returns).

<Step S06: Steering Speed Absolute Value Determination>
The toe angle correction control unit 140 compares the absolute value of the steering speed θs ′ calculated in step S02 with a preset threshold value.
When the absolute value of the steering speed θs ′ is greater than or equal to the threshold value, the process proceeds to step S07, and in other cases, a series of processing ends (returns).

<Step S07: Judgment of increase / return of cut>
When the product of the steering wheel angle θs acquired in step S01 and the steering speed θs ′ calculated in step S02 is positive (greater than 0), the toe angle correction control unit 140 increases the steering angle by a driver operation. The process proceeds to step S08.
On the other hand, in other cases, it is determined that the steering angle is being reduced, and the series of processing ends.

<Step S08: Set steering start flag>
The toe angle correction control unit 140 sets the flag value of the steering start determination flag from 0 to 1.
Thereafter, the process proceeds to step S09.

<Step S09: Toe angle correction control>
The toe angle correction control unit 140 issues a command to the 4WS control unit 130 to perform toe angle correction control.
The toe angle correction control steers the turning outer wheel to the toe-in side and the turning inner wheel to the toe-out side.
Then, it progresses to step S10.

<Step S10: Stroke Change Detection>
The toe angle correction control unit 140 detects the stroke of the left and right damper units 70 using the stroke sensor 141.
Then, it progresses to step S11.

<Step S11: Outer ring side stroke determination>
The toe angle correction control unit 140 determines whether the outer ring is toe-in or inner ring depending on the lateral force compliance steer characteristic and the bump steer characteristic when the stroke change amount from the straight traveling of the damper unit 70 on the turning outer ring side is not less than a preset threshold value. Then, it is determined that the toe change to the toe-out has sufficiently occurred, and the process proceeds to step S12.
In other cases, it is determined that it is necessary to continue toe angle correction control, and a series of processing ends (returns).

<Step S12: Steering start determination flag clear>
The toe angle correction control unit 140 clears the steering start determination flag as 0, and proceeds to step S13.

<Step S13: Completion of toe angle correction>
The toe angle correction control unit 140 ends toe angle correction and ends a series of processing.

FIG. 10 is a graph schematically showing an example of the transition of the rear wheel toe angle in the suspension device of the first embodiment.
The vertical axis indicates the toe angle of the turning outer wheel, and the upper side indicates the toe-in side.
The horizontal axis indicates the time from the start of steering.
Further, a history when the toe angle correction control is not performed is indicated by a broken line, and a history when the toe angle correction control is performed is indicated by a solid line.
In addition, although the toe-in and toe-out are reversed on the turning inner wheel side, a substantially similar history is shown.

When the toe angle correction control is not performed, the toe angle of the rear wheel first changes in the toe-out direction due to the vertical force compliance steer characteristic, and then when the suspension stroke change or lateral force occurs, the bump steer characteristic and lateral force compliance steer characteristic Changes to the toe-in side.
On the other hand, according to the first embodiment, by performing the toe angle correction control that steers the outer ring to the toe-in side and the inner ring to the toe-out side using the 4WS system at the beginning of turning, the outer ring is moved to the toe-out side by the vertical force compliance steering. Steering stability can be improved by preventing the inner ring from being steered to the toe-in side.

Next, a second embodiment of the suspension device to which the present invention is applied will be described.
In each of the embodiments described below, the same reference numerals are given to portions that are substantially the same as those of the previous embodiment, the description thereof is omitted, and differences will mainly be described.
The suspension device of the second embodiment cancels the influence of the vertical force compliance steer by the toe angle correction control of the left and right rear wheels as in the first embodiment, but suppresses a sudden toe change due to on / off of the toe angle correction control. Therefore, the toe angle correction amount is set according to the top mount load, and the toe angle correction amount at the end of the correction is gradually changed.

FIG. 9 is a flowchart illustrating toe angle correction control of the suspension device according to the first embodiment.
Hereinafter, the steps will be described step by step.

<Step S01: Handle angle θs acquisition>
The toe angle correction control unit 140 acquires the handle angle θs from the EPS control unit 110.
Thereafter, the process proceeds to step S02.

<Step S02: Steering speed θs'calculation>
The toe angle correction control unit 140 calculates the steering speed θs ′ by differentiating the steering wheel angle θs acquired in step S01 with respect to time.
Thereafter, the process proceeds to step S03.

<Step S03: Vehicle speed determination>
The toe angle correction control unit 140 acquires the vehicle speed V from the behavior control unit 120.
If the current vehicle speed V is equal to or lower than the preset upper limit vehicle speed Vmax and equal to or higher than the lower limit speed Vmin, it is determined that the toe angle correction control is to be executed, and the process proceeds to step S04.
In other cases, it is determined that the toe angle correction control should not be executed, and the process proceeds to step S09.

<Step S04: Steering start judgment flag judgment>
If the value of the steering start determination flag is 0, the toe angle correction control unit 140 proceeds to step S05 in order to determine whether or not steering has started.
If the value of the steering start determination flag is 1, it is assumed that steering has already started, and the process proceeds to step S10.

<Step S05: Disturbance judgment>
When the product of the steering wheel angle θs acquired in step S01 and the driver input torque Ts acquired from the EPS control unit 110 is equal to or greater than a predetermined threshold, the toe angle correction control unit 140 performs an intentional steering operation by the driver. As a result, the process proceeds to step S06.
In other cases, even if there is a change in the handle angle θs or the like, it is determined that it is due to disturbance, and the process proceeds to step S09.

<Step S06: Steering Speed Absolute Value Determination>
The toe angle correction control unit 140 compares the absolute value of the steering speed θs ′ calculated in step S02 with a preset threshold value.
If the absolute value of the steering speed θs ′ is greater than or equal to the threshold value, the process proceeds to step S07, and otherwise the process proceeds to step S09.

<Step S07: Judgment of increase / return of cut>
When the product of the steering wheel angle θs acquired in step S01 and the steering speed θs ′ calculated in step S02 is positive (greater than 0), the toe angle correction control unit 140 increases the steering angle by a driver operation. The process proceeds to step S08.
On the other hand, in other cases, it is determined that the steering angle is being reduced, and the process proceeds to step S09.

<Step S08: Set steering start flag>
The toe angle correction control unit 140 sets the flag value of the steering start determination flag from 0 to 1.
Then, it progresses to step S10.

<Step S09: Top Mount Load Storage>
The toe angle correction control unit 140 stores the current top mount load (F0) detected by the top mount load sensor 142.
Thereafter, the series of processing is terminated (returned).

<Step S10: Outer ring stroke flag determination>
The toe angle correction control unit 140 proceeds to step S11 when the flag value of the outer wheel stroke flag, which is a flag indicating the presence / absence of the stroke of the damper unit 70 on the outer wheel side, is 0, otherwise proceeds to step S17. move on.

<Step S11: Top mount load acquisition>
The toe angle correction control unit 140 acquires the current top mount load of the damper unit 70 on the outer ring side from the top mount load sensor 142.
Thereafter, the process proceeds to step S12.

<Step S12: Outer ring stroke determination>
The toe angle correction control unit 140 determines that toe angle correction control is necessary when the stroke change amount from the straight traveling state on the outer ring side detected by the stroke sensor 141 is smaller than a preset threshold value. The process proceeds to S13, and in other cases, the process proceeds to step S16 to end the toe angle correction control.

<Step S13: Toe angle correction control>
The toe angle correction control unit 140 issues a command to the 4WS control unit 130 to perform toe angle correction control.
The toe angle correction control steers the turning outer wheel to the toe-in side and the turning inner wheel to the toe-out side.
The steer angle at this time varies according to the top mount load.
FIG. 12 is a graph showing the correlation between the top mount load and the steer angle in the suspension device of the second embodiment.
As shown in FIG. 12, the steering angle is set so as to increase as the top mount load increases.
Thereafter, the process proceeds to step S14.

<Step S14: Correction amount storage>
The toe angle correction control unit 140 stores a correction amount γ by the toe angle correction currently being executed.
Thereafter, the process proceeds to step S15.

<Step S15: Time index storage>
The toe angle correction control unit 140 stores the current time as the time index t0.
Thereafter, the series of processing is terminated (returned).

<Step S16: Outer wheel stroke flag set>
The toe angle correction control unit 140 sets the flag value of the outer wheel stroke flag to 1, and sets the flag.
Thereafter, the process proceeds to step S17.

<Step S17: Time index acquisition>
The toe angle correction control unit 140 acquires the current time as the time index t.
Thereafter, the process proceeds to step S18.

<Step S18: Correction Value Calculation>
The toe angle correction control unit 140 calculates the correction amount of the toe angle correction (outer wheel toe-in side steer angle / inner wheel toe out side steer angle) using the following Equation 1.

Correction value = γF ((t−t0) / T) (Expression 1)

Here, F (x) is a function set to gradually reduce the correction amount.
FIG. 13 is a graph showing the transition of the toe angle correction amount at the end of the normalized toe angle correction in the suspension device of the second embodiment.
As shown in FIG. 13, the function F (x) gradually changes the normalized correction amount from 1 to 0 in accordance with the passage of normalized time (0 to 1).
T represents the time until the correction amount is gradually decreased and finally becomes zero.
Thereafter, the process proceeds to step S19.

<Step S19: Toe angle correction>
The toe angle correction control unit 140 corrects the toe of the left and right rear wheels using the toe angle correction amount calculated in step S19.
Thereafter, the process proceeds to step S20.

<Step S20: Determination of correction end time>
The toe angle correction control unit 140 determines whether or not the toe angle correction has been substantially completed using the following Equation 2.

T-t-t0 <0 (Formula 2)

When the expression 2 is satisfied, the series of processing is ended (returned) assuming that the toe angle correction is substantially ended.
On the other hand, when Expression 2 is not satisfied, the process proceeds to step S21.

<Step S21: Clear steering start flag>
The toe angle correction control unit 140 sets the flag value of the steering start determination flag to 0 and clears the flag.
Thereafter, the process proceeds to step S22.

<Step S22: Toe angle correction end>
The toe angle correction control unit 140 ends the toe angle correction and proceeds to step S23.

<Step S23: Clear outer wheel stroke flag>
The toe angle correction control unit 140 sets the flag value of the outer wheel stroke flag to 0 and clears the flag.
Thereafter, the series of processing is terminated.

FIG. 14 is a graph schematically showing an example of the transition of the rear wheel toe angle in the suspension device of the second embodiment.
In the second embodiment, the correction amount in the toe angle correction is set so as to increase in accordance with the top mount load, and the correction amount is gradually decreased at the end of the correction, thereby making the change in the toe angle gentle and improving the steering stability. This can improve and reduce the uncomfortable feeling given to the driver.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configuration of the suspension device is not limited to the above-described embodiment, and can be changed as appropriate. For example, the type of the suspension device is not limited to the double wishbone type as in the embodiment, but may be other types such as a strut type, a multi-link type, and a trailing arm type. Further, the configuration of the control system is not particularly limited.
(2) In each embodiment, the toe angle correction control is terminated based on the damper stroke, the top mount load, etc., but the toe angle correction control may be terminated by other methods. For example, it may be stopped at a predetermined time after the start of turning. Further, the method for gradually changing the control amount is not particularly limited.

DESCRIPTION OF SYMBOLS 1 Suspension apparatus 10 Sub frame 11 Front member 12 Rear member 13 Side member 20 Housing 30 Front lateral link 40 Rear lateral link 50 Upper link 60 Trailing link 70 Damper unit 80 Stabilizer apparatus 100 Suspension control system 110 Electric power steering (EPS) control unit 111 Steering angle sensor 112 Torque sensor 120 Behavior control unit 121 LH brake 122 RH brake 123 Hydraulic control unit 124 Vehicle speed sensor 130 4WS control unit 140 Toe angle correction control unit 141 Stroke sensor 142 Top mount load sensor 150 CAN communication system

Claims (3)

A hub bearing housing that rotatably supports the rear wheel of the vehicle around the axle;
Suspension links for supporting both ends of the hub bearing housing with respect to the vehicle body so that the both ends can be slidably mounted on the vehicle body and the hub bearing.
A suspension spring that generates a reaction force according to the amount of relative displacement in the vertical direction of the hub bearing housing with respect to the vehicle body;
A damper that generates a damping force according to the relative speed in the vertical direction of the hub bearing housing with respect to the vehicle body;
A suspension device comprising a rear wheel steering actuator for imparting a steering angle to the rear wheel,
Having a vertical force compliance steer characteristic that steers the rear wheel on the toe-in side or toe-out side by increasing the vertical force acting on the tread of the rear wheel;
The rear wheel steering actuator provides a steering angle to the rear wheel in a direction to cancel or suppress a toe change caused by the vertical force compliance steering characteristic temporarily in an initial turning of the vehicle ,
The suspension device according to claim 1, wherein the rear wheel steering actuator finishes the application of the steering angle in response to a stroke of the suspension spring and the damper becoming a predetermined value or more . 2. The suspension device according to claim 1, wherein the rear wheel steering actuator imparts the steer angle to the rear wheel such that the steer angle varies according to a ground load variation of the rear wheel. 3. The suspension device according to claim 1, wherein the rear wheel steering actuator gradually reduces and decreases the steering angle when the application of the steering angle is finished . 4.

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