JP2010149607A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To save space by efficiently performing turning of wheels in a vehicle control device including a turning mechanism such as rear steering. <P>SOLUTION: This vehicle control device controls a vehicle having the turning mechanism 11 for performing turning of the wheels 3 and variable suspensions 12 provided in the wheels 3. The vehicle control device includes a specifying means 31 for specifying a value of a prescribed parameter showing a danger that the wheels 3 and a body 10 of the vehicle interfere with each other and a control means 35 for controlling the variable suspensions 12 to limit operations of the variable suspensions 12 according to the specified value of the prescribed parameter when performing turning. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device that controls a vehicle including a steering mechanism such as a rear steering device that steers rear wheels for efficient steering, and a variable suspension such as an active suspension and an active stabilizer. Related to the technical field.

  This type of vehicle control device prevents the mutual interference or contact between the rear wheel approaching the body (specifically, the wheel arch or the inner wall of the wheel house) and the body by being steered. Therefore, it is configured to perform various controls. For example, according to a vehicle control apparatus including a turning angle limiting means such as a solenoid valve, when the bound stroke of the rear wheel is larger than a predetermined value, the piston rod connected to the rear wheel is turned by the turning angle limiting means. It is held in a neutral position, and the rear wheels cannot be steered (see Patent Document 1). Further, for example, according to the vehicle control device including means for calculating the target turning angle based on the traveling state, when the stroke amount of the suspension is equal to or greater than a predetermined value, the calculated target turning angle is set to zero. Then, the rear wheel is returned to the neutral direction (see Patent Document 2).

JP 61-67671 A Japanese Patent Laid-Open No. 11-245838

  However, according to the devices of Patent Documents 1 and 2 described above, the rear wheel is held in the neutral position or steered toward the neutral position in accordance with the amount of movement in the vertical direction such as the stroke amount of the rear wheel or the suspension. . For this reason, there is a technical problem that the turning of the rear wheel to the neutral position every time turning is performed along with long-distance cornering may make the turning inefficient.

  On the other hand, in order to prevent such mutual interference between the rear wheel and the body, if the distance between the two is easily expanded, the space occupied by these portions will be enlarged. As a result, the volume of the boarding space and the volume of the trunk room are reduced, and further, the relative position between the wheel and the wheel arch is restricted, and the convenience, comfort and design of the vehicle may be greatly impaired.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device that enables efficient steering of wheels such as rear steer and is suitable for space saving.

  In order to solve the above problems, a first vehicle control device according to the present invention is a vehicle control device that controls a vehicle having a steering mechanism that performs wheel steering and a variable suspension provided on the wheel, Specifying means for specifying a value of a predetermined parameter indicating a risk that the vehicle body and the vehicle body interfere with each other, and the variable suspension according to the value of the specified predetermined parameter when the steering is performed; And a control means for controlling the variable suspension so as to limit the operation.

  According to the first vehicle control device of the present invention, the vehicle to be controlled includes a steering mechanism for turning the rear wheels, which is called a rear steering device or an active rear steering device, for example. As a result, when the vehicle bends during traveling or travels on a curved road, the rear wheels are steered in a manner that cooperates with the steering of the front wheels, thereby enabling efficient and comfortable traveling. Further, in a vehicle to be controlled, a variable suspension, which is called an active suspension, an active stabilizer, or the like, is provided on the wheel thus steered. As a result, efficient and comfortable travel is possible regardless of the wheel or vehicle behavior such as acceleration or the road surface condition on which the vehicle travels.

  Here, in particular, when a wheel such as a rear wheel is steered by the steering mechanism, a part of the wheel such as the rear wheel approaches the vehicle body. Here, the “vehicle main body” means a part belonging to the main body side of the vehicle, for example, a body, a wheel arch, a wheel house, or the like located around the wheel, or an inner wall portion facing the wheel. For this reason, if any countermeasure is taken, wheels such as rear wheels steered by the steering mechanism may interfere with (ie, contact or collide with) the vehicle main body such as a wheel arch. In particular, when a part of a wheel such as a rear wheel steered in this way approaches the main body of the vehicle, if the wheel moves up and down relative to the main body such as a tire bounce, interference is more likely to occur.

  However, in the present invention, first, the value of a predetermined parameter indicating the risk of such a wheel and the vehicle body interfering with each other is specified by specifying means including a sensor, a processor, a memory, and the like. Here, the “predetermined parameter” is, for example, the distance between the wheel and the body, the amount of movement of the wheel relative to the vehicle (in other words, the stroke of the wheel), the stroke of the variable suspension, the impact such as the tire bound, The acceleration is at least one kind of preset parameter, and is a parameter that quantitatively indicates or quantifies the risk that the wheel and the vehicle body interfere with each other. It should be noted that the specification of such parameters during actual traveling or turning may be by directly measuring the parameters using a sensor (for example, using a distance sensor), or calculating or calculating a map. It is also possible to specify parameters indirectly by using or using functions.

  When the wheels are actually steered, the variable suspension is controlled by the control means including, for example, a controller, a microcomputer, etc. according to the value of the predetermined parameter specified in this way, and the variable suspension is operated. Restrictions are added. Here, “according to the value of the predetermined parameter” means that the value of the predetermined parameter is large or small, typically depending on the magnitude relationship with the reference value or threshold value, or whether the value falls within the reference range or threshold value range. is there. In addition, “restriction” with respect to “operation of the variable suspension” typically means limiting the stroke or damping coefficient of the suspension, and more generally, the wheel interferes with the main body due to the characteristics of the variable suspension. It means changing to the difficult side. When steering is performed in this way, by restricting the operation of the variable suspension, it is possible to quickly and relatively easily construct a state where the wheel is difficult to approach the main body, thereby making it quick and relatively easy, It is possible to prevent interference between the wheel and the main body.

  In addition, the present invention can utilize the existing steering mechanism and the variable suspension as they are or with only a slight modification, so that little or no modification is required for the vehicle body. That is, for example, in order to prevent the mutual interference between the rear wheel and the main body, it is not necessary to expand the distance between the two, and the control device including the steering mechanism and the variable suspension and the entire controlled device can be saved. It is also possible. As a result, it is easy to secure a large capacity for the riding space and the volume of the trunk room, and there is no restriction on the relative position between the wheel and the wheel arch, and the convenience, comfort, and design of the vehicle are improved. Is possible.

  As described above, it is possible to efficiently turn a wheel such as a rear steer, and a vehicle control device suitable for space saving is realized.

  In one aspect of the first vehicle control apparatus of the present invention, the predetermined parameter is a distance between the wheel and the main body, and the control means is configured such that the value of the distance is smaller than a preset distance threshold value. In addition, the operation is limited.

  According to this aspect, the value of the distance between the wheel and the main body (typically, the shortest distance between the two) is specified as the predetermined parameter indicating the risk that the wheel and the main body of the vehicle interfere with each other by the specifying means. Is done. When steering is performed, a restriction is imposed on the operation of the variable suspension when the distance between the wheel and the main body is smaller than a preset distance threshold. Here, the “distance threshold value” is a reference value for determining whether or not to limit the operation of the variable suspension. If the wheel approaches the main body more than that value, there is a possibility of interference. Or a value obtained by adding a slight margin may be determined experimentally, empirically or theoretically, or by simulation or the like. In addition, when it becomes small, a restriction | limiting is added to operation | movement, However, When it is equal, it does not matter whether a restriction | limiting is added to an operation | movement.

  Thus, by restricting the operation of the variable suspension based on the distance between the wheel and the main body, it is possible to quickly and relatively easily construct a state in which the wheel is difficult to approach the main body.

  In another aspect of the first vehicle control apparatus of the present invention, the predetermined parameter is a movement amount of the wheel in the vertical direction with respect to the vehicle, and the control means has a value of the movement amount that is the turning of the wheel. When the movement amount threshold value is larger than a preset movement amount threshold as a function of the angle, the operation of the variable suspension is limited.

  According to this aspect, the value of the amount of movement of the wheel in the vertical direction relative to the vehicle (in other words, the stroke of the wheel) is specified as the predetermined parameter indicating the risk that the wheel and the vehicle body interfere with each other. The Here, the “movement amount” means, for example, not only the distance that the wheel moves up and down (that is, bouncing) but also the length of expansion and contraction (that is, the amplitude) of a shock absorber or the like corresponding to the movement of the wheel May be. When the steering is performed, when the value of the movement amount becomes larger than a preset movement amount threshold, the operation of the variable suspension is limited. Here, the “movement amount threshold value” is a reference value for determining whether or not to limit the operation of the variable suspension. If the wheel moves up or down above that value, there is a possibility of interference. Or a value obtained by adding a slight margin may be determined experimentally, empirically or theoretically, or by simulation or the like. It should be noted that the operation is restricted when it becomes larger, but the operation may or may not be restricted when they are equal. Also, “preset as a function of the wheel turning angle” means that a different threshold is set for each different turning angle, and for each of the various turning angles, the same as described above. The threshold value may be determined experimentally or the like.

  Thus, by restricting the operation of the variable suspension based on the amount of movement of the wheel in the vertical direction, it is possible to quickly and relatively easily construct a state in which the wheel is difficult to approach the main body.

  In another aspect of the first vehicle control device of the present invention, the control means further controls the turning mechanism so as to limit the turning angle of the wheel according to the value of the specified parameter specified. Control.

  According to this aspect, when the steering is performed, the control unit not only restricts the operation of the variable suspension according to the specified value of the specified parameter, but also specifies the specified value of the specified parameter. Accordingly, a limit is imposed on the steering angle of the wheel. Here, the “restriction” for the “steering angle of the wheel” means that the steered angle is on the side where the wheel does not easily interfere with the main body, that is, the steered angle is made smaller or close to zero (in other words, the wheel is in the neutral position). It means that Regarding such a limitation of the steering angle, specifically, for example, a map indicating the movement trajectory of a wheel having various steering angles is used to predict the interference between the wheel and the main body and to avoid the predicted interference. The “escape steering angle” that should escape in the direction away from the main body may be identified, and the identified escape steering angle may be added to the basic steering angle. Then, the wheel may be steered by the steered mechanism by the calculated steered angle. Thereby, avoiding the interference between the wheel and the vehicle body can be executed efficiently. In this way, it is possible to construct a state in which the wheel is difficult to approach the main body quickly or reliably.

  In another aspect of the first vehicle control apparatus of the present invention, the control means increases a damping coefficient of the variable suspension according to at least the value of the specified predetermined parameter when the steering is performed. Add the restriction to the side.

  According to this aspect, when steering is performed, a restriction is imposed on the side where the damping coefficient (that is, the damping coefficient) of the variable suspension is increased according to the specified value of the predetermined parameter. Here, the “damping coefficient” is, for example, a damping coefficient in a shock absorber, and means a coefficient of speed at which the expansion and contraction of the shock absorber (that is, the suspension or the stroke of the shock absorber) is attenuated. Specifically, for example, when the wheel is steered, the damping coefficient of the shock absorber may be set large by the control means. As described above, when the damping coefficient is increased as compared with the conventional case, the variable suspension is hardly stretched or stretched. Here, “not easily stretched” with respect to the suspension means, for example, that the shock absorber expands and contracts to reduce the speed of expansion and contraction, and actually agrees that “it is difficult to expand and contract”. Along with such suspension control, while the wheel is moved in the vertical direction at a reduced speed, the wheel is displaced in a direction away from the vehicle body (that is, a direction toward the neutral position). As a result, a state in which the wheel is difficult to approach the main body can be constructed relatively easily.

  In another aspect of the first vehicle control apparatus of the present invention, the control means reduces the stroke amount of the variable suspension according to at least the specified value of the specified parameter when the steering is performed. Add the restriction to the side.

  According to this aspect, when steering is performed, a restriction is imposed on the side where the stroke amount of the variable suspension is reduced in accordance with the value of the specified parameter specified. For example, in order to limit the side where the stroke amount becomes small, the limit is added to the side where the suspension load is increased. Here, “load” means, for example, power that attenuates expansion and contraction of the shock absorber. Specifically, for example, the load may be changed and the expansion / contraction of the shock absorber may be controlled by a mechanism such as an active stabilizer or an active suspension. For example, when the wheel is steered, a large load may be set on the shock absorber by the control means. Thus, when the stroke is made smaller than before, the variable suspension is shortened. As a result, a state in which the wheel is difficult to approach the main body can be constructed relatively easily.

  In the above-described two aspects, “at least” in “at least according to the value of the specified parameter specified” means that the turning angle is not added to the specified parameter in each of these aspects. Is intended to include a mode in which restrictions are imposed according to the turning angle (not only the value of the predetermined parameter).

  In another aspect of the first vehicle control apparatus of the present invention, the specifying means specifies the value of the predetermined parameter in consideration of a turning angle of the wheel.

  According to this aspect, the value of the predetermined parameter is specified by the specifying means in consideration of the wheel turning angle. That is, the greater the turning angle, the shorter the distance between the wheel and the body (typically the shortest distance between the two), but not only based on the stroke amount of the variable suspension, but also the turning angle. Based on this, the value of the predetermined parameter is specified. Therefore, the predetermined parameter can be specified as a parameter that more accurately or strictly indicates the risk that the wheel and the vehicle body interfere with each other. Therefore, finally, it is possible to prevent the situation in which the wheels and the vehicle body interfere with each other more reliably and reliably.

  In another aspect of the first vehicle control device of the present invention, the specifying means specifies the value of the predetermined parameter without taking into account the turning angle of the wheel, and the control means includes the specified predetermined parameter. In addition to the above value, the restriction is added according to the turning angle.

  According to this aspect, the value of the predetermined parameter is specified by the specifying means without taking the wheel turning angle into consideration. That is, the greater the turning angle, the shorter the distance between the wheel and the body (typically the shortest distance between the two), but the value of the predetermined parameter is specified without being based on the turning angle. The identification can be performed more easily. Thereafter, when the vehicle is actually steered, a limit is applied by the control means in accordance with the steered angle in addition to the value of the predetermined parameter simply identified in this way. For example, when the value of the movement amount is larger than a movement amount threshold value that is set in advance as a function of the turning angle (that is, a threshold value that takes into account the turning angle and varies depending on the turning angle), the operation of the variable suspension There are restrictions on Therefore, it is possible to prevent the wheels and the vehicle body from interfering with each other more accurately or strictly.

  In another aspect of the first vehicle control device of the present invention, the specifying means includes at least one of the behavior of the wheel or the vehicle including the stroke amount of the variable suspension, and the road surface on which the vehicle travels. Based on this, the value of the predetermined parameter is specified.

  According to this aspect, the value of the predetermined parameter is set as a value suitable for the actual driving environment or road environment based on the behavior of the wheel or the vehicle including the stroke amount of the variable suspension or the condition of the road surface on which the vehicle travels. It becomes possible to specify.

  The “behavior” according to this aspect may include, for example, at least one of bounce, tire stroke, turning angle, roll angle, roll rate, slip angle, lateral speed, and lateral acceleration related to the wheel or the vehicle. . In this way, the value of the predetermined parameter can be specified as a value more suitable for the actual driving environment or road environment.

  In another aspect of the first vehicle control device of the present invention, the wheel is a rear wheel.

  According to this aspect, by adopting rear steer, while ensuring high operability and comfort of the vehicle when driving on a curved road or curved road, it is possible to A large volume of the trunk room can be secured.

  In order to solve the above problems, a second vehicle control device according to the present invention is a vehicle control device that controls a vehicle having a steering mechanism that steers wheels, and includes a slip angle and a lateral speed of the wheels. Specifying means for specifying at least one value as a value of a predetermined parameter indicating a risk that the wheel and the vehicle body interfere with each other, and turning the wheel according to the value of the specified predetermined parameter Control means for controlling the steering mechanism so as to limit the angle.

  According to the second vehicle control device of the present invention, the vehicle to be controlled includes the steering mechanism and the variable suspension.

  Here, in particular, when a wheel such as a rear wheel is steered by the steering mechanism, a part of the wheel such as the rear wheel approaches the vehicle body. For this reason, unless any countermeasure is taken, wheels such as rear wheels steered by the steering mechanism may interfere with the vehicle main body such as a wheel arch.

  However, in the present invention, first, the slip angle and the lateral speed of the wheel are set as the values of the predetermined parameters indicating the risk of such a wheel and the vehicle body interfering with each other by a specific means including a sensor, a processor, a memory, and the like. At least one of the values is specified. Here, the “predetermined parameter” is a parameter that quantitatively indicates or quantifies the risk of the wheels and the vehicle body interfering with each other. Here, at least one value of the slip angle and the lateral speed is used. It is limited to. “Slip angle” means an angular difference between the traveling direction of the vehicle and the direction of the wheels. “Specify” the slip angle means that, for example, design information including a steering angle of the steering wheel is input to a predetermined function as a parameter to be output or calculated uniquely, or simulation is performed using CAD. This means that it is only necessary to guess and to determine or specify the slip angle. “Lateral speed” means the lateral speed of the vehicle. The degree of side slip of the vehicle may be determined based on this lateral speed. “Specify” for such lateral speed is estimated by, for example, outputting or calculating uniquely by inputting a travel distance, travel time, and the like as parameters into a predetermined function, or performing a simulation using CAD. This means that the lateral speed should be determined or specified.

  It should be noted that the specification of such slip angle and lateral speed parameters during actual traveling or turning may be by directly measuring parameters (for example, using a slip angle sensor) using a sensor, Alternatively, the parameter may be indirectly specified by calculation or calculation, use of a map, use of a function, or the like.

  When the wheels are actually steered, the steered mechanism is controlled by a control means including, for example, a controller, a microcomputer, etc. according to the value of the predetermined parameter specified in this way, and the steered angle of the wheels There are restrictions on Here, “according to the value of the predetermined parameter” means that the value of the predetermined parameter is large or small, typically depending on the magnitude relationship with the reference value or threshold value, or whether the value falls within the reference range or threshold value range. is there. Specifically, for example, when the slip angle or the lateral speed becomes larger than a predetermined threshold value and it is determined that the main body of the tilted vehicle is unstable, the turning angle may be limited.

  Also, the “restriction” for the “steering angle” is the same as in the case described above. , Move the wheel closer to the neutral position). Regarding such a limitation of the steering angle, specifically, for example, a map indicating the movement trajectory of a wheel having various steering angles is used to predict the interference between the wheel and the main body and to avoid the predicted interference. The “escape steering angle” that should escape in the direction away from the main body may be identified, and the identified escape steering angle may be added to the basic steering angle. Then, the wheel may be steered by the steered mechanism by the calculated steered angle. Thereby, avoiding the interference between the wheel and the vehicle body can be executed efficiently.

  When steering is performed in this way, by limiting the steering angle in the steering mechanism, it is possible to quickly and relatively easily construct a state in which the wheels are difficult to approach the main body, thereby quickly and relatively easily Thus, it is possible to prevent interference between the wheel and the main body. In particular, for example, when the vehicle changes to a road surface with a high road surface friction coefficient, the lateral force applied to the vehicle body (that is, the lateral acceleration) is increased, and the amount of movement of the wheels is suddenly increased. It becomes possible to avoid interference between the wheel and the vehicle body.

  Further, the present invention can be used with existing steering mechanisms as they are or with only slight modifications, so that little or no modification is required to the vehicle body. That is, for example, in order to prevent mutual interference between the rear wheel and the main body, it is not necessary to expand the distance between the two, and it is possible to save space for the entire control device including the steering mechanism and the controlled device. It becomes. As a result, it is easy to secure a large capacity for the riding space and the volume of the trunk room, and there is no restriction on the relative position between the wheel and the wheel arch, and the convenience, comfort, and design of the vehicle are improved. Is possible.

  As described above, it is possible to efficiently turn a wheel such as a rear steer, and a vehicle control device suitable for space saving is realized.

  The operation and other advantages of the present invention will become apparent from the best mode for carrying out the invention described below.

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

  First, the configuration of the vehicle control device according to the embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a block diagram showing an outline of a vehicle equipped with the vehicle control device according to the embodiment, and FIG. 2 is a distance between the wheel and the main body of FIG. 1 as a distance between the main bodies according to the present invention. FIG. 3 is a map used for specifying the distance between the main bodies and correcting the turning amount according to the embodiment.

  In FIG. 1, a vehicle 100 according to this embodiment includes a steering wheel 1, a right front tire 2R, and a left front tire 2L (hereinafter simply referred to as “front tire 2” as appropriate), a right rear tire 3R, and a left rear tire 3L (hereinafter, referred to as a mechanical system). As appropriate, simply referred to as “rear tire 3”), the steering mechanism 11, the suspension 12, the steering gear 13, and the controller 30 as a control system, the tire stroke detection unit 31, the turning angle detection unit 32, the interbody distance calculation unit 33, the damping A control unit 35, a suspension stroke control unit 36, and a vehicle speed detection unit 37 are provided. In the present embodiment, the vehicle 100 appropriately controls the suspension 12 attached to the rear tire 3 when the rear tire 3 is steered by the steering mechanism 11.

  The steering gear 13 converts the rotation of the handle 1 into left-right power. The front tire 2 is steered in the traveling direction by the power in the left-right direction by the steering gear 13.

  The rear tire 3 is steered in response to the rotation of the handle 1 by the steered mechanism 11 as an example of the “wheel” according to the present invention. In FIG. 2, the rear tire 3 is a distance from the body 10 in particular in the present embodiment, in addition to being steered according to the traveling state such as the rotation of the steering wheel 1 and the traveling speed in normal rear steering. Depending on the distance between the bodies, the steering angle is appropriately limited as described in detail below. In parallel with this, depending on the distance between the bodies, restrictions are also applied to the operation of the suspension 12 as will be described in detail below. Note that “distance between bodies” is an example of “distance between main bodies” according to the present invention, and indicates a distance at which the distance between the rear tire 3 that strokes according to the road surface state and the body 10 is the shortest. The inter-body distance is calculated by the inter-body distance calculation unit 33.

  As an example of the “specifying means” according to the present invention, the body-to-body distance calculation unit 33 uses the three-dimensional map of FIG. 3 to detect the stroke amount SR detected by the tire stroke detection unit 31 and the cutting angle detection unit 32. An inter-body distance Lx is calculated based on the detected cut angle δR.

  As another example of the “specifying means” according to the present invention, the tire stroke detection unit 31 detects the movement amount of the rear tire 3 that makes a stroke as the stroke amount SR.

  The cutting angle detection unit 32 detects the steering angle of the current rear tire 3 as a cutting angle δR as another example of the “specifying means” according to the present invention.

  Next, a method for calculating the distance between the bodies will be described with reference to FIGS.

  In FIG. 3, regarding the three-dimensional map, the “stroke amount” is taken on the X axis, the “cut angle” of the rear tire 3 is taken on the Y axis, and the “distance between bodies” is taken on the Z axis. Six predicted stroke trajectories are shown. Each predicted stroke locus has a different “cut angle”, and when the “stroke amount” is zero, the “distance between bodies” takes Lmid indicating that the rear tire 3 is in the neutral position. Among the six predicted stroke trajectories, the “distance between bodies” at the end points E4 to E6 is zero or smaller than zero for the three predicted stroke trajectories from the trajectory with the largest “cutting angle” to the third largest trajectory. It is predicted that the rear tire 3 interferes with the body 10. That is, a stroke locus portion (that is, indicated by a dotted line in FIG. 3) where the “distance between bodies” is zero or smaller than zero indicates the amount of interference with the body 10 of the rear tire 3. In other words, the amount of interference is the amount of escape that the rear tire 3 should escape from the body 10 in order to avoid interference. In FIG. 2A, a virtual left rear tire 3L indicated by a dotted line indicates a state of the end point E6 in the three-dimensional map. The virtual left rear tire 3L has “−L6” as the distance between the bodies.

  On the other hand, among the six predicted stroke trajectories, the “distance between the body” at the end points E1 and E2 is Lmin (that is, the present) for the two predicted stroke trajectories with the smallest (ie, zero) “second angle” and the second smallest. It is predicted that there is no risk that the rear tire 3 interferes with the body 10. In FIG. 2A, the actual left rear tire 3L indicated by the solid line indicates the state of the end point E1 in the three-dimensional map. The actual left rear tire 3L indicates “+ L1” as the distance between the bodies.

  The inter-body distance calculation unit 33 generates a three-dimensional map using the detected values of the stroke amount SR and the cutting angle δR as parameters, and calculates the inter-body distance Lx from the coordinates of the end points of the predicted stroke trajectory shown here.

  The steering mechanism 11 includes a drive mechanism such as a motor and an actuator (not shown), and the rear tire 3 is steered by the drive. In this embodiment, the steering mechanism 11 steers the rear tire 3 in a direction away from the body 10 as appropriate according to the inter-body distance Lx, in addition to steering in response to the rotation of the handle 1. More specifically, when the inter-body distance Lx becomes smaller than a predetermined threshold value, the turning angle is adjusted so that the rear tire 3 is brought closer to the neutral position. In parallel with the adjustment of the turning angle, restrictions are also applied to the operation of the suspension 12 as will be described later according to the inter-body distance Lx. The controller 30 determines the turning amount to be steered and the restriction on the suspension 12 (specifically, the damping coefficient and the stroke after the restriction) according to the inter-body distance Lx. As will be described in detail below, this determination is to determine a combination of the turning amount and the damping coefficient or stroke of the suspension 12 such that the inter-body distance Lx is not smaller than a predetermined threshold.

  The controller 30 controls each part of the vehicle 100 to drive the vehicle. As an example of the “control means” according to the present invention, the controller 30 is smaller than Lmin (hereinafter referred to as “target body distance Lmin”) in which the body distance Lx is a target body distance. In this case, the steering amount is corrected to the side approaching zero. In this case, the damping coefficient and stroke of the suspension 12 are also limited.

  Next, a method for correcting the turning amount will be described with reference to FIG.

  Referring again to FIG. 3, for the three-dimensional map, in addition to the six predicted stroke trajectories described above, steered amount correction areas corresponding to these trajectories are shown. The steered amount correction area is an area on the three-dimensional map related to a locus portion where the “inter-body distance” is smaller than the target inter-body distance Lmin. When the end point of the predicted stroke trajectory generated by the inter-body distance calculation unit 33 is included in this turning amount correction area, the base turning amount set in advance according to the stroke amount SR and the turning angle δR becomes zero. It is corrected toward the near side. In this case, in parallel with the correction of the base turning amount, the damping coefficient and stroke of the suspension 12 are also limited according to the stroke amount SR and the cutting angle δR.

  In the present embodiment, the corrected turning amount is calculated when the base turning amount is corrected. The corrected turning amount eliminates the excess of the base turning amount so that the end point of the predicted stroke trajectory escapes from the turning amount correction area and the inter-body distance Lx at the end point becomes larger than the target body distance Lmin. It is a negative steering amount. This negative turning amount is added to the base turning amount (in other words, the corrected turning amount is subtracted from the base turning amount), so that the base turning amount is corrected toward the side close to zero. The In parallel with the correction of the base turning amount, the stroke amount SR and the turning angle δR are set so that the damping coefficient and stroke of the suspension 12 are also larger than the target body distance Lmin at the end point. Restrictions are added according to

  The controller 30 calculates the corrected turning amount from the relative relationship of the three elements of the stroke amount taken on the XYZ axes, the turning angle, and the inter-body distance in the turning amount correction area. The controller 30 calculates the actual turning amount that should be actually turned by the turning mechanism 11 by adding the calculated corrected turning amount to the base turning amount. In FIG.2 (b), the real left rear tire 3L shown as a continuous line shows the state of the end point E2 in a three-dimensional map. The actual left rear tire 3L indicates “+ L2” as the distance between the bodies. This is the state of the left rear tire 3L after the base turning amount that generates the state of the virtual left rear tire 3L in FIG.

  The suspension 12 includes a left shock absorber 12L attached to the left rear tire 3L and a right shock absorber 12R attached to the right rear tire 3R, and each attenuates expansion and contraction of a spring (not shown). In the present embodiment, the damping speed control unit 35 or the suspension stroke control unit 36 controls the stroke speed of the shock absorbers 12L and 12R.

  The damping control unit 35 functions as a part of the “control unit” according to the present invention, and increases the damping coefficient of the shock absorbers 12L and 12R from the current when the steering is performed according to the inter-body distance Lx. Thereby, one cycle of the stroke of shock absorber 12L, 12R becomes long, and the speed of the stroke is reduced.

  The suspension stroke control unit 36 functions as a part of the “control unit” according to the present invention in the same manner as the damping control unit 35, and when the steering is performed according to the inter-body distance Lx, the shock absorber 12L, Increase the load at 12R from the current level. Thereby, one cycle of the stroke of shock absorber 12L, 12R becomes long, and the speed of the stroke is reduced. Further, the amount of slotalk of the shock absorbers 12L and 12R is attenuated more than before the load is increased.

  The vehicle speed detection unit 37 includes a speed sensor and detects the traveling speed of the vehicle 100. In addition to or instead of the above-described control of the suspension 12 (that is, control of the stroke speed of the shock absorbers 12L and 12R), the controller 30 changes the cutting angle δR or the rear tire 3 according to the traveling speed by the vehicle speed detection unit 37. The turning amount may be controlled. For example, the time until the rear tire 3 strokes in the same manner as the front tire 2 is predicted from the wheel base and the traveling speed. As the predicted time is shorter (that is, the traveling speed is faster), if the cutting angle δR of the rear tire 3 is reduced, interference between the rear tire 3 and the body 10 can be avoided more reliably. In addition, if the maximum value of the steered amount is reduced as the traveling speed increases, it is possible to avoid the interference more reliably in the same manner.

  In the present embodiment, the stroke amount SR and the cutting angle δR are used to calculate the body distance Lx. However, the roll angle or roll rate (that is, the angular velocity during rolling) and the force applied in the lateral direction during rolling ( In other words, at least one of the forces applied in the vertical direction at the time of bouncing may be used for calculating the body distance Lx.

  In the present embodiment, the stroke amount SR of the rear tire 3 is detected, and the inter-body distance Lx is calculated based on the stroke amount SR. The predicted stroke amount of the rear tire 3 is specified from the stroke amount of the front tire 2. The inter-body distance Lx may be calculated based on the predicted stroke amount. As a result, the start time of turning is advanced by the time determined from the wheel base and the traveling speed, and the turning angle can be set large.

  In the present embodiment, the steering mechanism 11 performs the turning according to the calculated actual turning amount. In addition to or instead of this turning, the ratio of the gears that change the turning amount is set. It may be controlled. For this control, for example, the turning angle is changed from “1” to “0.5” with respect to the turning amount “10”. In addition to or instead of correcting the base turning amount by the controller 30, the gear ratio may be limited.

(Steering control processing)
Next, steering control processing by the control means according to the present embodiment will be described with reference to FIG. FIG. 4 is a flowchart showing the steering control process using the map of FIG.

  In FIG. 4, first, the stroke amount SR of the rear tire 3 is detected by the tire stroke detection unit 31 (step S51), and the cutting angle δR of the rear tire 3 is detected by the cutting angle detection unit 32 (step S52). Then, using the three-dimensional map of FIG. 3, the distance between the rear tire 3 and the body 10 is calculated as the body distance Lx from the detected stroke SR and the cutting angle δR (step S53). Subsequently, it is determined whether or not the calculated interbody distance Lx is smaller than the target interbody distance Lmin (step S54). If the result of this determination is that it is greater than the target body distance Lmin (step S54: NO), the base turning amount is set as the actual turning amount (step 55). Thereafter, a process of step S58 described later is executed.

  On the other hand, as a result of the determination in step S54, when the interbody distance Lx is smaller than the target interbody distance Lmin (step S54: YES), a corrected turning amount is calculated (step S56). That is, a restriction is applied to the turning angle, and correction to the side approaching zero is performed. Then, a value obtained by adding the calculated corrected turning amount to the base turning amount is set as the actual turning amount (step S57).

  Subsequently, the damping coefficient of the shock absorbers 12L and 12R is increased by the damping control unit 35 (step S58). That is, a restriction on the damping coefficient is added. In this state, the rear tire 3 is steered by the steered mechanism 11 according to the actual steered amount calculated in step S55 or S57. Thereby, a series of steering control processing is complete | finished.

  Thus, according to the steering control process of the present embodiment, the rear tire 3 that strokes at a reduced speed is steered by increasing the damping coefficient, thereby avoiding the interference between the rear tire 3 and the body 10. In addition, it is possible to delay the timing for starting the steering or to secure the time required for the steering. In addition, since existing steering mechanisms 11 and suspensions 12 can be used, little or no modification is required to the main body of the vehicle 100. That is, it becomes possible to save the space of the vehicle around the rear tire 3 including the steering mechanism 11 and the suspension 12. As a result, it becomes easy to secure a large volume of the riding space and the volume of the trunk room, and there is no restriction on the relative position between the rear tire 3 and the wheel arch, and the convenience, comfort and design of the vehicle 100 are improved. It becomes possible to make it.

  In the present embodiment, the rear tire 3 is steered according to the inter-body distance Lx, but is represented by a slip angle, a lateral speed, or the like in addition to the inter-body distance Lx or instead of the inter-body distance Lx. Steering may be executed according to the traveling state.

  FIG. 5 is a block diagram showing the same concept as FIG. 1, showing another example of the vehicle control device of the above-described embodiment. In FIG. 5, the vehicle 200 includes a slip angle detection unit 41, a lateral speed detection unit 42, and a lateral G calculation unit 43, unlike the vehicle 100 of FIG. 1. The slip angle detection unit 41 detects the slip angle of the rear tire 3. The lateral speed detection unit 42 detects the lateral speed of the vehicle 200. The lateral G calculation unit 43 detects lateral acceleration applied to the vehicle 200. When the slip angle by the slip angle detection unit 41 or the lateral speed by the lateral speed detection unit 42 is greater than a predetermined threshold value, the controller 130 in the vehicle 200 determines that the vehicle body posture is unstable. The rear tire 3 is steered by the rudder mechanism 11.

  Thereby, for example, when the vehicle 200 changes to a road surface having a high road surface friction coefficient (indicated by a constant “μ”), the lateral force applied to the vehicle body is increased, and the stroke amount of the rear tire 3 is suddenly increased. Even if there is an increased situation, it is possible to avoid interference between the rear tire 3 and the body 10.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit or concept of the invention that can be read from the claims and the entire specification.

It is a block diagram which shows the vehicle carrying the vehicle control apparatus of embodiment. It is explanatory drawing which shows the distance between the main bodies which concern on this invention. It is a map for calculating | requiring the distance between main bodies and the amount of steering of embodiment. It is a flowchart which shows the steering control process of embodiment. It is a block diagram of the same main purpose as FIG. 1 which shows the other example of the vehicle control apparatus of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 3 ... Rear tire, 10 ... Body, 11 ... Steering mechanism, 12 ... Suspension, 30 ... Controller, 35 ... Damping control part, 100 ... Vehicle

Claims (11)

A vehicle control device for controlling a vehicle having a steering mechanism for steering a wheel and a variable suspension provided on the wheel,
A specifying means for specifying a value of a predetermined parameter indicating a risk that the wheel and the main body of the vehicle interfere with each other;
Control means for controlling the variable suspension so as to limit the operation of the variable suspension according to the value of the specified parameter specified when the steering is performed. Control device. The predetermined parameter is a distance between the wheel and the main body,
The vehicle control device according to claim 1, wherein the control unit limits the operation when the distance value is smaller than a preset distance threshold. The predetermined parameter is a movement amount of the wheel in the vertical direction with respect to the vehicle,
The control means limits the operation of the variable suspension when the value of the movement amount is larger than a movement amount threshold value set in advance as a function of the turning angle of the wheel. The vehicle control device according to 1.   The said control means further controls the said steering mechanism so that the limitation of the steering angle of the said wheel may be added according to the value of the specified said specified parameter, The any one of Claim 1 to 3 characterized by the above-mentioned. The vehicle control device according to claim 1.   2. The control unit according to claim 1, wherein when the turning is performed, the control unit applies the restriction to a side where a damping coefficient of the variable suspension is increased according to at least the value of the specified parameter specified. To 4. The vehicle control device according to any one of 4 to 4.   2. The control unit according to claim 1, wherein when the steering is performed, the restriction is applied to a side where a stroke amount of the variable suspension is reduced according to at least a value of the specified parameter specified. To 5. The vehicle control device according to any one of 5 to 5.   The vehicle control apparatus according to claim 1, wherein the specifying unit specifies the value of the predetermined parameter in consideration of a turning angle of the wheel. The specifying means specifies the value of the predetermined parameter without taking into account the turning angle of the wheel,
The vehicle control device according to any one of claims 1 to 6, wherein the control unit adds the restriction according to the turning angle in addition to the value of the specified predetermined parameter.   The specifying means specifies the value of the predetermined parameter based on at least one of a behavior of the wheel or the vehicle including a stroke amount of the variable suspension and a road surface condition on which the vehicle travels. The vehicle control device according to any one of claims 1 to 8.   The vehicle control device according to claim 1, wherein the wheel is a rear wheel. A vehicle control device for controlling a vehicle having a steering mechanism for steering wheels,
A specifying means for specifying a value of at least one of a slip angle and a lateral speed of the wheel as a value of a predetermined parameter indicating a risk that the wheel and the main body of the vehicle interfere with each other;
A vehicle control device comprising: control means for controlling the turning mechanism so as to limit the turning angle of the wheel according to the value of the specified parameter specified.

Images