WO2010116641A1 - Vehicle - Google Patents

Abstract

Disclosed is a user-friendly vehicle which can be used comfortably in safety and can ensure motion performance as much as possible while guaranteeing adequate security even when the body is fixed while leaning heavily to either the left or right side by reducing the transverse acceleration limit of the vehicle when a body tilting link mechanism is fixed. The vehicle comprises right and left drive wheels (12) fixed rotatably to the body, a body tilting link mechanism which tilts the body to the right or left, a link brake which fixes the body tilting link mechanism, and a vehicle controller which controls the position of the body by controlling the drive torque to be imparted to each drive wheel (12) and the link torque to be imparted to the body tilting link mechanism, wherein the vehicle controller reduces the transverse acceleration limit of the vehicle when the link brake fixes the body tilting link mechanism.

Description

vehicle

The present invention relates to a vehicle.

Conventionally, a technique related to a vehicle using a so-called coaxial two-wheel inverted pendulum attitude control including a pair of wheels and a link mechanism that supports the pair of wheels has been proposed. For example, a technology has been proposed for a vehicle or the like that has two drive wheels arranged on the same axis and that drives by sensing a change in the posture of the vehicle body caused by the driver's movement of the center of gravity (for example, Patent Documents 1 and 2). reference.).

In the case of the vehicle described in Patent Document 1, the vehicle travels while the vehicle body is tilted left and right by a link mechanism.

JP 2006-001385 A JP 2008-238938 A

However, in the conventional vehicle, the link mechanism may be fixed when an actuator that tilts the vehicle body to the left or right is abnormal. For example, in order to prevent the vehicle body from freely tilting and deteriorating the stability of the vehicle body posture, the brake is operated to fix the link mechanism when the actuator is abnormal. However, such control may not be able to sufficiently ensure stability and comfort.

For example, the substantial limit value of the turning performance of the vehicle is lowered by fixing the link mechanism. In other words, since the range in which the center of the ground load can be moved changes due to the fixing of the link mechanism, the vehicle body posture cannot be maintained and the safety may not be sufficiently ensured when turning in the same manner as normal.

Also, the amount of decrease in the limit value differs in the turning direction depending on the state where the link mechanism is fixed. Therefore, the driver is forced to carefully control by accurately determining the amount of decrease in the left and right turning performance limits from the fixed angle of the link mechanism. In such a case, safety and maneuverability may not be sufficiently ensured.

However, if the vehicle is forcibly stopped to ensure safety against these conditions, it will not be possible to run away from the road or on the shoulder in an emergency, and the usable environment will be substantially limited. End up.

The present invention solves the problems of the conventional vehicle, and when the vehicle body tilt link mechanism is fixed, by reducing the limit value of the vehicle lateral acceleration, the vehicle body is fixed in a state of being greatly inclined to the left or right side. It is an object to provide a vehicle that can assure as much safety as possible while ensuring sufficient safety, and is easy to use and safe and comfortable to use. And

Therefore, in the vehicle of the present invention, left and right drive wheels that are rotatably attached to the vehicle body, a vehicle body tilt link mechanism that tilts the vehicle body left and right, a link brake that fixes the vehicle body tilt link mechanism, A vehicle control device for controlling the posture of the vehicle body by controlling a drive torque applied to each of the drive wheels and a link torque applied to the vehicle body tilt link mechanism, the vehicle control device including the link brake The limit value of the vehicle lateral acceleration when the vehicle body tilt link mechanism is fixed is reduced to a value smaller than the vehicle lateral acceleration limit value when the vehicle body tilt link mechanism is not fixed.

In another vehicle of the present invention, the vehicle control device further reduces a limit value with respect to a target value of vehicle lateral acceleration.

In still another vehicle of the present invention, the vehicle control device further determines a reduction amount of the limit value according to a fixed angle of the vehicle body tilt link mechanism.

In still another vehicle of the present invention, the vehicle control device further uses the angle from the right end of the vehicle body tilt movable range to the fixed position as a reduction amount of the rightward acceleration limit value, and the fixed position from the left end of the vehicle body tilt movable range. Is the amount of decrease in the left acceleration limit value.

In yet another vehicle of the present invention, the vehicle control device further decreases the other value in accordance with one of the right acceleration limit value and the left acceleration limit value.

In still another vehicle according to the present invention, the vehicle control device further compares the right acceleration limit value and the left acceleration limit value, and decreases the larger acceleration limit value to the smaller acceleration limit value.

In still another vehicle of the present invention, the vehicle control device further decreases the average driving wheel rotation angular velocity limit value according to the limit value of the vehicle lateral acceleration.

In still another vehicle of the present invention, the vehicle control device further sets a minimum turning radius at a maximum speed when the vehicle body tilt link mechanism is fixed to a maximum when the vehicle body tilt link mechanism is not fixed. The average driving wheel rotational angular velocity limit value when the vehicle body tilt link mechanism is fixed is corrected so as to be equal to or less than the minimum turning radius at the speed.

In still another vehicle of the present invention, the vehicle control device further reduces the limit value of the vehicle left-right acceleration according to the left-right road surface gradient.

In still another vehicle of the present invention, the vehicle control device further includes a vehicle left acceleration and a vehicle right acceleration when the vehicle body inclination direction on the horizontal plane is the same as the downward direction of the left-right road gradient. The limit value is decreased, and the limit values of the vehicle left acceleration and the vehicle right acceleration are fixed when the inclination direction of the vehicle body on the horizontal plane is the same as the upward direction of the left-right road gradient.

In yet another vehicle of the present invention, the vehicle control device further applies a drive torque difference according to a target value of the limited vehicle lateral acceleration to the left and right drive wheels.

In still another vehicle according to the present invention, when the vehicle body tilt link mechanism is fixed, the vehicle body is tilted to the left or right.

In still another vehicle of the present invention, the vehicle control device further includes the vehicle lateral acceleration from the midpoint of the grounding point of the left and right drive wheels according to the limited vehicle lateral acceleration and the left and right inclination state of the vehicle body. Estimating the ground load movement rate, which is a value obtained by dividing the distance to the center of action of the ground load of the left and right drive wheels by the distance from the midpoint to the ground point of the drive wheel, to the estimated value of the ground load mobility Accordingly, a drive torque difference is applied to the left and right drive wheels.

According to the configuration of claim 1, it is possible to ensure as much turning performance as possible while ensuring sufficient safety.

According to the configuration of the second aspect, it is possible to easily reduce the limit value of the vehicle lateral acceleration.

According to the configuration of the third aspect, since the stability condition of the vehicle body posture is strictly considered, the vehicle lateral acceleration can be limited within a range in which the vehicle posture can be reliably maintained.

According to the configuration of the fourth aspect, since the limit value of the vehicle lateral acceleration that satisfies the stability condition of the vehicle body posture can be obtained by a very simple method, safety and exercise performance can be achieved without increasing the load of control processing. Can be secured.

According to the configurations of the fifth and sixth aspects, it is possible to reduce a sense of incongruity and difficulty in maneuvering due to the difference between the left and right turning traveling states with respect to the operator's input.

According to the configuration of claim 7, the driver can easily perform safe maneuvering by setting the maximum speed of the vehicle to a value corresponding to the decrease in turning performance.

According to the configuration of claim 8, the vehicle speed can be limited without giving the driver a sense of incongruity or discomfort by setting a speed limit suitable for lowering the turning performance.

According to the configuration of claim 9, even when the road surface is inclined to the left and right, the maximum turning performance can be secured within a safe range.

According to the configuration of the tenth aspect, it is prohibited to temporarily limit the restriction of turning according to the inclination direction of the road surface, and the driver feels uncomfortable or overconfidence with respect to the turning performance after passing the road inclination portion. Can be surely prevented.

According to the configuration of the eleventh aspect, the vehicle lateral acceleration can be more reliably limited by executing the control for the target in the turning traveling state stably and with high accuracy.

According to the twelfth aspect of the present invention, even when the vehicle body tilt link mechanism is fixed in a state where the vehicle body is largely inclined, it is possible to ensure as much turning performance as possible while ensuring sufficient safety.

According to the configuration of the thirteenth aspect, even when the vehicle body tilt link mechanism is fixed in a state where the vehicle body is largely inclined, the control for the target in the turning traveling state is executed stably and with high accuracy, and the vehicle lateral acceleration is more reliably performed. Can be limited.

It is a figure which shows the inclination state of the vehicle in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle control process in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the normal driving | running | working and attitude | position control process in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the emergency running and attitude | position control process in the 1st Embodiment of this invention. It is a figure which shows the inclination state of the vehicle in the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 2nd Embodiment of this invention. It is a figure which shows the inclination state of the vehicle in the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle control process in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the brake control process in the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 4th Embodiment of this invention. It is a flowchart which shows the operation | movement of the brake control process in the 4th Embodiment of this invention. It is a figure which shows the inclination state of the vehicle in the 5th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 5th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 6th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram showing a tilted state of a vehicle in the first embodiment of the present invention, and FIG. 2 is a block diagram showing a configuration of a vehicle system in the first embodiment of the present invention.

In FIG. 1, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a body portion 11, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides. It can be tilted left and right. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. Further, the vehicle 10 can move forward and backward.

The drive wheel 12 is rotatably supported with respect to the support portion 13 which is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The rotational axis of the drive wheel 12 exists in a horizontal direction when the vehicle body is upright, and the drive wheel 12 rotates about the rotational axis. The drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52. As the drive actuator, for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, the description will be made assuming that the drive motor 52 that is an electric motor is used.

Further, the main body 11 which is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheel 12. A boarding unit 14 on which an occupant 15 who is a driver of the vehicle 10 boards is attached to the main body 11.

In the present embodiment, for the sake of explanation, an example in which an occupant 15 is boarded on the boarding unit 14 will be described. However, the occupant 15 does not necessarily have to board the boarding unit 14. In the case of being controlled by remote control, the occupant 15 does not have to be on the riding section 14, and a load such as cargo may be loaded instead of the occupant 15. In addition, the said boarding part 14 is the same as the sheet | seat used for motor vehicles, such as a passenger car and a bus | bath, and is provided with a seat surface part, a backrest part, and a headrest.

Further, the vehicle 10 has a link mechanism 60 as a vehicle body tilting link mechanism that tilts the vehicle body to the left and right, and when turning, as shown in FIG. 1, the angle with respect to the road surface of the left and right drive wheels 12, that is, the camber. While changing the angle and inclining the vehicle body including the riding section 14 and the main body section 11 toward the turning inner wheel, it is possible to improve the turning performance and ensure the comfort of the occupant 15. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction).

The link mechanism 60 connects the left and right vertical link units 65 that also function as motor support members that support the drive motor 52 that applies drive force to the left and right drive wheels 12 and the upper ends of the left and right vertical link units 65. And a lower horizontal link unit 64 that connects lower ends of the left and right vertical link units 65 to each other. The left and right vertical link units 65, the upper horizontal link unit 63, and the lower horizontal link unit 64 are rotatably connected. Furthermore, a support portion 13 extending in the vertical direction is rotatably connected to the center of the upper side link unit 63 and the center of the lower side link unit 64.

Reference numeral 61 denotes a link motor as a body tilting actuator that generates link torque, and includes a cylindrical body as a stator and a rotation shaft as a rotor rotatably attached to the body. The body is fixed to the upper lateral link unit 63, and the rotation shaft is fixed to the support portion 13. The body may be fixed to the support portion 13 and the rotation shaft may be fixed to the upper lateral link unit 63. When the link motor 61 is driven to rotate the rotating shaft with respect to the body, the support portion 13 rotates with respect to the upper lateral link unit 63, and the link mechanism 60 bends and stretches. The rotational axis of the link motor 61 is coaxial with the rotational axis of the connecting portion between the support portion 13 and the upper lateral link unit 63. As a result, the link mechanism 60 can be bent and extended to incline the main body 11.

An input device 30 including a joystick 31 as a target travel state acquisition device is disposed beside the boarding unit 14. The occupant 15 controls the vehicle 10 by operating a joystick 31 as a control device, that is, inputs a travel command such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. ing. If the occupant 15 can operate and input a travel command, other devices such as a pedal, a handle, a jog dial, a touch panel, and a push button can be obtained instead of the joystick 31 to obtain a target travel state. It can also be used as a device.

Further, when the vehicle 10 is steered by remote control, the joystick 31 is disposed on a remote controller (not shown), and the operation amount of the joystick 31 is disposed on the vehicle 10 by wire or wireless from the remote controller. It is transmitted to the receiving device. In this case, the operator of the joystick 31 is a person other than the occupant 15.

In the following description of the present embodiment, when the seating surface of the riding section 14 is horizontal, the x-axis is perpendicular to the rotation axis of the drive wheels 12, the y-axis is parallel, and the z is vertically upward. It is based on the coordinate system that takes the axis.

As shown in FIG. 2, the vehicle system includes a control ECU (Electronic Control Unit) 20 as a vehicle control device, and the control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and a link control ECU 23. The control ECU 20, the main control ECU 21, the drive wheel control ECU 22, and the link control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and a semiconductor memory, input / output interfaces, and the like, and perform operations of each part of the vehicle 10. A computer system to be controlled, which is disposed in the main body 11, for example, but may be disposed in the support portion 13 or the riding portion 14. The main control ECU 21, the drive wheel control ECU 22, and the link control ECU 23 may be configured separately or may be configured integrally.

The main control ECU 21 functions as a part of the drive wheel control system 50 that controls the operation of the drive wheel 12 together with the drive wheel control ECU 22, the drive wheel sensor 51, and the drive motor 52. The drive wheel sensor 51 includes a resolver, an encoder, and the like, functions as a drive wheel rotation state measuring device, detects a drive wheel rotation angle and / or rotation angular velocity indicating a rotation state of the drive wheel 12, and transmits it to the main control ECU 21. To do. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage corresponding to the received drive torque command value to the drive motor 52. The drive motor 52 applies drive torque to the drive wheels 12 in accordance with the input voltage, thereby functioning as a drive actuator.

The main control ECU 21 functions as a part of the vehicle body control system 40 that controls the posture of the vehicle body together with the drive wheel control ECU 22, the vehicle body tilt sensor 41, the link sensor 42, the drive motor 52, the link motor 61, and the link brake 62. . The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device. The vehicle body tilt sensor 41 detects a vehicle body tilt angle and / or tilt angular velocity indicating the tilt state of the vehicle body, and transmits the detected vehicle body tilt angle to the main control ECU 21. The link sensor 42 includes a resolver, an encoder, and the like. The link sensor 42 is disposed in the link mechanism 60, and the angle of the link units that rotate relative to each other, for example, between the support portion 13 and the upper lateral link unit 63. The angle, that is, the link rotation angle and / or the rotation angular velocity is detected and transmitted to the main control ECU 21. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22. The main control ECU 21 transmits a link torque command value to the link control ECU 23, and the link control ECU 23 supplies an input voltage corresponding to the received link torque command value to the link motor 61. The main control ECU 21 supplies the operating voltage to the link brake 62.

The link motor 61 applies a driving torque to the link mechanism 60 according to the input voltage, thereby functioning as an actuator for tilting. The link brake 62 functions as a tilt mechanism brake device that fixes the link mechanism 60 so that it cannot bend and stretch according to the operating voltage. The link brake 62 is a non-excited electromagnetic brake that is released when power is supplied. The link brake 62 is a device that is disposed in the link motor 61 and fixes the rotation shaft of the link motor 61 to the body of the link motor 61 so as not to rotate. For example, the lower side link unit 64 and the support part 13 may be relatively non-rotatably fixed.

In this embodiment, the operating voltage is directly input from the main control ECU 21 to the link brake 62. However, the main control ECU 21 transmits a brake operation signal to the link control ECU 23, and the link control ECU 23 receives the signal. In response to this, an operating voltage may be applied to the link brake 62.

Further, an operation amount is input to the main control ECU 21 as a travel command from the joystick 31 of the input device 30. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits a link torque command value to the link control ECU 23.

In addition, each sensor may acquire a plurality of state quantities. For example, an acceleration sensor and a gyro sensor may be used together as the vehicle body tilt sensor 41, and the vehicle body tilt angle and the vehicle body tilt angular velocity may be determined from the measured values of both.

Further, the control ECU 20 includes vehicle lateral acceleration limiting means for limiting the vehicle lateral acceleration and lateral acceleration limit value correcting means for correcting the limit value of the vehicle lateral acceleration from the viewpoint of function.

As the attitude control is performed by the control ECU 20, the vehicle 10 turns with the link mechanism 60 in a state in which the vehicle body is tilted to the inside of the turning circle as shown in FIG. When an abnormality occurs in the link motor 61 during turning, that is, when an actuator abnormality occurs, the link brake 62 is operated.

Next, the operation of the vehicle 10 having the above configuration will be described in detail. First, an outline of the vehicle control process will be described.

FIG. 3 is a flowchart showing the operation of the vehicle control process in the first embodiment of the present invention.

In the vehicle control process, the control ECU 20 first determines whether the motor is normal and determines whether the motor is normal (step S1). In this case, it is determined whether or not the link motor 61 can generate torque. Specifically, the link control ECU 23 includes motor diagnosis means, and when the link motor 61 is unable to generate torque, that is, when it is diagnosed as abnormal, a predetermined signal is transmitted to the main control ECU 21. Then, when receiving the signal, the main control ECU 21 determines that the motor is not normal.

If it is determined that the motor is normal, the control ECU 20 releases the brake (step S2). In this case, the link brake 62 is released, and the link mechanism 60 can be rotated. Specifically, the main control ECU 21 inputs an operating voltage to the link brake 62.

Subsequently, the control ECU 20 executes a normal travel / posture control process (step S3), realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while appropriately tilting the vehicle body, and performs a vehicle control process. Exit. The vehicle control process is repeatedly executed at predetermined time intervals (for example, every 100 [μs]).

On the other hand, if it is abnormal by determining whether or not the motor is normal, the control ECU 20 performs a brake operation (step S4). In this case, the link brake 62 is operated to fix the link mechanism 60. Specifically, the main control ECU 21 stops input of the operating voltage to the link brake 62.

Subsequently, the control ECU 20 executes emergency travel / posture control processing (step S5), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while the link mechanism 60 is fixed. The control process ends.

Next, normal travel / posture control processing will be described.

FIG. 4 is a flowchart showing the operation of the normal travel / posture control process in the first embodiment of the present invention.

In the present embodiment, state quantities, parameters, and the like are represented by the following symbols.
θ _WR : Right drive wheel rotation angle [rad]
θ _WL : Left drive wheel rotation angle [rad]
θ _W : average driving wheel rotation angle [rad]; θ _W = (θ _WR + θ _WL ) / 2
Δθ _W : Driving wheel rotation angle left / right difference [rad]; Δθ _W = θ _WR −θ _WL
θ ₁ : body tilt pitch angle (vertical axis reference) [rad]
φ ₁ : Body tilt roll angle (vertical axis reference) [rad]
τ _L : Link torque [Nm]
τ _WR : Right drive torque [Nm]
τ _WL : Left drive torque [Nm]
τ _W : Total driving torque [Nm]; τ _W = τ _WR + τ _WL
Δτ _W : Driving torque left / right difference [Nm]; Δτ _W = τ _WR −τ _WL
g: Gravity acceleration [m / s ² ]
R _W : Driving wheel contact radius [m]
D: Distance between two wheels [m]
m ₁ : Body mass (including the riding section) [kg]
m _W : Drive wheel mass (total of 2 wheels) [kg]
l ₁ : Body center-of-gravity distance (from axle) [m]
I _W : Moment of inertia of drive wheels (total of 2 wheels) [kgm ² ]
α _X : Vehicle longitudinal acceleration [m / s ² ]
α _Y : Vehicle lateral acceleration [m / s ² ]
η: Left and right road surface gradient [rad]
In the normal travel / posture control process, the main control ECU 21 first acquires each state quantity from the sensor (step S3-1). Specifically, the driving wheel rotation angle or the driving wheel rotation angular velocity is acquired from the driving wheel sensor 51, the vehicle body inclination angle or the inclination angular velocity is acquired from the vehicle body inclination sensor 41, and the link rotation angle or the link rotation angular velocity is acquired from the link sensor 42. get.

Subsequently, the main control ECU 21 calculates the remaining state quantity (step S3-2). In this case, the remaining state quantity is calculated by time differentiation or time integration of the obtained state quantity. For example, when the acquired state quantities are the drive wheel rotation angle, the vehicle body tilt angle, and the link rotation angle, the drive wheel rotation angular velocity, the tilt angular velocity, and the link rotation angular velocity can be obtained by time differentiation. Further, for example, when the acquired state quantities are the drive wheel rotation angular velocity, the tilt angular velocity, and the link rotation angular velocity, the drive wheel rotation angle, the vehicle body tilt angle, and the link rotation angle can be obtained by time integration of these. it can.

Subsequently, the main control ECU 21 acquires the pilot operation amount (step S3-3). In this case, the operator acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.

Subsequently, the main control ECU 21 determines a target value for vehicle acceleration based on the obtained operation amount of the joystick 31 (step S3-4). For example, values proportional to the front and rear and left and right operation amounts are set as target values for the longitudinal acceleration and the left and right acceleration. Note that the operation amount of the joystick 31 is represented by a positive value for forward operation and a negative value for backward operation, and for the left and right operations when operated from the rear of the vehicle 10 to the left. A positive value and a rightward operation are expressed as a negative value.

Subsequently, the main control ECU 21 corrects the target value of vehicle acceleration (step S3-5). Specifically, the target value of the vehicle lateral acceleration is corrected by the following formula.

Α _{Y, Max, L} are left acceleration limit values, α _{Y, Max, R} are right acceleration limit values,
α _{Y, Max, L} = α _{Y, Max, 0} + η
α _{Y, Max, R} = α _{Y, Max, 0} -η
It is.

Note that the left-right road gradient η is positive when tilted so as to be low on the left side when viewed from the rear of the vehicle 10 and high on the right side, and so as to be high on the left side of the vehicle 10 and low on the right side. Sometimes it is negative. In the description of the present embodiment, the superscript * represents the target value, the superscript (n) represents the nth data in the time series, and one dot on the symbol is 1 The value obtained by differentiating the floor time, that is, the speed, and the two dots on the symbol represent the value obtained by differentiating the second floor time, that is, the acceleration. The subscript X represents front and rear (x-axis direction), the subscript Y represents left and right (y-axis direction), and the subscript d represents a steering command value. .

Further, α _{Y, Max, 0} is a standard lateral acceleration limit value, and is expressed as follows.

Φ _{1L, Max} is the maximum vehicle body tilt roll angle on flat ground, and is a value determined by the structure of the link mechanism 60.

Note that the left-right road surface gradient η is obtained by the following equation.

Further, φ _1L is a link rotation angle reference vehicle body tilt roll angle, and φ _1L = f (φ _L ). Note that φ _L is a link rotation angle, and f is a function for converting the link rotation angle into a vehicle body tilt roll angle on a horizontal plane based on the geometric condition of the link mechanism 60. Δt is a control processing cycle (data acquisition interval), which is a predetermined value.

Thus, the target value of the vehicle lateral acceleration is corrected by the limit values of the leftward acceleration and the rightward acceleration. Specifically, the left and right vehicle acceleration target values are corrected so as to be within the range defined by the right acceleration limit value and the left deceleration limit value. That is, when the rightward acceleration target value is equal to or greater than the rightward acceleration limit value, the target value is set as the rightward acceleration limit value. When the left acceleration target value is equal to or greater than the left acceleration limit value, the target value is set as the left acceleration limit value.

Furthermore, the left acceleration limit value and the right deceleration limit value are predetermined values determined by mechanical parameters of the vehicle 10 or the like. Specifically, a limit that allows the ground load center point to be positioned between the two driving wheel ground points by moving the center of gravity of the vehicle body, that is, a stability limit of the vehicle body posture is given as each limit value. Thereby, the target value of the vehicle lateral acceleration is set within a range in which the stability of the vehicle body posture can be ensured.

Also, the limit values for vehicle left acceleration and vehicle right acceleration are corrected by the value of the left and right road surface gradient. Specifically, in consideration of a change in the vehicle body stability limit due to the road surface gradient, one of the left and right accelerations is further limited and the other is relaxed. That is, the lateral acceleration limit value in the direction of turning downward on the road surface gradient is increased by the value of the road surface gradient. Further, the lateral acceleration limit value in the direction of turning to the upside of the road surface gradient is reduced by the value of the road surface gradient. In this way, by grasping the true performance limit under the driving environment at that time and relaxing the driving limit so that driving in the limiting state is possible, on the road surface inclined right and left such as bank road Allows for comfortable driving on the road.

Furthermore, the road surface gradient is estimated from the measured values of the vehicle body tilt roll angle and the link rotation angle. Thereby, without adding a sensor for measuring the road surface, it is possible to acquire the road surface gradient and realize the traveling suitable for it.

Furthermore, a low-pass filter is applied to the estimated road surface gradient. Thereby, the deformation of the tire of the drive wheel 12, the unevenness of the road surface, or the noise of the sensor measurement value is prevented from adversely affecting the estimated value.

In this embodiment, the value of the road surface gradient is obtained by estimation, but a road surface sensor that measures the road surface shape may be provided, and the road surface gradient may be obtained from the measured value. Moreover, you may acquire the value of road surface gradient from map data, such as a navigation system.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotation angular velocity from the target value of the vehicle acceleration (step S3-6). Specifically, the average driving wheel rotation angular velocity target value is calculated by the following equation.

Also, the drive wheel rotation angular velocity left / right difference target value is calculated by the following formula.

Thus, the target value of the drive wheel rotational angular velocity corresponding to the target value of the vehicle acceleration is determined. In this case, an average driving wheel rotational angular velocity target value, which is a target of the average rotational angular velocity of the left and right driving wheels 12, is determined by time integration of the vehicle longitudinal acceleration target value. Further, a drive wheel rotation angular velocity left / right difference target value, which is a target of the difference between the rotation angular velocities of the left and right drive wheels 12, is determined from the vehicle left / right acceleration target value and the average drive wheel rotation angular velocity target value.

In the present embodiment, the amount of operation of the joystick 31 that is a control device is associated with the longitudinal and lateral acceleration, but may be associated with the speed and yaw rate of the vehicle 10. Further, feedback control may be executed using the vehicle speed or the yaw rate itself as a state quantity.

In the present embodiment, the vehicle speed and the yaw rate are converted into the rotational angular speed of the drive wheel 12 under the assumption that no slip exists between the driving wheel ground contact point and the road surface. Thus, the target value of the drive wheel rotation angular velocity may be determined.

Subsequently, the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S3-7). Specifically, the average driving wheel rotational angular velocity target value is corrected by the following equation.

Thus, the target value of the average driving wheel rotation angular velocity is corrected by the limit value of the average driving wheel rotation angular velocity. Specifically, the average driving wheel rotation angular velocity target value is corrected so as to be equal to or less than the average driving wheel rotation angular velocity limit value. If the target value is equal to or greater than the average driving wheel rotation angular velocity limit value, the target value is set as the limit value. The average driving wheel rotation angular velocity limit value is a predetermined value.

When the average driving wheel rotational angular velocity is corrected, that is, when the condition of the first row or the third row of the above formula is satisfied, the vehicle longitudinal acceleration is satisfied in order to satisfy the consistency with the vehicle longitudinal acceleration target value. Correct the target value to zero.

In addition, in the present embodiment, only the case where the vehicle 10 stops and moves forward will be described for the sake of simplification, but the same control is also introduced when the vehicle 10 moves backward. An effect can be obtained.

Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle (step S3-8). Specifically, the vehicle body tilt pitch angle target value is determined from the target value of the vehicle longitudinal acceleration by the following formula.

Also, the vehicle body tilt roll angle target value is determined by the following formula from the target value of the vehicle lateral acceleration.

Thus, the target value of the vehicle body inclination angle is determined according to the target value of the vehicle acceleration. In this case, regarding the vehicle body tilt pitch angle, the vehicle body posture capable of achieving the travel target given by the longitudinal acceleration is given as the target value in consideration of the mechanical structure of the inverted pendulum vehicle related to the vehicle body posture before and after and the running state. Further, with respect to the vehicle body tilt roll angle, the target posture can be set freely within a range where the center of the grounding load exists in a stable region between the grounding points of the two drive wheels 12, but in this embodiment, the load of the passenger 15 The position with the least number is given as the target value.

Note that other values may be given as the target value of the vehicle body tilt roll angle. For example, when the absolute value of the target lateral acceleration is smaller than a predetermined threshold, the target vehicle body tilt roll angle may be set to zero, and the upright posture may be maintained for a small lateral acceleration.

Subsequently, the main control ECU 21 calculates the remaining target value (step S3-9). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.

Subsequently, the main control ECU 21 determines the feedforward output of each actuator from each target value (step S3-10). Specifically, the feed forward output τ _{W, FF} of the total drive torque, the feed forward amount Δτ _{W, FF of the} left / right difference of the drive torque _, and the feed forward amount τ _{L, FF} of the link torque are obtained as feed forward outputs by the following formulas. decide.

As described above, the actuator output necessary to realize the target traveling state and vehicle body posture is predicted from the dynamic model, and the amount is fed-forwardly added, so that the traveling and posture control of the vehicle 10 can be performed with high accuracy. To run. That is, the feedforward amount of the total drive torque is determined so that the travel target in the front-rear direction can be achieved. Specifically, by estimating the inertial force generated according to the vehicle longitudinal acceleration and the running resistance generated according to the average driving wheel rotational angular velocity corresponding to the vehicle speed, and giving the total driving torque that cancels it The target front-rear running state is realized.

Also, determine the feed forward amount of left and right drive torque so that the goal of turning can be achieved. Specifically, the target turning travel target is realized by predicting the yaw moment generated with the movement of the center position of the ground load and giving a difference between the left and right driving torques to cancel the yaw moment. Further, the moving rate of the ground load center position is predicted based on the vehicle body tilt roll angle and the vehicle lateral acceleration.

Furthermore, the feed forward amount of the link torque is determined so that the target of the left and right vehicle body inclination can be realized. Specifically, the target is obtained by predicting the torque of gravity generated according to the vehicle body tilt roll angle and the torque of centrifugal force generated according to the vehicle lateral acceleration, and giving a link torque that cancels the torque. Realizes left and right body tilt.

In this embodiment, all the main elements in the dynamic model are considered, and the necessary output is given as the feedforward amount. The feedforward amount may be determined by a simple model. In addition, elements not considered in the present embodiment may be newly taken into consideration. For example, rolling resistance of the driving wheel 12 and dry friction at the link mechanism 60 may be taken into consideration.

Furthermore, in the present embodiment, the necessary output is given as the feedforward amount according to the target value of the running state and the vehicle body posture, but it may be given as a quasi feedback amount based on the measured value. Thereby, even when there is a large gap between the target value and the actual value, it is possible to appropriately control.

Subsequently, the main control ECU 21 determines the feedback output of each actuator from the deviation between each target value and the state quantity (step S3-11). Specifically, the feedback amount τ _{W, FB} of the total drive torque, the feedback amount Δτ _{W, FB of the} left / right difference of the drive torque _, and the feedback amount τ _{L, FB} of the link torque are determined as feedback outputs by the following equations.

Note that the value of each feedback gain K _** is set in advance, for example, as determined by the pole placement method or the like. Further, nonlinear feedback control such as sliding mode control may be introduced. Furthermore, as a simpler control, some of the gains excluding K _W2 , K _W3 , K _d2 and K _L3 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

In this way, feedback output is given so as to bring the actual state closer to the target state by state feedback control. Specifically, for the average driving wheel rotation state corresponding to the front-rear driving state and the vehicle body inclination pitch angle corresponding to the vehicle body inverted state, the vehicle is given a total driving torque proportional to the difference between the measured value and the target value. The vehicle is stably maintained in a state where the front-rear running state of 10 and the inverted posture of the vehicle body are targeted.

Further, with respect to the left-right difference between the driving wheel rotation state corresponding to the turning traveling state and the vehicle body tilt roll angle corresponding to the left-right inclination of the vehicle body, a drive torque left-right difference proportional to the difference between the measured value and the target value is given. The vehicle is stably maintained with the target turning state. In this way, the turning state can be controlled more stably and with high accuracy by taking into account the left-right inclination state of the vehicle body.

Furthermore, by applying a link torque proportional to the difference between the measured value and the target value for the vehicle body tilt roll angle corresponding to the left-right tilt state and the driving wheel rotation state left-right difference corresponding to the turning traveling state, the vehicle body left-right tilt state To keep it stable in the target state. In this way, by considering the turning traveling state of the vehicle 10, it is possible to control the vehicle body leaning state more stably and with high accuracy.

Furthermore, the drive wheel rotation angular velocity left-right difference is used as a state quantity corresponding to the turning traveling state. In this way, by controlling the rotational state of the drive wheel 12, the possibility that the drive wheel 12 will be locked or idling can be reduced.

Finally, the main control ECU 21 gives a command value to each element control system (step S3-12), and ends the normal travel / posture control process. In this case, the main control ECU 21 instructs the drive wheel control ECU 22 and the link control ECU 23 as command values determined by the following formulas as a right drive torque command value τ _WR , a left drive torque command value τ _WL , and a total drive torque command value. τ _W , drive torque left / right difference command value Δτ _W and link torque command value τ _L are given.

In this way, the sum of each feedforward output and each feedback output is given as a command value. Further, command values for the right drive torque and the left drive torque are given so that the total drive torque and the left-right difference between the drive torques are required values.

Then, the value of the left-right difference of the driving torque is corrected according to the eccentric state of the ground load. Specifically, a value obtained by multiplying the total drive torque command value by the ground load movement rate is added as the drive torque left-right difference. In this way, by giving the drive torque left / right difference so as to cancel the yaw moment generated with the movement of the ground load, the turning state can be controlled with higher accuracy.

Also, the ground load movement rate is estimated based on the vehicle body tilt roll angle and the vehicle lateral acceleration. As a result, it is possible to appropriately consider the movement of the ground load center position that changes depending on the vehicle body tilting state and the turning traveling state.

Further, the vehicle lateral acceleration is estimated based on the rotational speeds of the left and right drive wheels 12. As a result, traveling and attitude control can be executed without a sensor for measuring the lateral acceleration of the vehicle 10.

In the present embodiment, the ground load movement rate is estimated based on the measured values of the vehicle body tilt state and the turning traveling state, but may be estimated based on the target value. Thereby, the stability of control may become higher.

In this embodiment, the vehicle lateral acceleration value necessary for estimating the ground load movement rate is estimated from the rotational angular velocities of the left and right drive wheels 12, and includes a measuring means for measuring the lateral acceleration. A measured value may be used. Moreover, you may determine the left-right acceleration of the vehicle 10 from measured values, such as a yaw rate.

Next, emergency travel / posture control processing will be described.

FIG. 5 is a flowchart showing the operation of the emergency travel / posture control process in the first embodiment of the present invention.

In the emergency travel / posture control process, the main control ECU 21 first acquires each state quantity from the sensor (step S5-1). Specifically, the driving wheel rotation angle or the driving wheel rotation angular velocity is acquired from the driving wheel sensor 51, the vehicle body inclination angle or the inclination angular velocity is acquired from the vehicle body inclination sensor 41, and the link rotation angle or the link rotation angular velocity is acquired from the link sensor 42. get.

Since the link mechanism 60 is fixed after the link brake 62 is operated, the link rotation angle or the link rotation angular velocity is not reacquired / updated, but based on the link rotation angle or the link rotation angular velocity immediately before the link brake 62 is operated. However, in this embodiment, the link rotation angle or the link rotation angular velocity is acquired. Thereby, even when the link mechanism 60 is displaced due to a failure of the link brake 62 or the like, the control can be appropriately executed.

Subsequently, the main control ECU 21 calculates the remaining state quantity (step S5-2). In this case, the remaining state quantity is calculated by time differentiation or time integration of the obtained state quantity.

Subsequently, the main control ECU 21 acquires the pilot operation amount (step S5-3). In this case, the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.

Subsequently, the main control ECU 21 determines a target value for vehicle acceleration based on the obtained operation amount of the joystick 31 (step S5-4). For example, values proportional to the front and rear and left and right operation amounts are set as target values for the longitudinal acceleration and the left and right acceleration.

Subsequently, the main control ECU 21 corrects the target value of vehicle acceleration (step S5-5). Specifically, the target value of the vehicle lateral acceleration is corrected by the following formula.

Further, the left acceleration limit value α _{Y, Max, L} and the right acceleration limit value α _{Y, Max, R} are respectively expressed as follows.

Note that κ is a left-right acceleration balancing coefficient (predetermined value), and in this embodiment, κ = 1. Further, since the link mechanism 60 is fixed, the link rotation angle φ _L is a fixed angle.

Thus, when the link mechanism 60 is fixed, the limit value of the vehicle lateral acceleration is decreased. That is, the vehicle lateral acceleration is decreased according to the fixed state of the link mechanism 60. Specifically, the difference between the vehicle body tilt roll angle corresponding to the link rotation angle of the link mechanism 60 fixed by the link brake 62 and the maximum right vehicle body tilt roll angle is defined as the amount of decrease in the right acceleration limit value. Further, the difference between the vehicle body tilt roll angle corresponding to the link rotation angle of the link mechanism 60 fixed by the link brake 62 and the left maximum vehicle body tilt roll angle is defined as the amount of decrease in the left acceleration limit value. Thus, by strictly considering the stability condition of the vehicle body posture, which is a condition in which the center of the ground load exists between the two driving wheel grounding points, it is possible to secure the maximum turning performance within a safe range.

Also, according to the acceleration limit value of one of the left and right, the other acceleration limit value is decreased. Specifically, the larger acceleration limit value is decreased so that the ratio between the larger limit value and the smaller limit value is not more than a predetermined threshold. In the present embodiment, the threshold is set to 1, and both the right acceleration limit value and the left acceleration limit value are set to smaller values. In this way, by reducing the difference in the left / right direction of the turning state with respect to the input operation of the driver, it is possible to facilitate the maneuvering at the time of emergency driving due to a vehicle failure etc., and to further improve safety and convenience in emergency Can do.

Furthermore, the vehicle lateral acceleration is reduced according to the left-right road surface gradient. Specifically, if the vehicle body tilt direction when the link is fixed is the downward direction of the left and right road surface gradient, the acceleration limit value is decreased in consideration of the decrease in the stability of the vehicle body posture with respect to turning in the upward direction. . That is, the acceleration limit value is decreased by the value of the left and right road surface gradient. In this way, even when the link mechanism 60 is fixed, considering that the vehicle body tilt roll angle varies depending on the road surface gradient, and limiting the influence quantitatively, the turning performance can be maximized within a safe range. The limit can be secured.

On the other hand, when the vehicle body tilt direction when the link is fixed is the upward direction of the left and right road surface gradient, the improvement of the stability of the vehicle body posture with respect to the turning in the downward direction is ignored, and the acceleration limit value is not changed. As a result, the turning performance is improved with respect to the temporary road surface gradient, and as a result, the occupant 15 is prevented from feeling uneasy about recognizing that the turning performance is higher than the current level and that the steering response is not stable. To do.

In the present embodiment, the limit value of the vehicle lateral acceleration based on the stability condition of the vehicle body posture is determined by a linearized function, but the limit value may be determined by a more strict nonlinear function. . Further, a non-linear function may be provided as a map and determined using the map.

Further, in the present embodiment, the right / left acceleration balancing coefficient is used to limit the ratio of the limit values of the vehicle left / right acceleration to be within a predetermined range. It may be within the range. In some cases, there is a possibility that the imbalance in the lateral acceleration can be reduced more appropriately.

Furthermore, in the present embodiment, safety is prioritized over turning performance by restricting the left / right imbalance of the vehicle lateral acceleration and road gradient more strictly than the original turning limit value. , You may give priority to turning performance. Moreover, you may enable it to select this by an operator's intention. For example, a switch as an emergency travel mode selection means may be provided on the side of the joystick 31 so that the turning travel performance priority mode and the safety priority mode can be selected by the operator's switch operation. As a result, the driver's satisfaction can be increased and the driver can recognize the intention of restriction.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration (step S5-6). The calculation of the target value of the drive wheel rotational angular velocity is the same as the calculation of the target value of the drive wheel rotational angular velocity in the normal travel / posture control process, that is, step S3-6 shown in FIG. To do.

Subsequently, the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S5-7). Specifically, the average driving wheel rotational angular velocity target value is corrected by the following equation.

Thus, the average driving wheel rotation angular velocity limit value is decreased according to the vehicle lateral acceleration limit value. Specifically, the average driving wheel rotational angular speed limit value is corrected so that the minimum turning radius at the maximum speed is less than or equal to a predetermined limit value. That is, the average driving wheel rotational angular velocity limit value is corrected so that the minimum turning radius at the maximum speed when the link is fixed is equal to or less than the minimum turning radius at the maximum speed when the link is released. In this way, by correcting the maximum speed of the vehicle 10 to a speed according to the current turning performance, it is not necessary for the operator himself to adjust to a traveling speed suitable for the amount of decrease in the turning traveling performance. And a certain degree of running performance can be guaranteed.

Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle (step S5-8). Specifically, the vehicle body tilt pitch angle target value is determined from the target value of the vehicle longitudinal acceleration by the following formula.

Thus, the target value of the vehicle body inclination angle is determined according to the target value of the vehicle acceleration. In this case, regarding the vehicle body tilt pitch angle, the vehicle body posture that can achieve the travel target given by the longitudinal acceleration is given as the target value in consideration of the mechanical structure of the inverted pendulum with respect to the vehicle body posture before and after and the traveling state.

Subsequently, the main control ECU 21 calculates the remaining target value (step S5-9). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.

Subsequently, the main control ECU 21 determines the feedforward output of each actuator from each target value (step S5-10). Specifically, the feedforward output τ _{W, FF} of the total driving torque and the feed forward amount Δτ _{W, FF} of the left / right difference of the driving torque are determined as feedforward outputs by the following formula.

As described above, the actuator output necessary to realize the target traveling state and vehicle body posture is predicted from the dynamic model, and the amount is fed-forwardly added, so that the traveling and posture control of the vehicle 10 can be performed with high accuracy. To run. That is, the feedforward amount of the total drive torque is determined so that the travel target in the front-rear direction can be achieved. Specifically, by estimating the inertial force generated according to the vehicle longitudinal acceleration and the running resistance generated according to the average driving wheel rotational angular velocity corresponding to the vehicle speed, and giving the total driving torque that cancels it The target front-rear running state is realized.

Also, determine the feed forward amount of left and right drive torque so that the goal of turning can be achieved. Specifically, the target turning travel target is realized by predicting the yaw moment generated with the movement of the center position of the ground load and giving a difference between the left and right driving torques to cancel the yaw moment. Further, the moving rate of the ground load center position is predicted based on the vehicle body tilt roll angle and the vehicle lateral acceleration.

In this embodiment, all the main elements in the dynamic model are considered, and the necessary output is given as the feedforward amount. The feedforward amount may be determined by a simple model. In addition, elements not considered in the present embodiment may be newly taken into consideration. For example, the rolling resistance of the drive wheel 12 may be taken into consideration.

Furthermore, in the present embodiment, the necessary output is given as the feedforward amount according to the target value of the running state and the vehicle body posture, but it may be given as a quasi feedback amount based on the measured value. Thereby, even when there is a large gap between the target value and the actual value, it is possible to appropriately control.

Subsequently, the main control ECU 21 determines the feedback output of each actuator from the deviation between each target value and the state quantity (step S5-11). Specifically, the feedback amount τ _{W, FB} of the total driving torque and the feedback amount Δτ _{W, FB} of the left-right difference of the driving torque are determined as feedback outputs by the following formula.

Note that the value of each feedback gain K _** is set in advance, for example, as determined by the pole placement method or the like. Further, nonlinear feedback control such as sliding mode control may be introduced. Further, as a simpler control, some of the gains except for K _W2 , K _W3 and K _d2 ^(e) may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

Also, change feedback gain when link is released and link is fixed. That is, when the link is fixed, the feedback gain of the drive wheel rotation state left-right difference is increased. Thereby, the deviation of the turning traveling state accompanying the vehicle body tilt roll angle is reduced.

In this way, feedback output is given so as to bring the actual state closer to the target state by state feedback control. Specifically, for the average driving wheel rotation state corresponding to the front-rear driving state and the vehicle body inclination pitch angle corresponding to the vehicle body inverted state, the vehicle is given a total driving torque proportional to the difference between the measured value and the target value. The vehicle is stably maintained in a state where the front-rear running state of 10 and the inverted posture of the vehicle body are targeted.

Further, with respect to the left / right difference of the driving wheel rotation state corresponding to the turning traveling state, a driving torque left / right difference proportional to the difference between the measured value and the target value is given, so that the turning traveling state of the vehicle 10 is stably maintained in the target state. To do.

Furthermore, the drive wheel rotation angular velocity left-right difference is used as a state quantity corresponding to the turning traveling state. In this way, by controlling the rotational state of the drive wheel 12, the possibility that the drive wheel 12 will be locked or idling can be reduced.

Finally, the main control ECU 21 gives a command value to each element control system (step S5-12), and ends the emergency travel / posture control process. In this case, the main control ECU 21 instructs the drive wheel control ECU 22 and the link control ECU 23 as command values determined by the following formulas as a right drive torque command value τ _WR , a left drive torque command value τ _WL , and a total drive torque command value. τ _W and drive torque left / right difference command value Δτ _W are given.

In this way, the sum of each feedforward output and each feedback output is given as a command value. Further, command values for the right drive torque and the left drive torque are given so that the total drive torque and the left-right difference between the drive torques are required values.

Then, the value of the left-right difference of the driving torque is corrected according to the eccentric state of the ground load. Specifically, a value obtained by multiplying the total drive torque command value by the ground load movement rate is added as the drive torque left-right difference. In this way, by giving the drive torque left / right difference so as to cancel the yaw moment generated with the movement of the ground load, the turning state can be controlled with higher accuracy.

Also, the ground load movement rate is estimated based on the vehicle body tilt roll angle and the vehicle lateral acceleration. As a result, it is possible to appropriately consider the movement of the ground load center position that changes depending on the vehicle body tilting state and the turning traveling state.

Further, the vehicle lateral acceleration is estimated based on the rotational speeds of the left and right drive wheels 12. As a result, traveling and attitude control can be executed without a sensor for measuring the lateral acceleration of the vehicle 10.

In the present embodiment, the vehicle lateral acceleration value necessary for estimating the ground load movement rate is estimated from the rotational angular velocities of the left and right drive wheels 12, but includes a measuring means for measuring the lateral acceleration, A measured value may be used. Moreover, you may determine the left-right acceleration of the vehicle 10 from measured values, such as a yaw rate.

Thus, in this embodiment, when the link mechanism 60 is fixed, the limit value of the vehicle lateral acceleration is decreased. Specifically, the limit value for the target value of the vehicle lateral acceleration is decreased. That is, the target value of the vehicle lateral acceleration determined according to the operation amount of the joystick 31 is limited.

Also, the amount of decrease in vehicle lateral acceleration is determined according to the fixed angle of the link mechanism 60. That is, the angle from the right end of the vehicle body tilt movable range to the fixed position is set as the amount of decrease in the rightward acceleration limit value. Further, the angle from the left end of the vehicle body tilt movable range to the fixed position is set as the amount of decrease in the left acceleration limit value.

Furthermore, in accordance with one acceleration limit value, the other acceleration limit value is further reduced. That is, both the right acceleration limit value and the left acceleration limit value are set to the smaller value of the right acceleration limit value and the left acceleration limit value.

Further, the average driving wheel rotation angular velocity limit value is decreased according to the limit value of the vehicle lateral acceleration. In this case, the link mechanism 60 is fixed so that the minimum turning radius at the maximum speed when the link mechanism 60 is fixed is less than the minimum turning radius at the maximum speed when the link mechanism 60 is not fixed. The average driving wheel rotation angular velocity limit value is corrected.

Furthermore, the limit value of left and right acceleration is decreased according to the left and right road surface gradient. That is, when the fixed vehicle body tilt direction is equal to the upward direction of the road surface gradient, the reduction of the lateral acceleration limit value is prohibited.

Furthermore, a drive torque difference corresponding to the target value of the limited vehicle lateral acceleration is given to the left and right drive wheels 12.

As a result, even when the vehicle body is fixed in a state of being largely inclined to the left or right due to an abnormality in the link motor 61, it is possible to ensure as much motion performance and sufficient safety as possible, and the inverted vehicle 10 is safe and comfortable. Can be provided.

Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

FIG. 6 is a diagram showing a tilted state of the vehicle in the second embodiment of the present invention, and FIG. 7 is a block diagram showing the configuration of the vehicle system in the second embodiment of the present invention.

In the present embodiment, the case where the vehicle 10 has three or more wheels will be described. That is, the vehicle 10 includes, for example, a three-wheeled vehicle having one front wheel and two rear wheels, a three-wheeled vehicle having two front wheels and one rear wheel, and two front wheels and rear wheels. However, it may be of any kind as long as it has three or more wheels.

Here, for convenience of explanation, the vehicle 10 is disposed in front of the vehicle body and has one front wheel that functions as a steering wheel, and left and right 2 that are disposed in the rear of the vehicle body and function as drive wheels 12. It will be described as a three-wheeled vehicle having two rear wheels. In this case, similarly to the first embodiment, the vehicle 10 changes the camber angles of the left and right rear wheels by the link mechanism 60 and tilts the vehicle body including the riding portion 14 and the main body 11 toward the turning inner wheel. By doing so, it is possible to improve the turning performance and ensure the comfort of the occupant 15. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). Note that posture control such as posture control of an inverted pendulum is not performed. That is, the posture control of the vehicle body in the front-rear direction is not performed.

Further, as shown in the figure, the input device 30 of the vehicle 10 in the present embodiment does not include the joystick 31, but instead uses the steering angle sensor 33a, the throttle grip 34, and the brake lever 35 as a steering device. Prepare.

The vehicle 10 has a handle 33 as a steering device. The handle 33 is a rod-like member used in general motorcycles, bicycles and the like. When the occupant 15 operates the steering wheel 33, the front wheel as the steering wheel changes the steering angle accordingly, and the traveling direction of the vehicle 10 changes accordingly. Further, the steering angle sensor 33a as a steering amount detector detects the steering angle as a steering amount of the steering device and transmits it to the main control ECU 21.

The throttle grip 34 is a member similar to a throttle grip used in a general motorcycle or the like, and is rotatably attached to one end of a rod-like handle 33. The rotation angle, that is, the throttle opening is set. Accordingly, it is a device for inputting a travel command for accelerating the vehicle 10.

Further, the brake lever 35 is a member similar to a brake lever used in general motorcycles, bicycles, and the like, and is attached to one end of a rod-like handle 33 so as to be swingable. This is a device for inputting a travel command for decelerating the vehicle 10 according to the operation amount.

Further, the vehicle body control system 40 includes a lateral acceleration sensor 43. The lateral acceleration sensor 43 is a sensor composed of a general acceleration sensor, a gyro sensor, or the like, and detects the lateral acceleration of the vehicle 10.

Then, the attitude control is performed by the control ECU 20, so that the vehicle 10 turns in a state in which the vehicle body is inclined inward of the turning circle as shown in FIG.

The configuration of other points is the same as that of the first embodiment, and the description thereof is omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described in detail. Here, descriptions of the vehicle control process and the emergency travel / posture control process are omitted, and only the normal travel / posture control process is described.

In the normal travel / posture control process, the main control ECU 21 first acquires each state quantity from the sensor. In the present embodiment, the wheel base L [m] is acquired. The vehicle body center-of-gravity distance and the vehicle body tilt pitch angle or pitch angular velocity are not acquired because they are unnecessary.

In addition, regarding the operation to calculate the remaining state amount to be performed next, the operation to acquire the pilot operation amount, the operation to determine the target value of the vehicle acceleration, and the operation to correct the target value of the vehicle acceleration, Since it is the same as that of the said 1st Embodiment, description is abbreviate | omitted.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration. Here, since the operation for determining the target value of the average driving wheel rotation angular velocity is the same as that in the first embodiment, the description thereof will be omitted.

In the present embodiment, the main control ECU 21 determines the target value of the left / right difference of the drive wheel rotation angular velocity by the following equation.

Thus, in the present embodiment, the drive wheel rotation angular velocity left / right difference target value, which is the target of the difference between the rotation angular velocities of the left and right drive wheels 12, is determined from the steering angle and the average drive wheel rotation angular velocity target value.

In addition, since the operation | movement which corrects the target value of the driving wheel rotational angular velocity performed next is the same as that of the said 1st Embodiment, description is abbreviate | omitted.

Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle. In the present embodiment, the posture control in the front-rear direction is not performed, so the main control ECU 21 does not calculate the target value of the vehicle body tilt pitch angle when determining the target value of the vehicle body tilt angle, but instead calculates the target value of the vehicle body tilt pitch angle. Only the roll angle target value is determined. Since the determination of the target value of the vehicle body tilt roll angle is performed in the same manner as in the first embodiment, description thereof is omitted.

Regarding the vehicle body tilt roll angle, the target posture can be freely set within the range where the ground load center exists in the stable region between the ground points of the two drive wheels 12, but in this embodiment, the load on the occupant 15 is the most. Give a few postures as target values.

Since the operation for calculating the remaining target value to be performed next and the operation for determining the feedforward output of each actuator from each target value are the same as those in the first embodiment, description thereof will be omitted. To do.

Subsequently, the main control ECU 21 determines the feedback output of each actuator from the deviation between each target value and the state quantity. Specifically, the feedback amount τ _{W, FB} of the total drive torque, the feedback amount Δτ _{W, FB of the} left / right difference of the drive torque _, and the feedback amount τ _{L, FB} of the link torque are determined as feedback outputs by the following equations.

As described above, with the state feedback control, the left and right difference between the driving wheel rotation state corresponding to the turning state and the left and right difference between the driving torque proportional to the difference between the measured value and the target value for the vehicle body tilt roll angle corresponding to the left and right inclination of the vehicle body Thus, the vehicle 10 is stably maintained in a state where the turning traveling state of the vehicle 10 is a target. In this way, the turning state can be controlled more stably and with high accuracy by taking into account the left-right inclination state of the vehicle body.

Furthermore, by applying a link torque proportional to the difference between the measured value and the target value for the vehicle body tilt roll angle corresponding to the left-right tilt state and the driving wheel rotation state left-right difference corresponding to the turning traveling state, the vehicle body left-right tilt state To keep it stable in the target state. In this way, by considering the turning traveling state of the vehicle 10, it is possible to control the vehicle body leaning state more stably and with high accuracy.

Furthermore, the drive wheel rotation angular velocity left-right difference is used as a state quantity corresponding to the turning traveling state. In this way, by controlling the rotational state of the drive wheel 12, the possibility that the drive wheel 12 will be locked or idling can be reduced.

Finally, the main control ECU 21 gives a command value to each element control system and ends the normal running / attitude control process. The operation for giving the command value to each element control system is the first embodiment. Since it is the same as that, the description is omitted.

Further, since the operation of other points is the same as that of the first embodiment, the description thereof is omitted.

Next, third to sixth embodiments of the present invention will be described.

In the case of a conventional vehicle as described in Patent Document 2 described in the “Background Art” section, the vehicle is stopped by controlling the operation of the drive wheels while detecting the balance of the vehicle body and the state of the operation with a sensor. Or move it. In such a vehicle, it is necessary to fix the link mechanism when the actuator that tilts the vehicle body to the left or right is abnormal. For example, if the brake is not operated, the vehicle body may be further tilted to the left or right. Therefore, when the actuator is abnormal, the brake is operated to fix the link mechanism. However, such control may not be able to sufficiently ensure safety and comfort.

For example, there is a case where the vehicle body is fixed by a brake operation accompanying an actuator abnormality at an angle greatly deviating from a reference angle (an angle at which the riding section becomes horizontal). When the vehicle turns sharply, it is necessary to tilt the vehicle body to the inside of the turning circle. However, if the brake is activated at this time, the vehicle body is always fixed in a tilted state regardless of the driving condition. I feel uncomfortable. Further, the traveling direction of the vehicle may be biased toward the inclined side of the vehicle body due to the bias of the vehicle center of gravity. In this case, it is difficult for the occupant to properly control the vehicle during evacuation travel. Furthermore, due to the deviation of the center of gravity of the vehicle, there is a possibility that the vehicle body will be greatly inclined when turning to the opposite side of the vehicle body, and safety at the time of actuator failure cannot be sufficiently guaranteed.

In the third to sixth embodiments of the present invention, the tilt direction predicting means for solving the problems of the conventional vehicle and predicting the direction in which the vehicle body tilts when the tilt mechanism brake is released includes a target tilt angle. By releasing the tilt mechanism brake when it is predicted that the vehicle will lean toward the direction of the vehicle, even if the vehicle body is fixed in a largely inclined state due to an abnormality in the actuator, the vehicle body posture will be in an appropriate state. An object of the present invention is to provide a vehicle that can be used safely and comfortably, which can automatically recover and can eliminate discomfort and anxiety given to the occupant by leaning the vehicle body, and a decrease in maneuverability.

First, a third embodiment will be described. In addition, about the thing which has the same structure as 1st and 2nd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Also, the description of the same operations and effects as those of the first and second embodiments is omitted.

FIG. 8 is a diagram showing a tilted state of the vehicle in the third embodiment of the present invention, and FIG. 9 is a block diagram showing the configuration of the vehicle system in the third embodiment of the present invention. In FIG. 8, (a) shows turning, (b) brake operation, (c) brake release, and (d) state return.

In the present embodiment, as shown in FIG. 9, the input device 30 includes a return permission switch 32 as a tilt permission means in addition to a joystick 31 as a target travel state acquisition device. When the occupant 15 permits the release of the link brake 62, the permission signal is transmitted by operating the return permission switch 32.

Here, as long as the device can be operated by the occupant 15 to input execution or stop of the inverted control, another device such as a push button, a touch panel, an operation lever, or a voice recognition system is used instead of the return permission switch 32. It is also possible to use a device such as a control command acquisition device. Moreover, these may be a device that commands only one of execution or stop.

When the vehicle 10 is steered by remote control, a receiving device that receives a travel command from the controller in a wired or wireless manner is used as the target travel state acquisition device instead of the joystick 31 and the return permission switch 32. be able to. Further, when the vehicle 10 automatically travels according to predetermined travel command data, data for reading travel command data stored in a storage medium such as a semiconductor memory or a hard disk instead of the joystick 31 and the return permission switch 32. The reading device can be used as a target running state acquisition device.

The vehicle body control system 40 in the present embodiment does not include the link sensor 42 described in the first and second embodiments. The main control ECU 21 also serves as a tilt direction predicting unit that predicts the left and right tilt direction of the vehicle body when the link brake 62 is released, and a periodic signal acquiring unit that acquires a periodic signal transmitted intermittently at a predetermined cycle. Function.

Then, the attitude control is performed by the control ECU 20, so that the vehicle 10 turns in a state in which the vehicle body is inclined inward of the turning circle as shown in FIG. When an abnormality occurs in the link motor 61 during turning, that is, when an actuator abnormality occurs, the link brake 62 is operated. Then, as shown in FIG. 8B, the vehicle body tilt state is maintained even after the turn is completed. Subsequently, when a predetermined condition is satisfied, the brake is released, and the link brake 62 is released again during turning, allowing the vehicle body to be tilted to the outside of the turning circle. Then, as shown in FIG. 8C, the vehicle body is raised by the action of centrifugal force. Then, as shown in FIG. 8D, the link mechanism 60 rotates and the vehicle body returns to the upright state. In this state, that is, in the return state, the link brake 62 is operated again, and the link mechanism 60 is fixed.

The configuration of other points is the same as that of the first and second embodiments, and the description thereof is omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described in detail. First, an outline of the vehicle control process will be described.

FIG. 10 is a flowchart showing the operation of the vehicle control process in the third embodiment of the present invention.

In the vehicle control process, the control ECU 20 first determines whether the motor is normal and determines whether the motor is normal (step S11). When it is determined that the motor is normal, the control ECU 20 releases the brake (step S12).

Subsequently, the control ECU 20 executes a normal travel / posture control process (step S13), realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while appropriately tilting the vehicle body, and performs a vehicle control process. Exit. The vehicle control process is repeatedly executed at predetermined time intervals (for example, every 100 [μs]). The operations in steps S11 to S13 are the same as the operations in steps S1 to S3 shown in FIG. 3 in the first embodiment.

On the other hand, if it is determined that the motor is normal and abnormal, the control ECU 20 executes a brake control process (step S14). In the brake control process, the link brake 62 is operated or released according to the state of the vehicle 10.

Subsequently, the control ECU 20 executes an emergency travel / posture control process (step S15), realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while the link mechanism 60 is fixed, and the vehicle. The control process ends.

Next, the brake control process will be described.

FIG. 11 is a flowchart showing the operation of the brake control process in the third embodiment of the present invention.

In the present embodiment, α _L is the vehicle lateral acceleration [G], and b is the tread (predetermined value) [m].

In the brake control process, the main control ECU 21 first acquires each state quantity from the sensor (step S14-1). Specifically, the left and right driving wheel rotation angles or rotation angular velocities are acquired from the driving wheel sensor 51, and the vehicle body inclination angle or inclination angular velocity is acquired from the vehicle body inclination sensor 41.

In the present embodiment, the description will be made assuming that the inclination of the vehicle body means the vehicle body inclination, that is, a roll.

In the vehicle control, the driving wheel rotation angle and / or the rotation angular velocity is acquired from the driving wheel sensor 51, the vehicle body inclination angle and / or the inclination angular velocity is acquired from the vehicle body inclination sensor 41, and the acquired state quantity is converted into time. The remaining state quantity is calculated by differentiation or time integration. For example, when the acquired state quantities are the driving wheel rotation angle and the vehicle body inclination angle, the rotational angular velocity and the inclination angular velocity can be obtained by differentiating them with time. Further, for example, when the acquired state quantities are the rotational angular velocity and the tilt angular velocity, the driving wheel rotational angle and the vehicle body tilt angle can be obtained by time integration of these.

Subsequently, the main control ECU 21 predicts the release tilt angular velocity (step S14-2). In this case, the main control ECU 21 predicts the estimated value of the vehicle body inclination angular velocity when the link brake 62 is released and the link mechanism 60 is released from each state quantity by the following equation.

The estimated value obtained by the above equation is a value obtained by estimating the vehicle body inclination angular velocity in the future. T is the advance time (predetermined value). M ₁ is an acting torque acting on the vehicle body and is represented by the following equation.

Each term of the above formula representing the working torque M ₁ corresponds to the following action.
First term: action of gravity due to tilting of vehicle body Second term: action of centrifugal force due to turning of vehicle 10 Third term: action of viscous frictional force on tilting angular velocity of vehicle body The values of the angular velocity and the left and right drive wheel rotation angular velocities are obtained by first-order time differentiation (difference) of the measured values of the vehicle body tilt angle and the drive wheel rotation angle.

As described above, in the present embodiment, the vehicle body inclination angular velocity predicted when the link mechanism 60 is released is obtained. That is, the vehicle body inclination angular velocity after a predetermined time when the link brake 62 is released at the present time or when the release state is continued is predicted. Specifically, the release inclination angular velocity is predicted on the basis of an acting torque that is a torque acting on the vehicle body. For example, when the vehicle body is stationary at a certain inclination angle and the acting torque is acting in the direction toward the target inclination angle, it is predicted that the vehicle body will incline toward the target inclination angle when the link brake 62 is released, and the link brake 62 is released and the link mechanism 60 is released. In this way, the vehicle body can be reliably tilted in an appropriate direction by taking into account the acting torque acting on the vehicle body.

Also, the operating torque is estimated based on the vehicle body tilting state, the vehicle turning traveling state, or the driving wheel rotation state. Specifically, as the action torque, the action of gravity accompanying the vehicle body tilt, the action of the centrifugal force accompanying the turning of the vehicle 10, and the viscous friction force with respect to the inclination angular velocity of the vehicle body are considered. As a result, it is possible to predict the acting torque, that is, the release inclination angular velocity with high accuracy without adding a dedicated sensor.

Furthermore, based on the current vehicle body inclination angle velocity, the release inclination angle velocity is predicted. For example, when the inclination angle speed of the vehicle body toward the target inclination angle is higher than a predetermined value, the link brake 62 is maintained in the released state regardless of the direction of the applied torque, and the vehicle body inclination due to inertia is continued. Thus, by utilizing the rotational inertia of the vehicle body, the vehicle body can be brought closer to the target inclination angle more efficiently and quickly.

In the present embodiment, the values of the rotational angular velocities of the left and right drive wheels are used for determining the centrifugal force, but values measured by other sensors may be used. For example, a yaw rate sensor that measures the yaw rate of the vehicle 10 may be provided, and the lateral acceleration and centrifugal force may be determined based on the measured values. Further, a lateral acceleration sensor that measures the lateral acceleration may be provided, and the lateral acceleration and the centrifugal force may be determined based on the measured values. As a result, the operating torque can be estimated with higher accuracy without being affected by the slip state of the drive wheels 12 and the like.

In this embodiment, gravity, viscous frictional force, inertial force and the like are considered as the acting torque, but some of them may be omitted. Also, other factors such as dry friction and motor back electromotive force may be considered.

Furthermore, in the present embodiment, the operating torque is determined by a non-linear function, but may be determined by a simple function that is linearly approximated. Further, a non-linear function may be provided as a map and determined using the map.

Furthermore, in the present embodiment, the magnitude and direction of the acting torque are acquired by the estimation means, but may be acquired by another means. For example, the link brake 62 may be provided with a torque sensor that measures the magnitude of the frictional force, and the magnitude and direction of the acting torque may be determined based on the measured value.

Subsequently, the main control ECU 21 determines the inclination direction and determines whether or not the direction is OK (step S14-3). That is, it is determined whether or not the predicted inclination direction of the vehicle body is a direction toward the reference inclination angle. The determination condition, that is, the condition for determining that the direction is appropriate is represented by the following expression.

Note that the value of the vehicle body inclination angle φ ₁ has a reference inclination angle of zero. The reference inclination angle is the inclination angle of the vehicle body such that the line of intersection between the plane parallel to the rotation axis of the drive wheel 12 and the plane parallel to the seating surface of the riding section 14 is parallel to the horizontal plane, regardless of the road surface gradient. Represents.

In the tilt direction determination in the present embodiment, it is determined whether or not the predicted vehicle body tilt direction when the link brake 62 is released is the direction toward the target tilt angle. Specifically, when the value corresponding to the target inclination angle of the vehicle body is set to zero, it is appropriate when the product of the actual vehicle body inclination angle and the estimated inclination angle at release is smaller than a predetermined negative value. The direction is determined. Thus, by releasing the link brake 62 only when the vehicle body is predicted to lean in an appropriate direction, the vehicle body can be inclined to an appropriate inclination angle without using an actuator that applies torque. The anxiety and discomfort of the occupant 15 due to the tilt of the vehicle body when the motor 61 is broken can be eliminated.

Also, the target tilt angle, which is the target tilt angle for tilting the vehicle body, is set as the reference tilt angle. When it is determined that the vehicle body is inclined toward the reference inclination angle, the link brake 62 is released. In this way, by tilting the vehicle body to the reference inclination angle, it becomes possible to keep the riding section 14 in a horizontal posture regardless of the road surface gradient, thereby eliminating the anxiety and discomfort of the occupant 15 as well as sideways. By setting the acceleration allowance to the same level on the left and right, it is possible to prevent a significant decrease in the stability during one turn and to ensure a certain level of maneuverability.

As described above, in the present embodiment, the target tilt angle is given as a point for releasing the link mechanism 60 and tilting the vehicle body, but the target tilt angle may be given as a certain range. This eliminates the need for fine brake control in the vicinity of the target inclination angle, and can prevent the occurrence of vibration associated with frequent switching of the brake state.

In the present embodiment, the target inclination angle is set to a predetermined reference inclination angle, but the target inclination angle may be changed according to the situation. For example, a road surface gradient acquisition unit that acquires a road surface gradient in the left-right direction may be provided, and the target inclination angle may be corrected so that the vehicle body is always perpendicular to the road surface. Thereby, it is not necessary to execute the brake control every time the state of the traveling road surface changes.

Furthermore, the target inclination angle may be changed according to the travel target of the vehicle 10. For example, when a turning target is input by the occupant 15, the target inclination angle may be moved to the inside of the turning circle. Thereby, even when the link motor 61 is out of order, turning performance close to normal can be achieved.

Then, as a result of the inclination direction determination, when it is determined that the predicted inclination direction of the vehicle body is the direction toward the reference inclination angle and the direction is OK, the main control ECU 21 performs the inclination angular speed determination, and the speed is OK. Is determined (step S14-4). If it is determined that the direction is not OK, the link brake 62 is operated (step S14-7), and the brake control process is terminated.

In the tilt angular velocity determination, it is determined whether the vehicle tilt angular velocity is within an allowable range. When the absolute value of the actual vehicle body inclination angular velocity and the predicted absolute value of the release inclination angular velocity are both equal to or less than a predetermined threshold value, it is determined that the value is within the allowable range. When the vehicle body inclination angular velocity increases, the link brake 62 is actuated to keep the vehicle body inclination angular velocity below a predetermined limit value. 15 adverse effects and adverse effects on inverted posture control are reduced.

Then, as a result of the inclination angular velocity determination, when it is determined that the predicted inclination angular velocity of the vehicle body is within the allowable range and the speed is OK, the main control ECU 21 performs occupant permission determination, and whether the permission is OK. It is determined whether or not (step S14-5). If it is determined that the speed is not OK, the link brake 62 is operated (step S14-7), and the brake control process is terminated.

In the passenger permission determination, it is determined whether or not the passenger 15 permits the release of the link brake 62. The main control ECU 21 determines the operation state of the return permission switch 32 based on whether or not a permission signal has been received. If the permission signal is received, the main control ECU 21 determines that the occupant 15 has permitted. Accordingly, it is possible to prevent the occupant 15 from feeling uneasy due to the unexpected inclination of the vehicle body accompanying the release of the link brake 62, and to make the occupant 15 recognize that the link motor 61 is in an abnormal state.

In the present embodiment, unless the occupant 15 permits the release of the link brake 62, the brake control based on the inclination direction prediction is not executed. However, under a specific condition, the brake control is not performed regardless of the occupant 15 permission status. May be executed. For example, when the vehicle body is fixed at a position away from the target inclination angle by a predetermined angle or more, the brake control may be executed regardless of the permission status of the occupant 15. Thereby, the opportunity to rotate the link mechanism 60 to an appropriate state can be reliably utilized.

As a result of the occupant permission determination, if the occupant 15 permits the release of the link brake 62 and it is determined that the permission is OK, the main control ECU 21 releases the link brake 62 (step S14-6), and the brake The control process ends. If it is determined that the permission is not OK, the link brake 62 is operated (step S14-7), and the brake control process is terminated.

In the brake control process, the link brake 62 is released only when all three conditions are appropriate. Specifically, an operating voltage is input from the main control ECU 21 to the link brake 62.

In the present embodiment, the control is executed based on the left and right vehicle body inclination angles (roll angles) measured by the vehicle body inclination sensor 41. However, the state quantities acquired by other sensors may be substituted. Good. For example, a link sensor that measures the rotation angle of the link motor 61 or the state of the link mechanism 60 may be provided, and the brake value may be executed by converting the measured value into the vehicle body inclination angle. In this case, although it is difficult to adapt to the road surface gradient, the vehicle body tilt sensor 41 is not necessary, and an inexpensive system can be realized. Alternatively, a means for separately measuring or estimating the road surface gradient may be provided, and the vehicle body inclination angle may be estimated from the acquired value and the state quantity of the link mechanism 60.

In the present embodiment, the brake control is executed only when the link motor 61 is abnormal, but it may be executed in another scene. For example, the power consumption can be reduced by executing the brake control when power saving is requested due to a decrease in the remaining battery level.

As described above, in the present embodiment, the main control ECU 21 includes a tilt direction predicting unit that predicts a direction in which the vehicle body tilts when the link brake 62 is released, and predicts a tilt in a direction approaching the target tilt angle. In this case, the link brake 62 is released. Specifically, the tilt direction predicting means predicts the tilt direction based on the tilt angular velocity of the vehicle body and the estimated value of the acting torque. In this case, the tilting direction is predicted by estimating the tilting angular velocity after the acting torque has acted for a predetermined time. When the link mechanism 60 is stopped, the link brake 62 is released when it is predicted that the acting torque will work in the direction of the target inclination angle. Further, when the link mechanism 60 moves, the link brake 62 is released when the tilt angular velocity toward the target tilt angle is higher than a predetermined threshold. Further, the acting torque is estimated from the vehicle body inclination angle and the vehicle lateral acceleration. In this case, the effects of gravity, frictional force and centrifugal force are taken into account. When the vehicle body tilt speed is higher than a predetermined threshold, the link brake 62 is operated. Further, the control ECU 20 includes a return permission switch 32 as a tilt permission means, and releases the link brake 62 when the occupant 15 permits the release of the link brake 62. Further, brake control is executed when it is impossible to generate torque of the link motor 61 that tilts the vehicle body. In this case, an angle at which the riding section 14 is horizontal is set as a target inclination angle.

Thus, when the link motor 61 is abnormal, the vehicle body stops in a state of being largely inclined and is automatically fixed to an appropriate state even when the vehicle body is fixed. Therefore, since the discomfort and anxiety given to the occupant 15 due to the vehicle body inclination and the decrease in maneuverability are eliminated, the safe and comfortable inverted vehicle 10 can be provided.

Next, a fourth embodiment of the present invention will be described. Note that components having the same structure as those of the first to third embodiments are denoted by the same reference numerals and description thereof is omitted. The description of the same operations and effects as those of the first to third embodiments is also omitted.

FIG. 12 is a block diagram showing a configuration of a vehicle system according to the fourth embodiment of the present invention.

In the present embodiment, the brake control process is executed without using the measured value of the vehicle body tilt state.

When obtaining the vehicle body inclination angle from the measured value of the rotation angle of the link mechanism 60, depending on the failure state of the link motor 61, it may be impossible to add torque and acquire the vehicle body inclination angle at the same time. For example, when a common sensor is used for acquisition of the phase angle necessary for current control of the link motor 61 and acquisition of the rotation angle of the link mechanism 60, if the sensor fails, torque control and inclination angle acquisition cannot be performed simultaneously. . In preparation for such a failure mode, it is necessary to prepare another fail-safe means, which may make it difficult to realize an inexpensive vehicle 10.

Therefore, in the present embodiment, the release continuation time of the link brake 62 is limited. Specifically, a periodic signal acquisition unit is provided, and the release of the link brake 62 is permitted only when the periodic signal is output. Further, the state of the link brake 62 is controlled based on the direction of the acting torque and the vehicle body inclination angle immediately before the occurrence of the abnormality. Specifically, the link brake 62 is released when the product of the value of the acting torque and the value of the vehicle body tilt angle immediately before the occurrence of the abnormality is negative. In this case, the value of the vehicle body tilt angle immediately before the occurrence of the abnormality is used for estimating the action torque. Further, a reference inclination angle detecting means is provided, and the release of the link brake 62 is prohibited when the vehicle body reaches the reference inclination angle.

Thereby, even if it is impossible to add torque and acquire the tilt state of the link mechanism 60, it is possible to execute the brake control process, and to provide a safer and cheaper inverted vehicle 10. it can.

As shown in FIG. 12, in the present embodiment, the control ECU 20 includes a reference inclination angle detection sensor 66 as reference inclination angle detection means. When detecting that the vehicle body has reached the reference inclination angle, the reference inclination angle detection sensor 66 transmits an arrival signal to the main control ECU 21.

In this embodiment, a light detection type proximity sensor is used as the reference inclination angle detection sensor 66. Specifically, the inclined portion including the vehicle body is provided with a shielding (edge) plate, the light emitting portion and the light receiving portion are provided at a position corresponding to the reference inclination angle of the fixed portion, and light from the light emitting portion is reflected by the shielding plate. When the light receiving unit cannot receive light due to being blocked, an arrival signal is transmitted to the main control ECU 21.

The configuration of other points is the same as that of the third embodiment, and a description thereof will be omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described. Here, the brake control process will be described.

FIG. 13 is a flowchart showing the operation of the brake control process in the fourth embodiment of the present invention.

In the present embodiment, in the brake control process, the main control ECU 21 first acquires each state quantity from the sensor (step S14-11). Specifically, the drive wheel rotation angle or rotation angular velocity is acquired from the drive wheel sensor 51.

Subsequently, the main control ECU 21 predicts the operating torque (step S14-12). In this case, the main control ECU 21 obtains an action torque (vehicle action torque) M ₁ acting on the vehicle body from each state quantity by the following equation.

Each term of the above formula representing the working torque M ₁ corresponds to the following action.
1st term: action of gravity due to tilting of vehicle body 2nd term: action of centrifugal force caused by turning of vehicle 10 Note that the value of each drive wheel rotation angular velocity in the above formula is a measured value of the drive wheel rotation angle. Is obtained by first-order time differentiation (difference).

Thus, based on the vehicle body tilt angle immediately before the occurrence of the motor abnormality, the influence of the vehicle body tilt angle is considered. Specifically, the influence of gravity due to the vehicle body tilt is taken into account by the measured value of the vehicle body tilt angle acquired last. By using the value immediately before the occurrence of the abnormality that substantially corresponds to the maximum vehicle body inclination angle after the motor abnormality has occurred, the actual vehicle body inclination angle, that is, estimated to be smaller than the gravitational torque, and the brake release as a result of erroneous estimation Sometimes it is possible to reliably prevent the vehicle body from tilting further. Therefore, even when the vehicle body tilt state cannot be acquired, the vehicle body can be reliably guided to an appropriate tilt state.

Subsequently, the main control ECU 21 determines the inclination direction and determines whether or not the direction is OK (step S14-13). That is, it is determined whether or not the acting torque is acting in the direction toward the reference inclination angle. The determination condition, that is, the condition for determining that the direction is appropriate is represented by the following expression.

In the tilt direction determination in the present embodiment, it is determined whether or not the torque acting on the vehicle body is acting in the direction toward the target tilt angle. Specifically, when the value corresponding to the target inclination angle of the vehicle body is set to zero, it is appropriate when the product of the vehicle body inclination angle immediately before the motor abnormality occurs and the estimated action torque is smaller than a predetermined negative value. It is determined that the direction is correct. As described above, the vehicle body tilt angle immediately before the occurrence of the motor abnormality is determined based on whether the vehicle body should be tilted based on whether the vehicle body tilt angle is unknown or not. It is possible to move the vehicle body posture to an appropriate state to some extent when a motor abnormality occurs.

In the present embodiment, one reference inclination angle detection sensor 66 is provided at a position corresponding to the target inclination angle, but a plurality of reference inclination angle detection sensors 66 are provided, and each attachment position is set as a target inclination angle candidate. You may enable it to select them according to a road surface gradient or a turning target. As a result, the vehicle body tilt state can be guided to a selective target tilt angle.

As a result of the inclination direction determination, when the acting torque acts in the direction toward the reference inclination angle and it is determined that the direction is OK, the main control ECU 21 performs the periodic signal permission determination, and whether the time is OK. It is determined whether or not (step S14-14). If it is determined that the direction is not OK, the link brake 62 is operated (step S14-18), and the brake control process is terminated.

In the periodic signal permission determination, it is determined whether it is a time when the release of the link brake 62 is permitted. The determination condition, that is, the condition for releasing the link brake 62 is expressed by the following equation.

Note that t is a time, _TH is a release permission time (predetermined value), and _TL is a release prohibition time (predetermined value).

In periodic signal permission determination (release duration limit), release of the link brake 62 is prohibited depending on the time of day. Specifically, permission and prohibition of release of the link brake 62 are periodically repeated. That is, after the release is permitted for a predetermined release permission time, the release is repeatedly prohibited for the predetermined release prohibition time. Thus, by limiting the time for which the release of the link brake 62 is continued within the predetermined release permission time, it is possible to reliably prevent an excessive increase in the tilt angular velocity of the vehicle body even when the vehicle body tilt state cannot be obtained. .

In this embodiment, the periodic link brake 62 is forcibly operated regardless of other release permission conditions, but may be adapted to other conditions. For example, the periodic signal permission determination may be executed using the time from the time when the release of the link brake 62 is permitted in the tilt direction determination as the time. Thereby, the vehicle body can be guided to the target inclination angle more efficiently and quickly.

Then, as a result of the periodic signal permission determination, when the release of the link brake 62 is permitted and it is determined that the time is OK, the main control ECU 21 performs an occupant permission determination and determines whether the permission is OK or not. (Step S14-15). If it is determined that the time is not OK, the link brake 62 is operated (step S14-18), and the brake control process is terminated.

In the passenger permission determination, it is determined whether or not the passenger 15 permits the release of the link brake 62. The main control ECU 21 determines the operation state of the return permission switch 32 based on whether or not a permission signal has been received. If the permission signal is received, the main control ECU 21 determines that the occupant 15 has permitted. Accordingly, it is possible to prevent the occupant 15 from feeling uneasy due to the unexpected inclination of the vehicle body accompanying the release of the link brake 62, and to make the occupant 15 recognize that the link motor 61 is in an abnormal state.

As a result of the occupant permission determination, when the occupant 15 permits the release of the link brake 62 and it is determined that the permission is OK, the main control ECU 21 performs the reference inclination angle arrival determination and determines whether or not it has not yet reached. Is determined (step S14-16). If it is determined that the permission is not OK, the link brake 62 is operated (step S14-18), and the brake control process is terminated.

In the reference inclination angle arrival determination, it is determined whether or not the vehicle body has already reached the reference inclination angle. In this case, the main control ECU 21 determines whether or not the vehicle body has reached the reference inclination angle based on whether or not the arrival signal has been received. If the arrival signal is received, the main control ECU 21 determines that the vehicle body has reached the reference inclination angle. judge. Thereby, even if the measurement value of the vehicle body tilt state cannot be acquired, the vehicle body can be fixed at an appropriate tilt angle.

In this embodiment, the target tilt angle for tilting the vehicle body is given as a point, but the target tilt angle may be given as a certain range. For example, when the reference inclination angle detection sensor 66 is attached to each of two points corresponding to angles different from the reference inclination angle of the vehicle body by a predetermined value, and the arrival signal is received from one reference inclination angle detection sensor 66, the vehicle body inclination angle is It may be determined that it is within the allowable range, and subsequent brake release may be prohibited.

If it is determined that the vehicle body has not yet reached the reference inclination angle as a result of the reference inclination angle arrival determination, the main control ECU 21 releases the link brake 62 (step S14-17). Then, the brake control process is terminated. If it is determined that the link has been reached, the link brake 62 is operated (step S14-18), and the brake control process is terminated.

In the brake control process, the link brake 62 is released only when all four conditions are appropriate. Specifically, an operating voltage is input from the main control ECU 21 to the link brake 62.

Thus, in the present embodiment, the brake control process is executed without using the measured value of the vehicle body tilt state. Specifically, the release of the link brake 62 is permitted only when the periodic signal is output. Further, when the product of the value of the acting torque and the value of the vehicle body tilt angle immediately before the occurrence of the abnormality is negative, the link brake 62 is released. Further, the release of the link brake 62 is prohibited when the vehicle body reaches the reference inclination angle.

Thereby, even if it is impossible to both add torque and acquire the tilt state of the link mechanism 60, it is possible to execute the brake control processing, and it is possible to provide the inverted vehicle 10 that is safer and less expensive.

Next, a fifth embodiment of the present invention will be described. Note that components having the same structure as those of the first to fourth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those in the first to fourth embodiments is also omitted.

FIG. 14 is a diagram showing a tilted state of the vehicle in the fifth embodiment of the present invention, and FIG. 15 is a block diagram showing the configuration of the vehicle system in the fifth embodiment of the present invention. In FIG. 14, (a) shows turning, (b) shows brake operation, (c) shows brake release, and (d) shows state return.

In the present embodiment, the case where the vehicle 10 has three or more wheels will be described. That is, the vehicle 10 includes, for example, a three-wheeled vehicle having one front wheel and two rear wheels, a three-wheeled vehicle having two front wheels and one rear wheel, and two front wheels and rear wheels. However, it may be of any kind as long as it has three or more wheels.

Here, for convenience of explanation, the vehicle 10 is disposed in front of the vehicle body and has one front wheel that functions as a steering wheel, and two left and right rear wheels that are disposed in the rear of the vehicle body and function as drive wheels 12. It is assumed that the vehicle is a three-wheeled vehicle having In this case, as in the first and second embodiments, the vehicle 10 changes the camber angles of the left and right rear wheels by the link mechanism 60 and moves the vehicle body including the riding portion 14 and the main body portion 11 to the turning inner wheel. By tilting to the side, it is possible to improve the turning performance and ensure the comfort of the passenger (not shown). That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). Note that posture control such as posture control of an inverted pendulum is not performed. That is, the posture control of the vehicle body in the front-rear direction is not performed.

In addition, as shown in the figure, the input device 30 of the vehicle 10 in the present embodiment does not include the joystick 31, but instead includes a handle 33, a throttle grip 34, and a brake lever 35 as a steering device.

The handle 33 is a rod-like member used in general motorcycles, bicycles, etc., and is directly connected to the front wheels. As in the case of general motorcycles, bicycles, etc., the front wheels as the steered wheels change the steering angle in accordance with the operation of the handle 33 by the occupant 15, thereby changing the traveling direction of the vehicle 10.

The throttle grip 34 is a member similar to a throttle grip used in a general motorcycle or the like, and is rotatably attached to one end of a rod-like handle 33. The rotation angle, that is, the throttle opening is set. Accordingly, it is a device for inputting a travel command for accelerating the vehicle 10.

Further, the brake lever 35 is a member similar to a brake lever used in general motorcycles, bicycles and the like, and is attached to one end of a rod-like handle 33 so as to be swingable. This is a device for inputting a travel command for decelerating the vehicle 10 according to the operation amount.

Further, the vehicle body control system 40 includes a lateral acceleration sensor 43. The lateral acceleration sensor 43 is a sensor composed of a general acceleration sensor, a gyro sensor, or the like, and detects the lateral acceleration of the vehicle 10.

The configuration of other points is the same as that of the third embodiment, and a description thereof will be omitted.

Then, as the attitude control is performed by the control ECU 20, the vehicle 10 turns in a state where the vehicle body is tilted to the inside of the turning circle as shown in FIG. When an abnormality occurs in the link motor 61 during turning, that is, when an actuator abnormality occurs, the link brake 62 is operated. Then, as shown in FIG. 14B, the vehicle body tilt state is maintained even after the turn is completed. Subsequently, when a predetermined condition is satisfied, the brake is released, and the link brake 62 is released again during turning, allowing the vehicle body to be tilted to the outside of the turning circle. Then, as shown in FIG. 14C, the vehicle body is raised by the action of centrifugal force. Then, as shown in FIG. 14D, the link mechanism 60 rotates and the vehicle body returns to the upright state. In this state, that is, in the return state, the link brake 62 is operated again, and the link mechanism 60 is fixed.

Next, the operation of the vehicle 10 having the configuration in the present embodiment will be described in detail. Here, description of the outline of the running and posture control processing is omitted, and first, the brake control processing will be described.

In the present embodiment, the vehicle lateral acceleration α _L is acquired by the lateral acceleration sensor 43. Further, when the vehicle body control system 40 includes a yaw rate sensor, it can be obtained by the following equation. In this embodiment, since the vehicle 10 is a three-wheeled vehicle, when the vehicle lateral acceleration α _L is calculated based on the rotational difference between the left and right wheels as in the third embodiment, an accurate value is obtained. It is because it cannot be obtained.
α _L = vω
Here, v is an average vehicle speed [m / s] for the left and right wheels, and ω is a yaw rate [rad / s], which is an output of the yaw rate sensor.

The yaw rate ω can also be obtained from the steering angle of the front wheels according to the following equation.
ω = v · tan θ / L
Here, θ is a steering angle, and L is a wheel base [m] of the vehicle 10.

Note that description of other points in the brake control process is the same as in the third embodiment, and is omitted.

Thus, in the present embodiment, even in the case of the vehicle 10 having three or more wheels, the discomfort and anxiety given to the occupant 15 due to the vehicle body inclination and the decrease in maneuverability are eliminated. A comfortable vehicle 10 can be provided.

Next, a sixth embodiment of the present invention will be described. Note that components having the same structure as those of the first to fifth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those of the first to fifth embodiments is also omitted.

FIG. 16 is a block diagram showing a configuration of a vehicle system according to the sixth embodiment of the present invention.

In the present embodiment, the control ECU 20 includes a reference inclination angle detection sensor 66 as reference inclination angle detection means. When detecting that the vehicle body has reached the reference inclination angle, the reference inclination angle detection sensor 66 transmits an arrival signal to the main control ECU 21.

The configuration of other points is the same as that of the fifth embodiment, and a description thereof will be omitted.

And in this embodiment, the release continuation time of the link brake 62 is limited. Specifically, a periodic signal acquisition unit is provided, and the release of the link brake 62 is permitted only when the periodic signal is output. Further, the state of the link brake 62 is controlled based on the direction of the acting torque and the vehicle body inclination angle immediately before the occurrence of the abnormality. Specifically, the link brake 62 is released when the product of the value of the acting torque and the value of the vehicle body tilt angle immediately before the occurrence of the abnormality is negative. In this case, the value of the vehicle body tilt angle immediately before the occurrence of the abnormality is used for estimating the action torque. Further, the release of the link brake 62 is prohibited when the vehicle body reaches the reference inclination angle.

Note that the operation of the brake control process is the same as that of the fourth embodiment, and thus the description thereof is omitted.

As a result, in the present embodiment, the brake control process can be executed even when both the torque addition and the inclination state acquisition of the link mechanism 60 are impossible, and the inverted and safer and more inexpensive type. The vehicle 10 can be provided.

Furthermore, in the third to sixth embodiments of the present invention, the following can be shown as means for solving the problems of the prior art.

A drive wheel rotatably attached to the vehicle body, a vehicle body left-right tilt mechanism that tilts the vehicle body left and right, a tilt mechanism brake that fixes the vehicle body left-right tilt mechanism, drive torque applied to the drive wheel, and / or A vehicle control device that controls the vehicle body posture by controlling the vehicle body tilt, and the vehicle control device predicts the vehicle body tilt direction when the tilt mechanism brake is released. A vehicle that releases the tilt mechanism brake when the tilt direction prediction means predicts that the vehicle body tilts in a direction approaching a target tilt angle.

According to this configuration, the posture of the vehicle body is automatically returned to an appropriate state, so that discomfort and anxiety given to the occupant due to the vehicle body inclination and a decrease in maneuverability can be solved.

In another vehicle, the tilt direction predicting means further predicts the left / right tilt direction based on an estimated value of a left / right tilt angular velocity of the vehicle body and an acting torque acting to tilt the vehicle body to the left / right.

In still other vehicles, the tilt direction predicting means estimates the left and right tilt directions by estimating the left and right tilt angular velocities after the acting torque has acted for a predetermined time.

According to these configurations, it is possible to accurately predict the left-right inclination direction of the vehicle body.

In still other vehicles, the tilt direction predicting means estimates the acting torque based on the left / right tilt angle and lateral acceleration of the vehicle body.

According to this configuration, it is possible to predict the lateral tilt direction of the vehicle body without measuring the magnitude of the torque acting on the vehicle body.

In yet another vehicle, the vehicle control device further operates the tilt mechanism brake when the left-right tilt angular velocity of the vehicle body is higher than a predetermined threshold.

Furthermore, in another vehicle, the vehicle control device further includes a periodic signal acquisition unit that acquires a periodic signal that is intermittently transmitted at a predetermined cycle, and the vehicle control device is configured such that the periodic signal acquisition unit cannot acquire the periodic signal. The release of the tilt mechanism brake is prohibited.

According to these configurations, it is possible to reduce occupant anxiety due to the vehicle body tilting to the left and right at high speed, and impact when the vehicle stops suddenly from the high speed tilt.

In still another vehicle, the vehicle control device further includes a tilt permission unit, and releases the tilt mechanism brake when an occupant permits the release of the tilt mechanism brake by operating the tilt permission unit.

According to this configuration, it is possible to prevent the passenger from feeling uneasy due to the vehicle body tilting unexpectedly.

In still another vehicle, the vehicle control device further executes control of the tilt mechanism brake when it is impossible to generate torque of the tilt actuator that operates the vehicle body tilt mechanism.

According to this configuration, even if an abnormality occurs in the actuator, the posture of the vehicle body can be automatically returned to an appropriate state.

The present invention is not limited to the above-described embodiment, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

The present invention can be applied to vehicles.

10 Vehicle 12 Drive wheel 20 Control ECU
60 Link mechanism 62 Link brake

Claims (13)

1. Left and right drive wheels attached to the vehicle body rotatably,
   A vehicle body tilting link mechanism for tilting the vehicle body left and right;
   A link brake for fixing the vehicle body tilt link mechanism;
   A vehicle control device for controlling a posture of the vehicle body by controlling a drive torque applied to each of the drive wheels and a link torque applied to the vehicle body tilt link mechanism;
   The vehicle control device reduces a vehicle lateral acceleration limit value when the link brake fixes the vehicle body tilt link mechanism to a value smaller than a vehicle lateral acceleration limit value when the vehicle body tilt link mechanism is not fixed. Vehicle characterized by letting it be.
2. The vehicle according to claim 1, wherein the vehicle control device reduces a limit value with respect to a target value of the vehicle lateral acceleration.
3. The vehicle according to claim 1 or 2, wherein the vehicle control device determines a reduction amount of the limit value according to a fixed angle of the vehicle body tilt link mechanism.
4. The vehicle control device uses the angle from the right end of the vehicle body tilt movable range to the fixed position as the amount of decrease in the right acceleration limit value, and sets the angle from the left end of the vehicle body tilt movable range to the fixed position as the amount of decrease in the left acceleration limit value. The vehicle according to claim 3.
5. The vehicle according to any one of claims 1 to 4, wherein the vehicle control device further decreases the other value in accordance with one value of the right acceleration limit value and the left acceleration limit value.
6. The vehicle according to claim 5, wherein the vehicle control device compares the right acceleration limit value and the left acceleration limit value, and decreases the larger acceleration limit value to the smaller acceleration limit value.
7. The vehicle according to any one of claims 1 to 6, wherein the vehicle control device decreases an average driving wheel rotation angular velocity limit value in accordance with a limit value of the vehicle lateral acceleration.
8. The vehicle control device is configured such that the minimum turning radius at the maximum speed when the vehicle body inclination link mechanism is fixed is equal to or less than the minimum turning radius at the maximum speed when the vehicle body inclination link mechanism is not fixed. The vehicle according to claim 7, wherein an average driving wheel rotation angular velocity limit value when the vehicle body inclination link mechanism is fixed is corrected.
9. The vehicle according to any one of claims 1 to 8, wherein the vehicle control device reduces the limit value of the vehicle lateral acceleration in accordance with a lateral road gradient.
10. The vehicle control device reduces the limit values of the vehicle left acceleration and the vehicle right acceleration when the inclination direction of the vehicle body on the horizontal plane is the same as the downward direction of the left-right road gradient, and the vehicle body on the horizontal plane The vehicle according to claim 9, wherein a limit value of the vehicle left acceleration and the vehicle right acceleration is fixed when an inclination direction of the vehicle is the same as an upward direction of the left and right road surface gradient.
11. The vehicle according to any one of claims 2 to 10, wherein the vehicle control device applies a driving torque difference according to a target value of the limited vehicle lateral acceleration to the left and right driving wheels.
12. The vehicle according to any one of claims 1 to 11, wherein when the vehicle body tilt link mechanism is fixed, the vehicle body is tilted to either the left or right.
13. The vehicle control device, from the midpoint of the ground point of the left and right drive wheels to the center of action of the ground load of the left and right drive wheels, depending on the limited vehicle lateral acceleration and the left and right tilt state of the vehicle body. A ground load movement rate that is a value obtained by dividing the distance by the distance from the midpoint to the ground point of the drive wheel is estimated, and a drive torque difference is calculated between the left and right drive wheels according to the estimated value of the ground load transfer rate. The vehicle according to claim 12 to be given.

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