JP2010247804A - Attitude control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly carry out stabilizing control of a posture of a vehicle, and to improve ride comfort in a bad road, in the vehicle having a posture control function. <P>SOLUTION: A controller 103 for controlling the posture, controls the control amount of motors 131-139 controlling the motion and posture of the vehicle, on the basis of a road situation supplied from a sensor group 102. The controller 103 estimates the inclination of the road surface, obtains force projecting force added to the gravity center of the vehicle on a first vertical surface including a line connecting a rear wheel and a front left wheel, a second vertical surface including a line connecting a rear wheel and a front right wheel, and a vertical surface including a line connecting front wheels, and controls a right lean and a left lean to make the force projected on each vertical surface orthogonal to the road surface projected on each vertical surface. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle attitude control device.

Various proposals have been made to improve the stability of traveling vehicles. For example, in Patent Document 1, in a vehicle for one person provided with a steered wheel attached to the front part of the body and a drive wheel attached to the rear part of the body, the body is used to maintain the stability of the vehicle. Techniques for maintaining the level are disclosed.
Patent Document 2 discloses a technique for changing the wheel base in order to improve the stability of the vehicle.
Further, Patent Document 3 discloses a technique for improving the turning stability and the riding comfort by moving the center of gravity of the vehicle to the turning inner wheel during turning to improve the turning performance of the vehicle.

JP 2005-82044 A JP-A-2005-112300 JP 2007-099218 A

The operation status of the vehicle changes every moment, and the stability of the vehicle or the ease of overturning the vehicle changes every moment. However, the techniques described in Patent Documents 1 to 3 have a problem that the stability of the vehicle cannot be dynamically improved by evaluating the stability of the vehicle in the driving state or the road surface state.
Moreover, in order to dynamically improve the stability of the vehicle, it is necessary to continuously monitor the index value indicating the driving state by various sensors, but all sensors are in an appropriate detection state in all the driving states. Cannot always be maintained.
In addition, with the conventional technology, it may not be possible to improve both the stability of the vehicle and the ride comfort of the occupant.

The present invention has been made in view of such a situation, and an object thereof is to provide an attitude control device capable of appropriately performing the stabilization control of the attitude of the vehicle.
Another object of the present invention is to provide an attitude control device that can more stably control the attitude of a vehicle.
Furthermore, another object of the present invention is to provide an attitude control device that can improve the ride comfort of the occupant while giving stable control of the vehicle attitude.

In order to achieve such an object, an attitude control device according to the first aspect of the present invention provides:
A right lean control means for controlling the height of the body relative to the front right wheel of a vehicle comprising a body, a front right wheel, a front left wheel, and a rear wheel;
Left lean control means for controlling the height of the body relative to the front left wheel of the vehicle;
Road surface inclination obtaining means for obtaining the inclination of the road surface on which the vehicle is located;
A center-of-gravity force obtaining means for obtaining a force applied to the center of gravity of the vehicle;
The force applied to the center of gravity acquired by the center-of-gravity force acquisition means is a first vertical surface including a line connecting the rear wheel and the front left wheel, and a second vertical including a line connecting the rear wheel and the front right wheel. A projection means for obtaining a force projected on a vertical plane including a plane and a line connecting the front wheels;
The control amount of the right lean control means and the control amount of the left lean control means are set so that the force projected on each vertical surface obtained by the projection means is perpendicular to the road surface projected on each vertical surface. Control amount setting means to be set;
It is characterized by comprising.

For example, an acceleration sensor, a speed sensor, a pitch rate sensor, and a roll rate sensor are further arranged.
The road surface inclination acquisition means is
Based on the pitch integration means for obtaining the vehicle tilt angle θx by integrating the pitch rate detected by the pitch rate sensor and the vehicle longitudinal acceleration detected by the acceleration sensor. A longitudinal acceleration inclination obtaining means for obtaining a direction inclination angle θxt, an X correction means for correcting the vehicle inclination angle θxt obtained by the pitch integration means with the inclination angle obtained by the longitudinal acceleration inclination obtaining means, and X subtracting means for subtracting the vehicle inclination angle θxv of the vehicle alone in the vehicle longitudinal direction from the vehicle inclination angle θxt,
Based on the roll integration means for obtaining the tilt angle θy in the left-right direction of the vehicle by integrating the roll rate detected by the roll rate sensor, and the left-right acceleration of the vehicle based on the acceleration in the left-right direction of the vehicle detected by the acceleration sensor. A lateral acceleration inclination obtaining means for obtaining a direction inclination angle θyt; a Y correction means for correcting the vehicle inclination angle θyt obtained by the roll integrating means with the inclination angle obtained by the lateral acceleration inclination obtaining means; Left and right direction inclination angle acquisition means comprising: Y subtraction means for subtracting the vehicle inclination angle θyv of the vehicle alone in the vehicle left and right direction from the vehicle inclination angle θyt.
You may comprise so that it may be provided.

  For example, the control amount setting means includes a first suppression means for suppressing the control amount based on the pitch rate detected by the pitch rate sensor, and a control amount based on the roll rate detected by the roll rate sensor. 2nd suppression means to suppress.

  For example, the first suppression means may be means for setting a slew rate to the control amount based on the pitch rate detected by the pitch rate sensor, or based on the pitch rate detected by the pitch rate sensor. Means for positively controlling the gain of the control amount, and the second suppression means sets the slew rate to the control amount based on the roll rate detected by the roll rate sensor, or the roll rate Means for positively controlling the gain of the controlled variable based on the roll rate detected by the sensor.

In addition, an attitude control device according to the second aspect of the present invention includes:
An attitude control device that controls the attitude of a vehicle including a body, front wheels, and rear wheels,
Road surface inclination angle estimating means for estimating the inclination angle of the road surface on which the vehicle is located;
Posture control means for controlling the posture of the body based on the road surface inclination angle estimated by the road surface inclination angle estimation means;
The road surface inclination angle estimating means includes:
Acceleration obtaining means for obtaining acceleration of the vehicle;
Rate acquisition means for determining the vehicle pitch rate and roll rate respectively;
Vehicle front-rear direction tilt angle acquisition means for obtaining a vehicle front-rear direction tilt angle θxt based on the acceleration acquired by the acceleration acquisition means;
Vehicle left-right direction tilt angle obtaining means for obtaining a left-right direction tilt angle θyt based on the acceleration obtained by the acceleration obtaining means;
Second vehicle front-rear direction tilt angle acquisition means for obtaining the vehicle front-rear direction tilt angle θxt by integrating the pitch rate acquired by the rate acquisition means;
Second vehicle left-right direction inclination angle acquisition means for obtaining the right-left direction inclination angle θyt by integrating the roll rate acquired by the rate acquisition means;
Based on the vehicle front-rear direction tilt angle θxt determined by the vehicle front-rear direction tilt angle acquisition unit and the vehicle front-rear direction tilt angle θxt determined by the second vehicle front-rear direction tilt angle acquisition unit, Road surface front-rear direction tilt angle estimating means for estimating the front-rear direction tilt angle θx;
Based on the vehicle left-right direction inclination angle θyt determined by the vehicle left-right direction inclination angle acquisition means and the vehicle left-right direction inclination angle θyt determined by the second vehicle left-right direction inclination angle acquisition means, Road surface lateral direction inclination angle estimation means for estimating the lateral direction inclination angle θy;
Comprising
It is characterized by that.

  For example, the second vehicle front-rear direction inclination angle acquisition means includes means for setting the front-rear direction inclination angle θx acquired by the vehicle front-rear direction inclination angle acquisition means as an initial value of the integrated value of the pitch rate. The second vehicle left-right direction inclination angle acquisition means includes means for setting the left-right direction inclination angle θy acquired by the vehicle left-right direction inclination angle acquisition means as an initial value of the integral value of the roll rate.

  For example, when the vehicle deceleration is larger than a reference value, the road front-rear direction tilt angle estimation unit is configured to determine the vehicle front-rear direction tilt angle θxt obtained by the second vehicle front-rear direction tilt angle acquisition unit. The road surface lateral direction inclination angle θx is estimated based on the road surface lateral direction inclination angle θx, and the road surface lateral direction inclination angle estimation means determines the second vehicle lateral direction inclination when the change rate of the vehicle side slip angle is larger than a predetermined reference. The left-right direction inclination angle θy of the road surface is estimated based on the left-right direction inclination angle θyt of the vehicle obtained by the angle acquisition means.

Also, an attitude control device according to the third aspect of the present invention is:
A right lean control means for controlling the height of the body relative to the front right wheel of a vehicle comprising a body, a front right wheel, a front left wheel, and a rear wheel;
Left lean control means for controlling the height of the body relative to the front left wheel of the vehicle;
Road surface inclination angle estimating means for obtaining an inclination angle of the road surface on which the vehicle is located;
Control amount acquisition for determining and setting control amounts of the right lean control means and the left lean control means, respectively, so as to enhance the stability of the vehicle based on the road inclination angle estimated by the road surface inclination angle estimation means Means, and
The control amount acquisition means sets the control amount so as to lower the center of gravity of the vehicle when setting the control amount of the right lean control means and the control amount of the left lean control means in different directions.
It is characterized by that.

For example, a traveling state determining means for determining the traveling state of the vehicle is arranged,
The control amount acquisition unit may be configured to set the control amount so as to lower the center of gravity of the vehicle when the traveling state determined by the traveling state determination unit is a predetermined state.

  For example, the control amount setting means sets the control amount so as to lower the center of gravity of the vehicle when the traveling state determined by the traveling state determining means is a predetermined high speed traveling state or a predetermined unstable state. Set.

For example, the control amount setting means includes:
If the difference between the calculated right lean control amount and the left lean control amount is smaller than the first reference, the control amount is corrected to 0;
If the difference between the calculated right lean control amount and the left lean control amount is greater than or equal to the first criterion and smaller than the second criterion, the control amount is corrected to a smaller value,
If the difference between the calculated right lean control amount and the left lean control amount is greater than or equal to the second reference and less than the third reference, the control amount is corrected so that the center of gravity of the vehicle is lowered.

In addition, an attitude control device according to the fourth aspect of the present invention provides:
Attitude control means for controlling the attitude of the vehicle by controlling the height of the body relative to the front right wheel and the height of the body relative to the front left wheel of a vehicle including a body, a front right wheel, a front left wheel, and a rear wheel. When,
An inclination angle estimating means for estimating an inclination angle of a road surface on which the vehicle is located;
Applied force obtaining means for obtaining a force applied to the center of gravity of the vehicle;
For correcting the position of the body with respect to the front right wheel and the position of the body with respect to the front left wheel by the attitude control means so that the force acquired by the applied force acquisition means is perpendicular to the road surface. A control amount determining means for obtaining a control amount;
Traveling state determining means for determining the traveling state of the vehicle;
Control amount correction means for correcting the control amount in accordance with the traveling state of the vehicle determined by the traveling state determination means;
It is characterized by comprising.

  For example, the traveling state determination unit includes an acceleration detection unit that measures the acceleration of the vehicle, and the control amount correction unit moves the body forward when the acceleration detected by the acceleration detection unit is a positive value. In other words, the control amount is corrected so that the body bends later when the negative value is decelerated.

  For example, the traveling state determination unit includes a unit that detects a turning state of the vehicle, and the control amount correction unit determines that the body is in a turning direction when the traveling state determination unit determines that the vehicle is in a turning state. The control amount is corrected so as to bend in the opposite direction.

An attitude control apparatus according to the fifth aspect of the present invention is
An actuator for controlling the height of the body relative to the front wheel of a vehicle comprising a body, a front wheel, and a rear wheel;
Means for generating a position command for specifying the position of the actuator so as to stabilize the posture of the body;
Means for generating a torque command specifying the torque of the actuator so as to stabilize the posture of the body;
Road surface condition determining means for determining the road surface condition;
Distribution control means for controlling distribution of the position command and the torque command based on the road surface condition determined by the road surface condition determination means;
Drive means for driving the actuator based on a command after distribution is controlled by the distribution control means;
It is characterized by comprising.

  For example, when the road surface condition determining unit detects that the road surface is a predetermined rough road, the distribution control unit is configured to reduce the position control amount of the actuator and increase the torque. Apportion.

  According to another aspect of the present invention, there is provided a vehicle including the attitude control device having the above-described configuration.

  A computer program according to the sixth aspect of the present invention causes a computer to function as the above-described attitude control device.

  According to the present invention, since the correction amount is controlled according to the detected road surface condition, it is possible to drive the vehicle appropriately according to the road surface condition such as a bad road or stepping on a step, and to improve riding comfort.

(A)-(c) is a figure for demonstrating the vehicle which concerns on one Embodiment of this invention. (A)-(c) is a figure explaining lean control of vehicles. 1 is a configuration diagram of a vehicle control system. FIG. It is a block diagram of a controller. It is a functional block diagram of a controller. It is a block diagram which shows the function structure of a target stability margin calculation part and an actual stability margin calculation part. It is a figure which shows the relationship between the vector which goes to the gravity center of a vehicle from G sensor, and attitude | position control amount. (A), (b) is a figure for demonstrating the inclination of G sensor. (A)-(e) is a figure which shows the example of a map. It is a flowchart for demonstrating the process which an inclination angle estimation calculating part performs at the time of ignition injection. It is a flowchart for demonstrating the road surface inclination angle estimation process which an inclination angle estimation calculating part performs in order to obtain | require the inclination angle of a vehicle. This is a model of the force applied to the vehicle on the road surface. It is a figure for demonstrating a fall stability margin. It is a figure which shows the example of (theta) s map. (A)-(c) is a figure which shows the example of (theta) s map. It is a figure for demonstrating the procedure which calculates | requires the stability of the vehicle installed in the road surface. It is a figure which shows the example of (theta) s map which calculates | requires L11-L32. It is a figure which shows the example of the map which calculates | requires (theta) 31- (theta) 33. It is a figure which shows the example of the map which calculates | requires L31 and L32. It is a figure explaining the direction where a vehicle falls. It is a figure for demonstrating the corrected amount. It is a figure which shows the example of the table which stored the corrected amount. It is a figure explaining a control surface. (A), (b) is a figure which shows the map which changes reference value (pi) / 2 according to an acceleration. It is a map of the coefficient kcl. (A), (b) is a figure explaining slew rate K10 and K11. (A), (b) is a figure for demonstrating the gains K10 and K11, (c) is a figure for demonstrating the method to select a positive gain and a negative gain. (A), (b) is a figure which shows the example of the map for demonstrating the coefficient K0 and K1. It is a figure which shows the method of correcting and correct | amending tan (LENradref3) / 2 and -tan (LENradref3) / 2. (A)-(c) is a figure for demonstrating the motion of a gravity center for the amount of lean control. It is a figure which shows the structure of an arbitration process part. It is a figure which shows the example of mediation processing. It is a block diagram for demonstrating the structural example of the position and torque distribution control part which controls the control amount and lean torque of lean according to a road surface condition. It is a map which shows the relationship between the condition of a road surface, and the coefficients Km and Kn shown in FIG. It is a figure for demonstrating lean position control and lean torque control at the time of boarding of a vehicle. It is a figure which shows the other structural example of a position and torque distribution control part. It is a block diagram which shows the other structural example which controls lean position control and a lean torque when a wheel floats. It is a map which shows the relationship between the deviation of a load, and the coefficients Km and Kn shown in FIG. It is a figure which shows the structural example of the rotation angle detection circuit of a motor. (A) is a flowchart for explaining the operation for detecting and storing the rotation angle of the motor when the power is cut off, and (b) is a flowchart for explaining the operation for checking the absolute angle sensor when the power is turned on.

Hereinafter, a vehicle provided with a motor drive device according to an embodiment of the present invention will be described.
First, the vehicle 10 according to the present embodiment will be described.
The vehicle 10 according to the present embodiment is for single passenger use as shown in the front view in FIG. 1A and in the side view in FIGS. 1B and 1C, and includes a body (vehicle body) 11 and a front right wheel 12. And a front left wheel 13 and a rear wheel 14.

  The body 11 is provided with one seat 21 as a riding part. Armrests 23 and 24 are arranged on the left and right sides of the middle part of the seat. The armrests 23 and 24 are provided with grip operation devices 25 and 26.

  The body 11 is supported by a front wheel right support mechanism 31 disposed on the front right wheel 12 on the right side, and supported by a front wheel left support mechanism 32 disposed on the front left wheel 13 on the left side. The rear center of the body 11 is supported by a rear wheel support mechanism 33 connected to the rear wheel 14.

  The front wheel right support mechanism 31 and the front wheel left support mechanism 32 are configured to be independently controllable in the vertical direction, as schematically shown in FIGS. As a result, the body 11 swings left and right (Y-axis direction) and back and forth (X-axis direction) with respect to the ground plane.

  In this specification, the control for moving the body 11 up and down by controlling the front wheel right support mechanism 31 and the front wheel left support mechanism 32 with respect to the front wheels 12 and 13 is referred to as lean control.

  On the other hand, as shown in FIGS. 1B and 1C, the rear wheel 14 can move back and forth by driving the rear wheel support mechanism 33.

  As shown in FIG. 1B, when the rear wheel 14 moves forward, the body 11 is raised to enter the first mode (person mode), and the driver 19 sits on the seat 21. In the first mode, the center of gravity is increased, and the wheel base (posture control amount: distance between the front wheels 12, 13 and the rear wheel 14) θs [mm] is minimized (min).

  When the rear wheel 14 moves backward, as shown in FIG. 1 (c), the body 11 falls back to enter the second mode (vehicle mode), and the driver 19 rests on the back of the seat 21. Further, the wheel base θs [mm] becomes the maximum (max), and the center of gravity of the vehicle 10 moves rearward and downward from the first mode.

  The front-end | tip part (steering part) 34 of the rear-wheel support mechanism 33 can rotate centering | focusing on the major axis, and, thereby, the direction of the rear-wheel 14 changes and the vehicle 10 is steered.

  Next, the control system 100 of the vehicle 10 configured as described above will be described with reference to FIG.

  As shown, the control system 100 includes an operation unit 101, a sensor group 102, a controller 103, a front wheel right drive ECU 111, a front wheel left drive ECU 112, a steering ECU 113, a lean right ECU 114, and a lean left ECU 115. , Posture control ECU 116, brake front right control ECU 117, brake front left control ECU 118, brake post control ECU 119, H bridge circuit (three-phase bridge circuit) 121-129, front wheel right drive motor 131, front wheel left drive Motor 132, steering motor 133, lean right control motor 134, lean left control motor 135, attitude control motor 136, pre-brake right control motor 137, pre-brake left control motor 138, and post-brake control motor 139 With.

  The operation unit 101 includes grip operation devices 25 and 26, inputs instructions from the driver such as running / stopping, acceleration / deceleration, posture, and traveling direction, and outputs instruction signals to the controller 103.

  The sensor group 102 includes rotation angle sensors (resolvers) and current sensors arranged in the motors 131 to 139.

  As shown in FIG. 4, the controller 103 includes a processor 201, a nonvolatile memory 202, a RAM 203, and an input / output unit 204.

  The processor 201 executes a program stored in the nonvolatile memory 202 and performs an operation for driving and controlling the motors 131 to 139. Further, the processor 201 takes in an input to the operation unit 101 and an output of each sensor constituting the sensor group 102 in order to perform these controls.

  The nonvolatile memory 202 includes a ROM (Read Only Memory), a flash memory, a hard disk, and the like, and stores a control program executed by the processor 201 and fixed data.

  A RAM (Random Access Memory) 203 functions as a work memory for the processor 201.

  The input / output unit 204 captures the operation input of the operation unit 101 and the digital output of the sensors constituting the sensor group 102 and supplies them to the controller 103, while supplying the output data for control of the controller 103 to the ECUs 111 to 119. .

  The front wheel right drive ECU 111 shown in FIG. 3 controls the power supplied to the front wheel right drive motor 131 by performing PWM control of the H bridge circuit 121 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102. Then, the rotation of the front right wheel 12 is controlled. Thereby, the forward / backward movement and the speed of the vehicle 10 are controlled.

  The front wheel left drive ECU 112 controls the power supplied to the front wheel left drive motor 132 by performing PWM control on the H bridge circuit 122 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102. The rotation of the left wheel 13 is controlled. Thereby, the forward / backward movement and the speed of the vehicle 10 are controlled.

  The steering ECU 113 controls the power supplied to the steering motor 133 by PWM control of the H bridge circuit 123 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102, thereby rotating the steering unit 34. To control. Thereby, the advancing direction of the vehicle 10 is controlled.

  The lean right ECU 114 controls the power supplied to the lean right control motor 134 by PWM control of the H bridge circuit 124 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102, and the lean right ECU 134. The rotation of the control motor 134 is controlled, and the vertical position of the front wheel right support mechanism 31 is controlled. Thereby, the inclination of the left-right direction with respect to the grounding surface of the body 11 is controlled.

  The lean left ECU 115 controls the power supplied to the lean left control motor 135 by performing PWM control on the H bridge circuit 125 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102, and the lean left ECU 115. The rotation of the control motor 135 is controlled, and the vertical position of the front wheel left support mechanism 32 is controlled. Thereby, the inclination of the left-right direction with respect to the grounding surface of the body 11 is controlled.

  The attitude control ECU 116 controls the power supplied to the attitude control motor 136 by PWM control of the H bridge circuit 126 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102, and the rotation is controlled. Control. As a result, the rear wheel support mechanism 33 is driven to rotate, and the rear wheel 14 is driven forward or rearward as shown in FIGS. 1B and 1C. Switch to 2 mode.

  The brake front right control ECU 117 controls the power supplied to the brake front right control motor 137 by PWM-controlling the H bridge circuit 127 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102. The rotation is controlled, and a brake pad (not shown) is pressed against the front right wheel 12 to brake the front right wheel 12.

  The brake front left control ECU 118 controls the power supplied to the brake front left control motor 138 by PWM-controlling the H bridge circuit 128 based on the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102. The rotation is controlled, and a brake pad (not shown) is pressed against the front left wheel 13 to brake the front left wheel 13.

  The post-brake control ECU 119 controls the power supplied to the post-brake control motor 139 by PWM control of the H bridge circuit 129 from the instruction from the operation unit 101 and the output of each sensor constituting the sensor group 102. The rotation is controlled, and a brake pad (not shown) is pressed against the rear wheel 14 to brake the rear wheel 14.

  The basic configuration of each of the ECUs 111 to 119 is the same as the basic configuration of the controller 103 shown in FIG. However, its function is specialized. In addition, a PWM circuit is provided to drive the corresponding H bridge circuits 121 to 129.

  The H bridge circuits 121 to 129 supply three-phase currents to U, V, and W to the corresponding motors 131 to 139 in accordance with the control of the ECUs 111 to 119, and control their rotation.

  Next, attitude stabilization control that stabilizes the attitude of the vehicle 10 by the control system 100 to prevent the vehicle from falling is described.

  The operation unit 101 includes the above-described grip operation devices 25 and 26, inputs instructions from the driver 19 such as running / stopping, acceleration / deceleration, posture, and traveling direction, and outputs instruction signals to the controller 103.

  The sensor group 102 includes a G (acceleration) sensor 105, a rate sensor 106, a wheelbase sensor 107, a speed sensor 108, a lean sensor 109, and the like, and supplies a detection signal of each sensor to the controller 103.

  The G sensor 105 is an X-axis direction G (acceleration) sensor that measures acceleration in the X-axis direction (traveling direction of the vehicle 10), a Y-axis direction G sensor that measures acceleration in the Y-axis direction (left-right direction of the vehicle 10), A Z-axis direction G sensor that measures acceleration in the Z-axis direction (the vertical direction of the vehicle 10).

  The G sensor 105 is installed at a position physically separated from the position of the center of gravity of the vehicle 10, and the distance from the position to the center of gravity of the vehicle 10 changes due to a change in the wheel base θs.

  The rate sensor 106 includes a gyro and the like, detects a yaw in the Z-axis direction, a roll in the Y-axis direction, and a pitch pitch in the X-axis direction, and outputs a detection signal. . The rate sensor 106 is also installed at a position physically separated from the position of the center of gravity of the vehicle 10, and the distance from the position to the center of gravity of the vehicle 10 changes due to a change in the wheel base θs.

The wheel base sensor 107 obtains the wheel base θs [mm] shown in FIGS.
The speed sensor 108 obtains the speed V of the vehicle 10 from the rotational speed of the axle.
The lean sensor 109 measures a control amount (lean control amount) in the height direction by the front wheel right support mechanism 31 and the front wheel left support mechanism 32.

  As shown in FIG. 5, the processor 201 constituting the controller 103 functionally cooperates with a program stored in the nonvolatile memory 202, and as shown in FIG. 5, an input unit 211, a longitudinal motion target value calculation unit 212, a lateral motion Target value calculation unit 213, center-of-gravity position conversion calculation unit 214, inclination angle estimation calculation unit 215, front / rear control amount calculation unit 216, left / right control amount calculation unit 217, target stability margin calculation unit 218, actual stability A margin calculation unit 219, a load control correction amount calculation unit 220, an adder 221, an arbitration processing unit 222, and an output unit 223 are provided.

  The input unit 211 inputs signals from the operation unit 101, the sensor group 102, and the like, and performs filter processing for removing noise, various conversion processing, unit conversion processing for converting units, and the like.

The longitudinal motion target value calculation unit 212 is based on an input from the operation unit 101, an input from the sensor group 102, and the like, and a target value Vx ^{* in} the longitudinal direction (X-axis direction) of the speed of the vehicle 10 and an acceleration target value Gx. ^{* Is} calculated and output.

The left-right motion target value calculation unit 213 obtains and outputs a target value Gy ^* of acceleration in the left-right direction (Y-axis direction) of the vehicle 10 based on an input from the operation unit 101, an input from the sensor group 102, and the like.

The center-of-gravity position conversion calculation unit 214 determines the longitudinal acceleration Gx, the lateral acceleration Gy, the vertical acceleration at the center-of-gravity position CG from the output of the G sensor 105 installed at a position shifted from the center-of-gravity position CG of the vehicle 10. The acceleration Gz is obtained and output.
Specifically, the center-of-gravity position conversion calculation unit 214 applies the measured values Gxsen, Gysen, and Gzsen of the G sensor 105 to the equation (1), and accelerates the acceleration Gx in the X-axis direction (vehicle traveling direction) at the center-of-gravity position CG. The acceleration Gy in the Y-axis (vehicle left-right direction) direction and the acceleration Gz in the Z-axis direction (vehicle vertical direction) are obtained.

・・・ （１）

(1)

here,
Gx represents the acceleration [m / s ² ] in the X-axis direction that is expected to be measured when the G sensor 105 is installed at the center of gravity of the vehicle 10.
Gy represents the acceleration [m / s ² ] in the Y-axis direction expected to be measured when the G sensor 105 is installed at the center of gravity of the vehicle 10.
Gz represents the acceleration [m / s ² ] in the Z-axis direction that is expected to be measured when the G sensor 105 is installed at the center of gravity position CG of the vehicle 10.

Gxsen represents a measured value [m / s ² ] of acceleration of the G sensor 105 in the X-axis direction.
Gysen represents a measured value [m / s ² ] of acceleration of the G sensor 105 in the Y-axis direction.
Gzsen represents a measured value [m / s ² ] of acceleration in the Z-axis direction of the G sensor 105.

yawsen represents the yaw [m / s] detected by the rate sensor 106.
rollsen represents the roll [m / s] detected by the rate sensor 106.
pitchsen represents a pitch [m / s] detected by the rate sensor 106.

  Further, I = (Ix Iy Iz) is a vector from the center of gravity position CG of the vehicle 10 to the G sensor 105 and changes depending on the attitude of the vehicle 10. The posture of the vehicle 10 can be represented by a wheel base θs shown in FIGS. Therefore, in this embodiment, the vector I is obtained in advance according to the wheel base θs, mapped as shown in FIG. 7 and stored in the nonvolatile memory 202, and the wheel base θs measured by the wheel base sensor 107 is applied. To ask for.

5 calculates the inclination of the road surface on which the vehicle 10 is located.
In order to determine the inclination of the road surface, the inclination angle estimation calculation unit 215 first determines the roll roll, pitch pitch, and yaw yaw corrected for the influence of the inclination from the output of the rate sensor 106 according to the following equation (2).
roll = rollsen · cos θx1 + yawsen · sin θx1
pitch = pitchsen · cos θy1 + yawsen · sin θy1
yaw = yawsen · cosθx1 · cosy1 + rollsen · sinθx1 + pitchsen · sinθy1
... (2)

here,
θx1 = θxs + θxL
θy1 = θyL.

θxs is an X-axis direction component of the inclination of the body 11 depending on the wheelbase θs, and is obtained from the map shown in FIG. 9A based on the wheelbase θs detected by the wheelbase sensor 107.
θxL is an X-axis direction component of the inclination of the vehicle by lean control (the body 11 is inclined in the front-rear direction by the support mechanisms 31 and 32), and is obtained from a map shown in FIG. ΘyL is an inclination angle of the body 11 in the Y-axis direction by lean control, and is determined by a map shown in FIG. 9B and 9C, θLR is the lean control amount [mm] of the front wheel right support mechanism 31, and θLL is the lean control amount [mm] of the front wheel left support mechanism 32, and is obtained by the lean sensor 109. .

Next, the inclination angle estimation calculation unit 215 of FIG. 5 obtains inclinations (inclination angles) θxt and θyt of the center of gravity position CG of the vehicle 10 shown in FIGS.
Here, the inclination angles θxt and θyt can be logically obtained according to the following equations (3) and (4).
θxt = [asin ((Gx−Gx ^ −Kα0 · | yaw · V |) / 1G)] − Kαx · | LENCactR−LEENactL | = ∫pitchsendt (3)
θyt = [asin ((Gy−Gy ^) / 1G)] − sign (θyt) · Kαy · | LeNactR−LENactL | = ∫rollsendt (4)

  Here, Gx represents acceleration in the X-axis direction (front-rear direction) at the center of gravity position CG measured by the G sensor 105, Gx ^ represents acceleration in the X-axis direction from which the influence of gravity (1G) is removed, Gy represents the acceleration in the Y-axis direction at the center of gravity position CG measured by the G sensor 105, and Gy ^ represents the acceleration in the Y-axis direction from which the influence of gravity is removed.

Also, sign represents the sign of θyt. The sign of θyt is + if θyt> 0, and − if θyt <0.
Kα0, Kαx, and Kαy each represent a sufficiently small coefficient, and terms including these coefficients can be ignored.

Therefore,
Gx = 1G · sin θxt + Gx ^
Gy = 1G · sinθyt + Gy ^
Is established.

Therefore, the equations (3) and (4) are
θxt = asin (Gx−Gx ^) / 1G (5)
θyt = asin (Gy−Gy ^) / 1G (6)

further,
Gx ^ = d (V) / dt,
Gy ^ =-yaw · V is established.
Here, V is the speed of the vehicle 10, measured by the speed sensor 108, and can be expressed by, for example, an average value of the speed VfR of the front right wheel 12 and the speed VfL of the front left wheel 13.
Therefore, the inclination angles θxt and θyt can be obtained from the outputs Gx and Gy of the G sensor 105, the output V of the speed sensor 108, and the output yaw of the rate sensor 106.

  Also, pitchsen in equation (3) represents the pitch rate [rad / s] detected by the rate sensor 106, and rollsen in equation (4) represents the roll rate [rad / s] detected by the rate sensor 106.

  Generally, in the longitudinal direction (X direction) of the vehicle 10, the measurement accuracy of the acceleration Gx ^ is low in a region where the deceleration (absolute value) is large, and in the lateral direction (Y direction) of the vehicle 10, the rate of change of the skid angle (absolute The measurement accuracy of the acceleration Gy ^ is low in a large area. For this reason, if the inclination angles θxt and θyt are obtained (estimated) based on the measurement data of the G sensor 105, the estimation accuracy is lowered in these regions.

  On the other hand, when the output (pitchsen, rollsen) of the rate sensor 106 is integrated, since the initial value of the integration is unknown, an integration error occurs, and the error is accumulated. As a result, the inclination angles θxt, θyt are estimated. Accuracy will also be lowered.

  Therefore, the inclination angle estimation calculation unit 215 estimates the inclination angles θxt and θyt with high accuracy by executing the processes shown in FIGS. 10 and 11.

First, the tilt angle estimation calculation unit 215 (more precisely, the processor 201 constituting the tilt angle estimation calculation unit 215) executes the processing shown in FIG. 10 at the timing when the ignition is turned on, etc. The output of the sensor 105 is captured and set as ∫pitchsendt = asin ((Gx−Gx ^) / 1G (step S101), and further set as ∫rollsendt = asin ((Gy−Gy ^) / 1G (step S102). .
In other words, the initial value of ∫pitchsendt representing the inclination angle θxt in the X direction of the vehicle 10 is set to the value asin ((Gx−Gx ^) / 1G), and the initial value of ∫rollsendt representing the inclination angle θyt in the Y direction is set as the initial value. , Value asin ((Gy−Gy ^) / 1G).

  At the stage where the ignition is applied, the vehicle 10 is stopped and is in a stable state, and Equations (5) and (6) have high accuracy. Therefore, the initial value of ∫pitchsend and the initial value of ∫rollsendt can be set with high accuracy by the processing of steps S101 and S102.

  Thereafter, the inclination angle estimation calculation unit 215 performs other necessary processing (if any) and then proceeds to normal processing.

  During operation of the vehicle 10, the inclination angle estimation calculation unit 215 performs the inclination angle estimation processing shown in FIG. 11 by periodic timer interruption processing or the like, and obtains the inclination angles θxt and θyt of the vehicle 10 with high accuracy.

  When the tilt angle estimation process of FIG. 11 is started, the tilt angle estimation calculation unit 215 first reads the longitudinal acceleration Gx at the center of gravity of the vehicle 10 and the deceleration (absolute value) of the vehicle 10 is a predetermined reference value. It is determined whether or not this is the case (step S111).

  If the deceleration is equal to or higher than the reference value (step S111; Yes), it is considered that the measurement accuracy of the acceleration Gx is low. Therefore, the inclination angle estimation calculation unit 215 obtains the inclination angle θxt as an integral value ∫pitchsendt of the output value pitchsen of the rate sensor 106 (step S112). Specifically, for example, the current measured value pitchsen is added to the previous integrated value with a constant weight to obtain a new integrated value, and this integrated value is set as the inclination angle θxt.

  On the other hand, if the deceleration is smaller than the reference value (step S111; No), it is considered that the measurement accuracy of the acceleration Gx is high. Therefore, the inclination angle estimation calculation unit 215 estimates the inclination angle θxt based on the acceleration Gx, obtains it as an integral value ∫pitchsendt of the output value pitchsen of the rate sensor 106, and obtains an average of them (step S113). Specifically, θxt is set to ½ of the sum of ∫pitchsendt and asin ((Gx−Gx ^) / 1G).

  In step S113, instead of the average value, either ∫pitchsendt or asin ((Gx−Gx ^) / 1G) may be set as the inclination angle θxt.

  Next, the inclination angle estimation calculation unit 215 reads the lateral acceleration Gy, obtains the change rate (dGy / dt) of the side slip angle of the vehicle body, and determines whether or not the absolute value of this change rate is greater than or equal to a reference value. It discriminate | determines (step S114).

  If the change rate of the side slip angle is equal to or higher than the reference value (step S114; Yes), it is considered that the measurement accuracy of the lateral acceleration Gy is low. Therefore, the inclination angle estimation calculation unit 215 obtains the inclination angle θyt as an integrated value ∫rollsendt of the output value rollsen of the rate sensor 106 (step S115). Specifically, for example, the current measured value rollsen is added to the previous integrated value with a constant weight to obtain a new integrated value, and this integrated value is set as the inclination angle θyt.

  On the other hand, if the change rate of the side slip angle is less than the reference value (step S114; No), it is considered that the measurement accuracy of the lateral acceleration Gy is high. Therefore, the inclination angle estimation calculation unit 215 estimates the inclination angle θyt based on the acceleration Gy, and obtains it as an integral value ∫rollsendt of the output value rollsen of the rate sensor 106, and obtains an average of them (step S116). Specifically, θyt is set to ½ of the sum of ∫rollsendt and asin ((Gy−Gy ^) / 1G).

  Note that in step S116, instead of the average value, either ｓrollsendt or asin ((Gy−Gy ^) / 1G) may be set as the inclination angle θyt.

  Next, the controller 103 determines whether or not the vehicle 10 is in a stable state (step S117). The stable state is, for example, that the speed V of the vehicle 10 is smaller than the reference value or is in a stopped state, and the absolute values of the accelerations Gx, Gy, Gz are all smaller than the reference value. Other conditions, for example, the output pitchsen, rollsen, yawsen of the rate sensor 106 may be smaller than a reference value, or the like may be added.

In such a stable state, the output value of each sensor is considered to be accurate. Therefore, if it is in the stable state (step S117; Yes), the output of the rate sensor 106 is set by setting ∫pitchsendt = asin ((Gx−Gx ^) / 1G, ∫rollsendt = asin (Gy−Gy ^) / 1G. Is initialized (step S118).
On the other hand, if it is not in a stable state (step S117; No), step S118 is skipped and the current process is terminated.

  The tilt angle estimation calculation unit 215 repeats this tilt angle estimation calculation process, for example, every 2 ms, and obtains the tilt angles θxt and θyt of the center of gravity of the vehicle 10.

Next, the inclination angle estimation calculation unit 215 obtains the road surface inclination angles θx and θy in the X-axis and Y-axis directions shown in FIG.
Here, the following equation holds.
θxt = θx + (θxs) + θxL + θxgx + θxε + θxv = θx + θxv
θyt = θy ++ θyL + θygy + θyε + θyv = θy + θyv

Here, θx and θy indicate road surface inclination, (θxs) + θxL and θyL indicate vehicle postures, θxgx and θygy indicate vehicle motion, θxε and θyε indicate other elements, and θxv And θyv indicate the inclination of the vehicle alone.
θx is the inclination angle of the road surface in the front-rear (X-axis) direction, and θy is the inclination angle of the road surface in the left-right (Y-axis) direction.
θxs is an angle in the front-rear direction depending on the wheel base θs, and is obtained from the characteristic diagram of FIG. Depending on the map creation method, this term is not necessary by including it in θxL.
θxL is a value determined by the position (height) of the body in the Z-axis direction with respect to the front wheels, and is obtained from the characteristic diagram of FIG. That is, it is a value indicating the lean angle in the front-rear direction of the lean control amount [mm], the control amount θLR from the reference position of the body 11 with respect to the front right wheel 12 and the control amount θLL from the reference position of the body 11 with respect to the front left wheel 13. And the average value ((θLR + θLL) / 2).

  Further, θyL is a value indicating a lateral inclination angle with respect to the lean control amount (mm), and depends on ((θLR−θLL) / 2), and is obtained from the characteristic diagram of FIG.

Further, θxgx is Gx, that is, the θx angle by the acceleration Gx in the X-axis direction of the vehicle 10, and is obtained by applying the acceleration Gx obtained by the gravity center position conversion calculation unit 214 to the map shown in FIG. .
Furthermore, θygy is Gy, that is, the θy angle by the acceleration Gy in the Y-axis direction of the vehicle 10, and is obtained by applying the acceleration Gy obtained by the gravity center position conversion calculation unit 214 to the map shown in FIG. .
Note that θxv and θyv are the inclinations of the vehicle 10 alone, excluding the inclination of the road surface among all the inclinations. Therefore, the following equation is established.
θx = θxt−θxv θy = θyt−θyv

  The inclination angle estimation calculation unit 215 obtains the inclination angles θx and θy of the road surface on which the vehicle 10 is located based on the above equation.

The front / rear control amount calculation unit 216 uses the front wheel to realize the instructed acceleration and speed based on the speed target value Vx ^* and the acceleration target value Gx ^* supplied from the front / rear motion target value calculation unit 212. The operation amounts of the drive motors 131 and 132 and the brake drive motors 137 to 139 are obtained.

The left / right control amount calculation unit 217 obtains the operation amounts of the steering motor 133, the lean right control motor 134, and the lean left control motor 135 based on the acceleration target value Gy ^* supplied from the left / right motion target value calculation unit 213.

  Normally, the motors 131 to 139 are controlled based on the output of the front / rear control amount calculation unit 216 and the output of the left / right control amount calculation unit 217.

  However, in the present embodiment, in order to increase the stability of the vehicle 10, a correction is added to the vehicle 10 to perform control to actively increase the fall stability margin of the vehicle 10. For this reason, a target stability margin calculation unit 218 and an actual stability margin calculation unit 219 are arranged.

The target stability margin calculation unit 218 is a circuit that calculates a fall stability margin when the vehicle 10 behaves with the target value and calculates a correction amount for increasing the stability. As shown in FIG. 6, the target stability margin calculation unit 218 includes a command state calculation unit 401, a θIi ^* calculation unit 402, a min (θi ^* ) · || fri ^* || calculation unit 403, a target stability margin. A correction amount calculation unit 404.

As shown in FIG. 12, the command state calculation unit 401 assumes that the vehicle 10 is standing on a road surface with inclinations θx and θy, and an external force fd ^* applied to the vehicle 10 (the center of gravity) by an operation according to the command ^. And gravitational force fg ^* are obtained, and the resultant force fr is obtained. Here, fg ^* = 1G.

As shown in FIG. 13, when the vehicle 10 falls down, its rotation axis is one of three sides connecting the three support legs (wheels 12, 13, and 14). 1, 2, 3) are attached, and the direction of easy to fall (front) is defined as positive, and the fall stability margin Sfasmi ^* (i = 1, 2, 3) is defined.
Each angle, θr, θfR, and θfL in FIG. 13 varies depending on the attitude control amount θs. For this reason, these angles can be obtained by the map illustrated in FIG.

The command state calculation unit 401 obtains an external force fdi (i = 1, 2, 3) for each side by the following equation.
About the fall stability margin Sfasm1 ^* (i = 1):
fd1 ^* = m ^* (Gx ^* ) · cos (θr / 2) · cosθx + (Gy ^* ) · sin (θr / 2) · cosθy
About the fall stability margin Sfasm2 ^* (i = 2):
fd2 ^* = m ^* (Gx ^* ) · cos (θr / 2) · cosθx− (Gy ^* ) · sin (θr / 2) · cosθy
About the fall stability margin Sfasm3 ^* (i = 3):
fd3 ^* = m · (−Gy ^* ) · cos (θy)

Note that m is the mass of the vehicle 10,
Gx ^* is the target acceleration in the X-axis direction of the vehicle at the center of gravity,
Gy ^* is the target acceleration in the Y-axis direction of the vehicle at the center of gravity,
θr is an angle formed by a line connecting the front right wheel 12 and the rear wheel 14 and a line connecting the front left wheel 13 and the rear wheel 14;
θx and θy are inclination angles of the road surface in the X-axis direction and the Y-axis direction.

Command state calculating section 401 is ^{subsequently, θi1 * (θ11 * ~θ31 *} ), θi2 * (θ12 * ~θ32 *), obtains Shitaai3 ^* a (θ31 ^* ~θ33 ^*).
These angles, as shown in FIG. 12, a cross angle between the line connecting the three wheels 12 to 14 and the center of gravity CG to support the ^{body, θ11 *, θ12 *, θ13} * is before and after left wheel 13 The angles formed by three sides connecting the wheel 14 and the center of gravity are formed, and θ21 ^* , θ22 ^* , and θ23 ^* are angles formed by the three sides connecting the front right wheel 12, the rear wheel 14, and the center of gravity, and θ31 ^{* .} , Θ32 ^* , θ33 ^* are angles formed by three sides connecting the front right wheel 12, the front left wheel 13, and the center of gravity.

  As described above, the position of the center of gravity CG of the vehicle 10 and the position of the rear wheel 14 correspond to the attitude control amount θs. Therefore, the command state calculation unit 401 obtains the relationship between the angle θi and the attitude control amount θs from the θs map shown in FIGS.

Further, the command state calculation unit 401 obtains the combined force fri ^* of the external force and gravity by the following equation.
fri ^* = √ {fdi ^{* 2} + fgi ^{* 2} )}

As shown in FIG. 16, the θIi ^* calculation unit 402 calculates the stability stability allowance Sfasmi ^* , that is, an index indicating how much room the vehicle 10 has before falling over. The angles θIi1 ^* and θIi2 ^* formed by the line connecting the center of gravity CG and the resultant force fir are obtained.

This angle is also obtained for each side (i = 1 to 3) of the triangle formed by the wheels 12 to 14.
First, θi1 ^{* to} θi3 ^* are obtained using the θs map shown in FIGS.

The angles θIi1 ^* and θIi2 ^* also vary depending on the lengths of legs Li1 and Li2 connecting the wheels 12 to 14 and the center of gravity CG (for example, if i = 1, L11 = the front left wheel 13 and the center of gravity Distance of point CG, Li2 = distance of rear wheel 14 and center of gravity point CG). Therefore, the leg lengths Li1 and Li2 are obtained from a map for the attitude control amount θs shown in FIG.
Further, when viewed from the front, the angle of the triangle formed by the wheel and the center of gravity also changes depending on the lean control amount. Therefore, θ3i, L31, and L32 are obtained from FIG. 18 and FIG.

Finally,
The θIi ^* calculation unit 402 calculates θIi1 ^* and θIi2 according to the following equations.
θIi0 = −θri ^* + θi2
θIi1 ^* = π / 2−θIi0 ^* −θfi ^*
θIi2 = θi1−θIi1 ^*

Next, min (θIi ^* ) · || fri ^* || calculating unit 403 obtains the fall stability margin Sfasmi ^* from θIi1 ^* , θIi2 ^* , fri ^* according to the following equation.
Sfasmi ^* = min (θIi ^* ) · || fri ^* ||
That is, determine the overturning stability margin Sfasmi ^* by multiplying the smallest of the FrII ^* norm of θIi ^*.

Subsequently, the target stability margin correction amount calculation unit 404 obtains a direction Sfasm having the smallest fall stability margin Sfasmi ^* and the most likely to fall from the polarity of fid among a plurality of directions shown in FIG.
Then, as shown in FIG. 21, the force from the center of gravity in that direction matches the gravitational direction angle (direction perpendicular to the road surface) standing in a stationary state on a flat road surface, in other words, the angle fri is The control amount corresponding to the amount that each of the motors 131 to 139 should operate is obtained and set as the correction amount so as to be corrected to 0.

In order to obtain this correction amount, in this embodiment, as shown in FIG. 22, a correction amount is set in advance for each scene, and an appropriate one is selected with priority. Specifically, the minimum value of Sfasmi, the polarity of fdi, and the other two Sfasmi are compared, one of the rows (Sfasm) in FIG. 22 is selected with the minimum value, and the correction amount is output.
Incidentally, the minimum value Sfasmi ^* as the maximum (π / 2-θi2) -θIi1 *.

For example, if the possibility of falling in the direction of line 2-3 shown in FIG. 20 is greatest, (π / 2−θi2) −θIi1 ^{* in} the direction of line 2-3 is maximized. If the directions of the three lines have the same polarity, the third entry in FIG. 22 is selected.
As a result, first, a correction for reducing the lean of the front right wheel 12 and the front left wheel 13 is set. The amount decreases as Sfasm ^* increases. Also, brakes are applied to all the wheels 12-14. The degree of braking decreases as Sfasm ^* increases.

In addition, steering correction is not performed.
If the above processing cannot be executed, the attitude control amount (wheel base) θs is increased to lower the center of gravity. When the above processing cannot be performed, the acceleration of the vehicle 10 is reduced.
The alarm is issued if Sfasm ^* is smaller than the minimum value.

  The actual stability margin calculation unit 219 is a circuit for obtaining the stability margin of the vehicle 10 based on the current actual state of the vehicle 10, and includes a real state calculation unit 411, a θIi calculation unit 412, and min (θi) · || fri || calculating section 413 and actual stability margin correction amount calculating section 414.

The actual state calculation unit 411, the θIi calculation unit 412, the min (θi) · || fri || calculation unit 413, and the actual stability margin correction amount calculation unit 414 are basically a command state calculation unit 401, θIi ^* calculation unit 402. , Min (θi ^* ) · || fri ^* || calculation unit 403 and target stability margin correction amount calculation unit 404 have the same configuration and function. However, the difference is that the data that is the basis of the calculation is not the target value but the current actual value of the vehicle.

Specifically, the real state calculation unit 411 relates to Sfasm1.
fd1 = m · {(Gx1−KG · sinθxt) · cos (θr / 2) · cosθxt + (Gy1−KG · sin (θyt) · sin (θr / 2) · cosθyt} = (component in the x direction) + (y Direction component),
fg1 = m · {(Gz / ((cos θxt) · (cosyt))} is obtained.

Further, the real state calculation unit 411 relates to Sfasm2.
fd2 = m · {(Gx1−KG · sin θxt) · cos (θr / 2) · cos θxt− (Gy1−KG · sin θyt) · sin (θr / 2) · cos θyt},
fg2 = m · {(Gz / ((cos θxt) · (cosyt))} is obtained.

Further, the real state calculation unit 411 relates to Sfasm3.
fd3 = m · {− (Gy1-KG · sin θyt) · cos θyt},
fg2 = m · {(Gz / ((cos θxt) · (cosyt))} is obtained.

Here, KG is, for example, 1G, fdi is positive in the deceleration direction, and fgi is positive in the direction of gravity.
Further, Gx1 = Gx−Kclx · Gx ^ and Gy1 = Gy−Kcly · Gy ^.
Here, Gx is a value in the X-axis direction of the center-of-gravity conversion G sensor, Gy is a value in the Y-axis direction of the center-of-gravity conversion G sensor, Gx ^ is G (= dV / dt) in the vehicle longitudinal direction, and Gy ^ is , G in the vehicle left-right direction (= yaw · V), and Kclx and Kcly are predetermined coefficients, which may be fixed values or may be changed according to the attitude control amount θs.

Further, the real state calculation unit 411 obtains θi1 (θ11 to θ31), θi2 (θ12 to θ32), and θi3 (θ31 to θ33) using a map for the attitude control amount θs.
Further, fri = √ {fdi ² + fgi ² )} is obtained.

Subsequently, the θIi calculation unit 412 obtains the angles θIi1 and θIi2 shown in FIG. 16 using the θs maps shown in FIGS. 15A to 15C and FIG.
The θIi calculation unit 412 calculates θIi1 and θIi2 according to the following equations.
θIi0 = −θri + θi2
θIi1 = π / 2−θIi0−θfi
θIi2 = θi1−θIi1

Subsequently, the min (θi) · || fri || calculation unit 413 obtains the fall stability margin Sfasmi from θIi1, θIi2, fri according to the following equation.
Sfasmi = min (θIi) · || fri ||

  The actual stability margin correction amount calculation unit 414 has the same configuration and function as the target stability margin correction amount calculation unit 404. However, the difference is that the data that is the basis of the calculation is not the target value but the current actual value of the vehicle.

  Subsequently, the actual stability margin correction amount calculation unit 414 falls from a plurality of directions (1-1, 1-3, 2-2, 2-3, 3-1, 3-2) shown in FIG. Find the direction with the smallest stability margin Sfasmi, and set the correction amount so that the force from the center of gravity in that direction matches the gravitational direction angle (direction perpendicular to the road surface) standing still on a flat road surface To do. In order to obtain this correction amount, in this embodiment, as shown in FIG. 22, a correction amount is set in advance for each scene (for each direction in which the person easily falls), and an appropriate one is selected with priority. I will do it.

  For example, in the first row of FIG. 22, the directions that are most likely to fall are the directions 1-1 and 3-1 of FIG. 20, and in this case, FR (front wheel right) lean is the forward direction (the direction in which the body 11 is lowered). It is shown that the correction control is performed in the negative direction (direction in which the body 11 is lifted). Further, the lean amount indicates that the lean amount is increased as the stability margin Sfasm is decreased. In this case, since FR and FL lean in opposite directions, they are out of phase. Further, for example, when the correction is not sufficient with only lean, the vehicle is decelerated by applying a brake to the front right wheel 12 (FR +), and the degree of braking increases as the fall stability margin Sfasm increases. If necessary, turn the steering wheel to the right. Further, if possible, the attitude control amount (wheel base) θs is increased.

  The alarm is given if Sfasm is smaller than the minimum value.

Further, as described above, for example, if the possibility of falling in the direction of line 2-3 shown in FIG. 20 is greatest, (π / 2−θi2) −θIi1 in the direction of line 2-3 is the maximum. At this time, if the direction of the 1-3 line is also of the same polarity, the third entry in FIG. 22 is selected. As a result, first, a correction for reducing the lean of the front right wheel 12 and the front left wheel 13 is set. The amount decreases as Sfasm increases. Also, brakes are applied to all the wheels 12-14. The degree of braking decreases as Sfasm increases. In addition, steering correction is not performed. If the above processing cannot be executed, the attitude control amount θs is increased and the center of gravity is lowered. θs decreases as Sfasm increases.
The alarm is given if Sfasm is smaller than the minimum value.

It is also possible to obtain the control amount by arithmetic processing. In this case, the controller 103 performs posture stabilization control as follows.
First, the posture of the vehicle 10 is basically corrected by lean control by the controller 103, the lean right ECU 114, and the lean left ECU 115.

First, the controller 103 may fall stability margin Sfasmi (Sfasm1~Sfasm3), ^and, Sfasmi ^* for (Sfasm1 ^* ~Sfasm3 *), the control angle LENradrefi and ^{(LENradref1~LENradref3), LENradrefi * (LENradref1} * ~LENradref3 *) [ rad] is obtained according to the following equation.

LENradref1 = -kcl ・ ((π / 2-θ12) -θI11) = kcl ・ ((π / 2-θ13) -θI12)
LENradref2 = [kcl ・ ((π / 2-θ22) -θI21)] = [kcl ・ ((π / 2-θ23) -θI22)]
LENradref3 = [kcl ・ ((π / 2-θ32) -θI31)] / 2 = [kcl ・ ((π / 2-θ23) -θI22)] / 2
LENradref1 ^* = -kcl ・ ((π / 2-θ12) -θI11 ^* ) = kcl ・ ((π / 2-θ13) -θI12 ^* )
LENradref2 ^* = [kcl ・ ((π / 2-θ22) -θI21 ^* )] = [kcl ・ ((π / 2-θ23) -θI22 ^* )]
LENradref3 ^* = [kcl ・ ((π / 2-θ32) -θI31 ^* )] / 2 = [kcl ・ ((π / 2-θ23) -θI22 ^* )] / 2

  The former stage of each equation is the control angle on the θi2 side of each control surface shown in FIG. 23, and the latter stage is the control angle on the θi3 side.

  Here, with respect to “π / 2” as a reference, as shown in FIG. 24A, the lean amount is controlled according to the acceleration Gx in the traveling direction (including the influence of gravity) Gx, and at the time of deceleration, π / 2 Is slightly increased to π / 2 + α, and to π / 2−α during acceleration. As a result, the vehicle bends back slightly when decelerating, and bends slightly forward when accelerating. Similarly, as shown in FIG. 24 (b), the lean amount is controlled by Gy, and is controlled to bend in the direction opposite to the turning direction during turning (for example, bend to the left if turning right). By doing in this way, it becomes possible to suppress the lean amount when the posture of the vehicle 10 changes, and to suppress a sense of incongruity.

The coefficient kcl is a reference value (fixed value) in the human mode.
On the other hand, in the vehicle mode, the coefficient kcl is determined based on the absolute value of the acceleration θy ^ in the Y (horizontal) axis direction from which the influence of gravity is removed in the coefficient map shown in FIG. In this example, the coefficient kcl takes the form of an increasing function of constant value → linearly increasing → constant value as the absolute value of the acceleration θy ^ increases.

Next, the surface “i” (i = 1 to 3) having the maximum ((π / 2) −θi2) is specified, and the fall stability margins Sfasmi and Sfasmi ^* at that time are selected as the minimum values. That is, the smallest one of Sfasm1 to Sfasm3 and the smallest one of Sfasm1 ^{* to} Sfasm3 ^* are selected.

Next, control angles | LENradrefi | and | LENradrefi ^* | corresponding to the selected i are extracted, and it is determined whether or not | LENradrefi | and | LENradrefi ^* |> Kmoen. Kmoen is a reference value, for example, 0 rad.

When | LENradrefi | and | LENradrefi ^* |> Kmoen are satisfied, the correction amount is obtained by one of the following methods i) and ii).
i) Lean control amount (rad): ΣLENradrefi (i = 1, 2, 3), ΣLENradrefi ^* (i = 1, 2, 3) That is, the added value of the control angles of 1, 2, and 3 is defined as the final control angle. To do.
ii) The maximum value of LENradrefi (1, 2, 3) is set as the final control angle.

Next, since the final controlled variable and its form differ depending on each control object, a conversion calculation is performed. In the case of lean control, the control amount is finally a linear motion, so the angle [rad] is converted into a length [mm].
First, it is determined whether the lean amount is in-phase or not in-phase from the signs of Sfasm FR and FL determined to be minimum.
When the movement direction of FR and the movement direction of FL (the rotation direction of the lean right control motor 134 and the lean left control motor 135 for posture control) are the same, they are in phase.

When the control amount is in-phase, first, with respect to the actual stability margin, according to the following equation, the sum of the control angles (ΣLENradrefi) [rad] is converted into an amount of vertical movement [mm], and LENrefi = θs · tan (ΣLENradrefi) mm And That is, the lean right control motor 134 and the lean left control motor 135 are driven to raise or lower the body 11 by LENrefim both in the right and left directions. Thereby, the body 11 inclines in the front-back direction.
Similarly, the target stability margin is assumed to be LEnref ^* = θs · tan (ΣLENradref ^* ) mm (front-back inclination mm).

When the control amount is not in phase, the control angle sum (ΣLENradrefi) [rad] is converted into the left and right inclinations [mm] according to the following equation for the actual stability margin. LENrefi = Td · tan (ΣLENradrefi) mm
Further, with respect to the target stability margin, the control angle sum (ΣLENradrefi ^* ) [rad] is converted into a left and right inclination [mm] according to the following equation. LEnrefi ^* = Td · tan (ΣLENradrefi ^* ) mm
Here, the tread Td is a distance between the center of the front right wheel 12 and the center of the front left wheel 13.

  The above example is an example in which the added value of the control angles of the three surfaces in i) is used as the final control angle, but the maximum control angle among the control angles of the three surfaces in ii) is the final control angle. In this case, LENArefref = kcl · [((π / 2−θi2) −θIi2) maximum value).

  Note that, unlike the above-described method, the lean right lean control amount and the lean left lean control amount may be obtained individually according to the following equation for each target value and actual value.

The lean amount LENref1: based on the actual value on the right of the lean
LENref1 = K0 · K10 · (L23 · tan (LENradref2)) + K1 · K11 · (L33 · tan (LENradref3)) / 2
... (7)

The lean amount LENref2 based on the actual value on the left of the lean:
LENref2 = K0 · K20 · (L13 · tan (LENradref2)) + K1 · K21 · (−L33 · tan (LENradref3)) / 2
... (8)

The lean amount LENref1 ^* based on the target value on the right of the lean:
LENref1 ^* = K0 · K10 · (L23 · tan (LENradref2)) + K1 · K11 · (L33 · tan (LENradref3 ^* )) / 2
... (9)

The lean amount LENref2 ^* based on the target on the left of the lean:
LENref2 ^* = K0 · K20 · (L13 · tan (LENradref2)) + K1 · K21 · (−L33 · tan (LENradref3 ^* )) / 2
... (10)

  In the formulas (7) to (10), the first term is the in-phase component and the second term is the anti-phase component.

  Here, K10 represents a slew rate, and has an upper limit value and a lower limit value that change according to the pitch, for example, as shown in FIG. “K10 · A” (A is a numerical value) is K10 when A is greater than or equal to the upper limit value or less than the lower limit value of K10, and when A is a value between the upper limit value and the lower limit value, A It becomes. The upper limit (positive value) of the slew rate K10 shown in FIG. 26 (a) is a predetermined value in which -pitch / θsc (θsc: the distance of the line connecting the center of gravity of the vehicle 10 and the center of the front wheels 12, 13) is a positive predetermined value. Below p1, the first value (100) decreases at a constant rate when the value exceeds a predetermined value p1, and at a positive value p2 or more, the second value (10) smaller than the first value is maintained. . The lower limit value (negative value) of the slew rate K10 is the third value (−100) when −pitch / θsc1 is a predetermined negative value p3 or higher, and is absolute at a constant rate when the predetermined value p3 or lower. When the value decreases and is equal to or less than the negative predetermined value p4, the fourth value (−10) whose absolute value is smaller than the third value is maintained.

Similarly, K11 also indicates a slew rate, and for example, as shown in FIG. 26B, has an upper limit value and a lower limit value that change according to roll. “K11 · B” (B is a numerical value) is K11 when B is greater than or equal to the upper limit value or less than the lower limit value of K11, and B is a value between the upper limit value and the lower limit value. It becomes. The upper limit value (positive value) of the slew rate K11 shown in FIG. 26 (b) is − (roll · cos θr−pitch · sin θr / 2) / θsc1 (θsc1: the center of gravity of the vehicle 10 and the center axis of the front wheels 12, 13 When the distance between the line connecting the midpoint and the center axis of the rear wheel 14 and the center of gravity of the vehicle 10 is a positive predetermined value p5 or less, the fifth value (100) is a certain ratio when the predetermined value p5 or more. The sixth value (10) smaller than the fifth value is maintained at a positive predetermined value p6 or more. The lower limit (negative value) of the slew rate K11 is a seventh value (−100) when − (roll · cos θr−pitch · sin θr / 2) / θsc1 is a negative predetermined value p7 or more. When the value is less than or equal to the value p7, the absolute value decreases at a constant rate. When the value is less than or equal to the predetermined negative value p8, the eighth value (−10), which is smaller than the seventh value, is maintained.
Further, K20 = K10 and K21 = K11.

  K0 and K1 are coefficients. As shown in FIG. 28A, the coefficient K0 is determined by the wheel base θs, and decreases as the wheel base increases. As shown in FIG. 28B, the coefficient K1 is determined by the tread Td, and decreases as the tread Td increases. In the present embodiment, Td is a fixed value, and K1 is also a fixed value.

  For example, in the first term of equation (7), when “L23 · tan (LENradre2)” following K10 is a positive value and exceeds K10 (upper limit value) determined according to FIG. In the first term, K0 · K10 is set, and if it is less than or equal to K10, K0 · (L23 · tan (LENradre2) is set. When “L33 · tan (LENradre3)” is a negative value and smaller than K11 (lower limit) determined according to FIG. 26B, the second term is set to K1 · K11, and if greater than K11, K1 · (L33 · tan (LENradre3) is set.

  Note that the pitch “pitch” and the roll “roll” each have a positive leaning direction. For this reason, the sign of the horizontal axis in FIGS. 26A and 26B is inverted.

  According to such a configuration, the control amount (lean amount) of the stabilization control is suppressed by the slew rates K10, K11, K20, and K21. Therefore, the amount of control in the region where the rotational components (pitch and roll) of the vehicle increase and the vehicle 10 becomes unstable can be suppressed, and stable control is possible.

Note that K10, K11, K20, and K21 can be gains instead of slew rates (upper and lower limit limits).
In this case, based on the value α of each term of each expression and the differential value dα / dt, it is determined which of the upper line and the lower line shown in FIG. 27 is used as the gain.

For example, in the first term of equation (7), if α = “K0 * (L23 · tan (LENradre2)” and dα / dt are both positive values, the upper right side of the boundary line shown in FIG. Therefore, the positive gain shown in FIG. 26A is selected as the gain K10.
For example, in the first term of equation (7), if α = “K0 · (L23 · tan (LENradre2)” and dα / dt are both positive values, (α, dα / dt) is expressed as α−dα. Since it is located in the first quadrant of the / dt coordinate system and is located on the upper right side of the boundary line, the positive gain shown in FIG.
Also, in the second term of equation (7), if α = “K1 · (L33 · tan (LENradref3)” and dα / dt are both negative values, (α, dα / dt) is expressed as α−dα. Since it is located in the second quadrant of the / dt coordinate system and located on the lower left side of the boundary line, the negative gain shown in FIG. 26A is selected.

  Even with such a configuration, the control amount (lean amount) in the region where the vehicle 10 becomes unstable can be suppressed by the gains K10, K11, K20, and K21, and stable control is possible.

  In addition, lean control is performed by the difference between the left and right leans and the lowering of the position of the center of gravity, so that the driver 19 is first given a sense of security and the following control is performed to increase the control amount. It is desirable to add.

  In other words, tan (LENradref3) / 2 (straight line) indicated by a one-dot chain line DL1 in FIG. 29 is broken into a broken line as indicated by a solid line RL1. Similarly, -tan (LENradref3) / 2 (straight line) indicated by a two-dot chain line DL2 is turned into a broken line as indicated by a solid line RL2.

As a result, a dead zone in which LENref1 and LENref2 do not change even if tan (LENradref3) changes is arranged in a region where the change in lean is small, and then a pre-control zone that changes slightly is arranged. This pre-control zone corresponds to a high-speed movement and a slightly unstable region. In this region, the center of gravity is lowered to improve the stability.
A left-right difference and a center-of-gravity position lowering band having a larger inclination than changes in LENref1 and LENref2 with respect to changes in tan (LENradref3) are arranged on both sides, and a left-right difference band in which only one of LENref1 or LENref2 changes is provided on both sides. .

  Such control makes it possible to increase the control amount while giving the driver 19 a sense of security.

  Taking such a control form, for example, when the direction in which the vehicle 10 is likely to fall is indicated by 2-2 and 1-1, for example, as shown in FIG. 30A, the lean right is raised by LENref1. When the lean left is raised by LENref2 (however, LENref1 = LENref2), the body 11 falls backward, for example, the center of gravity in a state biased forward indicated by a black circle moves to the center position indicated by a white circle, The vehicle 10 is stabilized.

  Similarly, for example, when the direction in which the vehicle 10 is likely to fall is indicated by 2-2 and 3-2, for example, as shown in FIG. 30B, the lean right is raised by LENref1 (the sign is-), When the lean left is lowered by LENref2 (the sign is +) (where | LENref1 | = | LENref2 |), the center of gravity when the body 11 is tilted to the left and biased rightward as indicated by a black circle, for example, is the center indicated by a white circle It moves to a position and the vehicle 10 is stabilized.

  Further, for example, when the direction in which the vehicle 10 is likely to fall is indicated by 2-2 and 3-2 and the center of gravity of the vehicle 10 is biased forward, for example, as shown in FIG. If LENref1 is raised (sign is-), lean left is lowered by LENref2 (sign is +), and the body 11 is lifted as a whole, the body 11 falls back and left, for example, the right indicated by a black circle The center of gravity of the state biased forward is moved to the center position indicated by the white circle, and the vehicle 10 is stabilized.

The controller 103 sets the final control output as a PD (proportional derivative) control output represented by the following equation.
PD control output = LENrefin + Kd · (LENrefin−LENref (n−4)) / (4 / Ts)
That is,
At the current timing (t = n), the difference between LENref = LENrefin obtained by the above method and LENref = LENrefi (n−4) at the timing (t = n−4) four clocks before is 4 clocks. This is a value obtained by adding LENrefin (P (proportional) term) to the D term (differential term) obtained by multiplying the value divided by time 4 · Ts by the coefficient Kd.

Therefore, the final output of the controller 103 is
LENref1n + Kd · (LENref1n−LENref1 (n−4)) / (4 / Ts)
LENref2n + Kd · (LENref2n−LENref2 (n−4)) / (4 / Ts)
LENref1n ^* + Kd · (LENref1n ^* −LENref1 (n−4) ^* ) / (4 / Ts)
LENref2n ^* + Kd · (LENref2n ^* −LENref2 (n−4) ^* ) / (4 / Ts)
It becomes four.

  As described above, the posture stabilization control is based on the lean control as a rule. However, when the fall stability margin is lost (changes in the negative direction), the brake control and the steering control are performed in the order shown in FIG. Control is added in the order of control, posture control, and acceleration control to prevent falls.

In this way, the target stability margin calculation unit 218 and the actual stability margin calculation unit 219 generate corrections that do not cause an unstable state of falling even when operating according to the target value.
In addition, the load control correction amount calculation unit 220 sets a correction amount according to the weight.

  The adder 221 adds the corresponding signals of the control signal output from the front / rear control amount calculation unit 216 and the control signal output from the left / right control amount calculation unit 217 and outputs the result.

Next, the arbitration processing unit 222 uses the target stability margin correction amount generated by the target stability margin calculation unit 218 and the actual stability margin correction amount generated by the actual stability margin calculation unit 219 as the front and rear control amount calculation results. And add to the left and right control amount calculation results to correct.
Specifically, the arbitration processing unit 222 has, for example, a configuration as shown in FIG. 31, and each target control amount output by the front / rear control amount calculation unit 216 and the left / right control amount calculation unit 217 includes a target stability margin The correction amount generated by the calculation unit 218, the correction amount generated by the actual stability margin calculation unit 219, and the correction amount generated by the load control correction amount calculation unit 220 are added and output to the output unit 223.

Among these, for the lean control, the arbitration processing unit 222 further corrects the correction amount according to the situation by the following map calculation, and adds the difference.
First, as shown in FIG. 32, the control amount LENref obtained in the above description is input.

Next, a value fkb corresponding to √ (θx ^ ² + θy ^ ² ) is obtained using the kfb map 261, and this is multiplied by LENrefi by the multiplier 271.
Here, the kfb map is set based on the acceleration measured by the G sensor 105 so that the coefficient kfb is 0.5 when the vehicle is moving and there is acceleration, and is 1 when the vehicle is stopped. However, in the getting-on / off mode in which a certain operation is performed, 0.7 is set, and the coefficient is made smaller than that in the normal time. This is for suppressing movement and movement of the vehicle by the posture stabilization control when the driver 19 gets on and off.

Next, the coefficient fkb2 corresponding to θx and the vehicle mode is obtained using the kfb2 map 262, and this is multiplied by LENrefi by the multiplier 272.
Here, the kfb2 map 262 is arranged in place of, for example, the kfb map 261. Based on the output of the G sensor 105, the coefficient kfb is set to 0.5 when the vehicle is moving and there is acceleration, and is set to 1 when the vehicle is stopped. When the boarding / alighting mode is performed, it is set to 0.7, and the coefficient is made smaller than that in the normal mode. This is for suppressing movement and movement of the vehicle by the posture stabilization control when the driver 19 gets on and off.

Further, the variable filter 263 is used to multiply the value kθ [ms] corresponding to √ (θx ^ ² + θy ^ ² ).

  Subsequently, dead zone processing is performed using the control correction map 264. That is, when the input LENref is smaller than the reference value kfb0 and larger than -kfb0, the process is performed to ignore it. On the other hand, if the input value is greater than or equal to kfb0 or less than or equal to -kfb0, a corresponding value or a value multiplied by a certain coefficient is output.

  Next, a multiplier 273 multiplies the modified LENrefi by a gain according to the road surface inclination angle. This gain may be the same as that of the kb map described above. Alternatively, the gain may be a fixed value.

  Next, when the value of LENrefi is negative, for example, the multiplier 274 multiplies the gain of 0.5 to 1 for correction. Further, the load may be measured by a load sensor, and the gain may be corrected according to the load.

Further, an upper limit value is set according to the size of the pitch and roll. In this example, a smaller slew rate is set according to the larger value max of the pitch absolute value | pitch | and the roll absolute value | roll |.
This process is performed to output the final lean control amount.

Next, a process of correcting the obtained lean amount (mm) according to the road surface condition is performed. This correction process will be described with reference to FIG.
When driving on rough roads or stepping on a step, the position control gain is lowered and the torque control gain is raised to improve the ride comfort of the occupant.

First, the correction function shown in FIG. 33 is prepared for each of the lean right and lean left.
As shown in FIG. 33, the control function is input with a lean control amount, a lean torque control command, a lean actual torque, and a rough road determination level, and an adder 311, a Km converter 312, a multiplier 313, and a Kn converter. 314 and a multiplier 315 are provided.

  The lean control amount is the lean control amount LENref [mm] obtained by the arithmetic processing up to the previous stage.

  The lean torque control command is a command value of torque to be output by the lean right control motor 134 or the lean left control motor 135, and the controller 103 according to a predetermined arithmetic expression according to acceleration, load, posture, etc. Set to a value that allows lean control.

  The lean actual torque is a value of the output torque of the lean right control motor 134 or the lean left control motor 135 detected by the torque sensor.

  The rough road determination level is an index indicating the road surface condition. For example, the output fluctuation of the G sensor 105 included in the sensor group 102 is monitored, and the number of fluctuations [number of times / second] in the most recent predetermined period or the fluctuation of the measurement value of the load sensor included in the sensor group 102 It is expressed by [Change rate of measured load].

  The adder 311 obtains a difference between the lean torque control command and the lean actual torque.

  The Km converter 312 obtains a coefficient value (gain) Km corresponding to the rough road determination level according to the conversion map shown in FIG.

  The multiplier 313 multiplies the lean control amount mm by the coefficient value (gain) Km obtained by the Km converter 312. As is apparent from FIG. 34, the coefficient value Km decreases as the rough road determination level increases. Therefore, the output of the multiplier 313 decreases as the road surface condition gets worse. That is, the lean gain in the attitude control becomes smaller as the road surface condition gets worse.

  The Kn converter 314 obtains a coefficient value (gain) Kn corresponding to the rough road determination level according to the conversion map shown in FIG.

  The multiplier 315 multiplies the lean control amount mm by the coefficient value (gain) Kn obtained by the Kn converter 314. As is clear from FIG. 34, the coefficient value Kn increases as the rough road determination level increases. Therefore, the output of the multiplier 315 increases as the road surface condition gets worse. That is, as the road surface condition gets worse, the gain of lean torque control in posture control increases.

  The outputs of the multipliers 313 and 315 are output to the corresponding lean right ECU 114 and lean left ECU 115.

  The lean right ECU 114 and the lean left ECU 115 drive the lean right control motor 134 and the lean left control motor 135, respectively.

  Next, the output unit 223 obtains an operation amount based on the obtained control amount and supplies it to the corresponding ECUs 111 to 119. For example, in the lean control, the output unit 223 indicates the left and right lean amounts in mm, and converts this to the rotation angle of the corresponding drive motor.

Each of the ECUs 111 to 119 drives the motors 131 to 139 through the instructed operation amounts via the H bridge circuits 121 to 129.
As a result, the vehicle 10 can be stably operated without falling.

As described above, according to this embodiment,
A stability margin (target stability margin) of the vehicle 10 when operating according to the target value is obtained, a correction value is obtained so that the stability margin increases, and further, the vehicle stability according to the actual situation of the vehicle 10 is obtained. A margin (actual stability margin) is obtained, a correction value is obtained so that the stability margin is increased, and the control amount is corrected by these correction values. For this reason, the vehicle 10 is less likely to become unstable and the fall is unlikely to occur. In addition, control is possible in response to a real-time situation.

  Further, according to the rough road condition, the gain of the lean control becomes smaller and the gain of the lean torque control becomes larger as the rough road. For this reason, the ride comfort of the occupant is improved.

  In addition, this invention is not limited to the said embodiment, A various deformation | transformation and application are possible.

  As another example of changing the gain of the lean position control and the gain of the lean torque control in a complementary manner according to the rough road situation, for example, when the vehicle 10 rides on a step, the gain of the lean position control and the gain of the lean torque control May be changed complementarily.

  In this case, the vehicle is in a rough road state, that is, the vehicle 10 has stepped on the step, for example, the road surface inclination θx is positive and exceeds a predetermined determination level Kdansa (θx> Kdansa> 0), and It can be determined that the change rate of the measured value of the load sensor is greater than the reference value. The reference value of the rate of change of the load sensor is, for example, that there has been a change of 30 kg (15 kg to 50 kg) in the last 0.3 seconds.

  In this case, for example, as shown in FIG. 35, the controller 103 sets the coefficient (gain) Kn from 0 of the normal value Knnormal to a positive value, for example, 0.8 after a predetermined time (for example, 1 second) after detecting the ride. The coefficient (gain) Km is changed from the normal value Kmnormal to a small value. This state is maintained for a certain time (for example, 1 second), and is then linearly changed to the original value, and after 1.5 seconds, Kn = Knnormal = 0 and Km = Kmnormal are returned.

This climbing process is set to have a higher priority than gain control based on rough road determination.
By performing such processing, it is possible to improve a state where riding comfort is not good.

  In the above-described embodiment, an example in which the present invention is applied to a control system 100 that performs posture control by integrating posture control based on commands and posture control based on actual values and a three-wheeled vehicle 10 including the control system 100. showed that. The present invention is not limited to the above embodiment, and can be widely applied to an attitude control system having an arbitrary configuration as shown in FIG.

  In the example of FIG. 36, a lean position control command and a lean torque control command are supplied from the posture stabilization control system 331 to the correction system. The lean position control command indicates the rotation amount [deg] of the lean right control motor 134 or the lean left control motor 135, while the lean actual position is the lean right control motor 134 detected by a rotation angle detector such as a resolver. Alternatively, it represents the actual rotation angle of the lean left control motor 135.

  The adder 332 leans the difference between the lean position control command [deg] supplied from the attitude stabilization control system 331 and the actual lean position [deg] detected by the motor rotation angle sensor included in the sensor group 102. Is obtained as a position control amount [deg].

  The multiplier 333 multiplies the position control amount [deg] obtained by the adder 332 by an arbitrary gain Kmm.

  The multiplier 313 multiplies the output of the multiplier 333 by a coefficient (gain) Km.

  Further, the adder 311 includes a lean torque control command [N · m] supplied from the attitude stabilization control system 331, and a lean actual torque [N · deg] detected by a torque sensor included in the sensor group 102. Is obtained as the lean torque control amount [N · m].

The multiplier 334 multiplies the torque control amount [N · m] obtained by the adder 311 by an arbitrary gain Knn.
The multiplier 315 multiplies the output of the multiplier 334 by a coefficient (gain) Kn.

  As illustrated in FIG. 34, the coefficients Km and Kn increase as the rough road determination level determined by the posture stabilization control system 331 increases, that is, as the traveling road becomes a rough road surface, respectively. Alternatively, it is a smaller coefficient.

  The sum of the outputs of the multipliers 313 and 315 is output to the corresponding lean right ECU 114 or lean left ECU 115.

  Similarly, the lean position and the lean torque are controlled for the vehicle.

  Also, even when one or both wheels are floating, the distribution of lean position and lean torque is controlled to improve ride comfort, and in case of step fall, the lean is quickly extended to stabilize posture. It is desirable to improve.

A circuit configuration for this purpose is shown in FIG. Note that the circuit configuration of FIG. 37 is prepared for right lean and left lean, respectively.
In the example of FIG. 37, the lean position control command and the lean torque control command are supplied from the controller 103 to the correction system. The lean position control command indicates the rotation amount [deg] of the lean right control motor 134 or the lean left control motor 135, while the lean actual position is the lean right control motor 134 detected by a rotation angle detector such as a resolver. Alternatively, it represents the actual rotation angle of the lean left control motor 135.

The adder 341 obtains the difference between the lean position control command deg ^* [deg] and the actual lean position [deg] as the lean position control amount [deg].

  The multiplier 342 multiplies the position control amount [deg] obtained by the adder 341 by an arbitrary gain Kmm. The gain Kmm may be 1, for example.

  The multiplier 343 multiplies the output of the multiplier 342 by a coefficient (gain) Km supplied from the controller 103.

Further, the adder 344 obtains the difference between the lean torque control command Iqr ^* [N · m] and the lean actual torque [N · m] as the lean torque control amount [N · m].

  The multiplier 345 multiplies the torque control amount [N · m] obtained by the adder 344 by an arbitrary gain Knn. The gain Knn may be 1, for example.

  The multiplier 346 multiplies the output of the multiplier 345 by a coefficient (gain) Kn supplied from the controller 103.

  The sum of the outputs of the multipliers 343 and 346 is output to the corresponding lean right ECU 114 or lean left ECU 115.

The coefficient Km and Kn, as illustrated in FIG. 38, with respect to indices [Delta] W ^* changes generated by the controller 103, complementary changes.

Here, the index ΔW ^* corresponds to the difference between the target value Wf ^{* of the} load applied to the front wheels and the load Wf ^* ^ estimated from the torque of the lean motor, that is, the deviation between the target load and the actual load. For example, focusing on the lean right, the index ΔW ^* is the difference between the target value Wfr ^{* of the} load applied to the front right wheel 12 and the load Wfr ^* ^ estimated from the torque of the lean right control motor 134, that is, the target load This corresponds to the deviation from the actual load. Similarly, paying attention to the left of the lean, the index ΔW ^* is the difference between the target value ΔWfL ^{* of the} load applied to the front left wheel 13 and the load WfL ^* ^ estimated from the torque of the lean left control motor 135, that is, the target load This corresponds to the deviation from the actual load.

The target value Wfr ^* and the target value WfL ^* can be obtained as follows, for example.
Tdr = (Td / 2) · cos θy + (h · tan θy) · cos θy
TdL = (Td / 2) · cos θy− (h · tan θy) · cos θy
Wfr * = Wfm · TdLm / Tdm + Wfm · (Gx ^ · cosθy / g) · (hm / Tdm)
WfL ^* = Wfm · Tdrm / Tdm−Wfm · (Gx ^ · cos θy / g) · (hm / Tdm)

With such a configuration, when one wheel or both wheels float, the load deviation ΔW ^* relating to the wheel increases, the specific gravity of the coefficient Kn increases, and the torque control gain increases. Ride comfort and posture stability are maintained.

Incidentally, by setting the horizontal axis of FIG. 38 to the number of fluctuations / second of the torque of the wheel, a similar system configuration can be adopted for continuous correction of position control and torque control corresponding to the above-mentioned rough road condition.
Also, the distribution of the lean position and the lean torque in FIG. 37 is not limited to the controller 103 with respect to the control circuit, and can be applied to an attitude stabilization control system having an arbitrary configuration.

  In order to perform the above-described posture control appropriately, it is necessary to detect the rotation angles of the motors 131 to 139. For this reason, a relative angle sensor 501 and an absolute angle sensor 502 are arranged in each of the motors 131 to 139 as shown in FIG. The relative angle sensor 501 measures a rotation angle (motor electric angle) from a reference point set as appropriate. On the other hand, the absolute angle sensor 502 measures the rotation angle from a predetermined fixed reference point or holds the position of the motor when the clutch power is off.

  During operation, these rotation angle sensors 501 and 502 compare, for example, the amount of change in the measurement angle of the relative angle sensor 501 with the amount of change in the measurement angle of the absolute angle sensor 502 to determine whether or not the amounts of change match. It is possible to determine whether or not each of the rotation angle sensors 501 and 502 is normal.

  However, when the power is turned on, it is impossible to determine whether or not the absolute angle sensor 502 is normal and whether or not the measurement angle at that time is a correct value. In order to solve such a problem, in this embodiment, a rewritable nonvolatile memory such as a flash memory 511 is disposed in the controller 103. When the power is turned off (ignition off), the controller 103 engages the clutch (step S12) after executing another predetermined process (step S11) as shown in FIG. 40 (a). Subsequently, the value of the absolute angle sensor 502 is read (step S13) and stored in the flash memory 511 (step S14). Subsequently, other necessary processes are executed (step S15), the power is turned off (step S16), and the process ends.

  On the other hand, when the power is turned on (when the ignition is on), initialization processing is performed, and the measurement value of the absolute angle sensor 502 is read (step S21). Subsequently, the value stored in the flash memory 511 is read (step S22), and the value read from the absolute angle sensor 502 this time is compared with the value read from the flash memory 511 (step S23).

  If the two values match (step S24; Yes), it is determined that the absolute angle sensor 502 is normal, and the output data of the absolute angle sensor 502 is adopted as the absolute angle of the rotation of the motor (step S25). On the other hand, if it is determined in step S24 that the two values do not match (step S24; No), predetermined error processing is performed (step S26).

  In this way, it is possible to determine whether the absolute angle sensor is normal or abnormal when the power is turned on.

  Further, for example, the configurations, operations, variables, arithmetic expressions, and the like in the above embodiment are examples, and the present invention is not limited to these. For example, the map for specifying the coefficients (gains) Kn and Km shown in FIG. 34 and the time table shown in FIG. 35 can be changed as appropriate.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Body 12 Front right wheel 13 Front left wheel 14 Rear wheel 19 Driver 21 Seat 23 Armrest 24 Armrest 25 Grip operation device 26 Grip operation device 31 Front wheel right support mechanism 32 Front wheel left support mechanism 33 Rear wheel support mechanism 34 Steering part 100 Control System 101 Operation unit 102 Sensor group 103 Controller 105 G sensor (acceleration sensor)
106 Rate sensor 107 Wheel base sensor 108 Speed sensor 109 Lean sensor 111 Front wheel right drive ECU
112 Front wheel left drive ECU
113 Steering ECU
114 lean right ECU
115 lean left ECU
116 Attitude control ECU
117 Front brake right control ECU
118 Brake front left control ECU
119 ECU after braking
121-129H bridge circuit (3-phase bridge circuit)
131-139 Motor 201 Processor 202 Non-volatile memory 203 RAM
204 Input / output unit 211 Input unit 212 Front / rear motion target value calculation unit 213 Left / right motion target value calculation unit 214 Center of gravity position conversion calculation unit 215 Inclination angle estimation calculation unit 216 Front / rear control amount calculation unit 217 Left / right control amount calculation unit 218 Target stability margin arithmetic unit 219 the actual stability margin calculation unit 220 loads the control correction amount computing unit 221 adder 222 arbitration processing section 223 output section 331 posture stability control system 401 command state calculating section 402 θIi ^* computation unit 403 min (θi ^*) · | | fri ^* || operation unit 404 target stability margin correction amount calculation unit 411 actual state calculation unit 412 θIi calculation unit 413 min (θi) · || fri || calculation unit 414 actual stability margin correction amount calculation unit

Claims (18)

A right lean control means for controlling the height of the body relative to the front right wheel of a vehicle comprising a body, a front right wheel, a front left wheel, and a rear wheel;
Left lean control means for controlling the height of the body relative to the front left wheel of the vehicle;
Road surface inclination obtaining means for obtaining the inclination of the road surface on which the vehicle is located;
A center-of-gravity force obtaining means for obtaining a force applied to the center of gravity of the vehicle;
The force applied to the center of gravity acquired by the center-of-gravity force acquisition means is a first vertical surface including a line connecting the rear wheel and the front left wheel, and a second vertical including a line connecting the rear wheel and the front right wheel. A projection means for obtaining a force projected on a vertical plane including a plane and a line connecting the front wheels;
The control amount of the right lean control means and the control amount of the left lean control means are set so that the force projected on each vertical surface obtained by the projection means is perpendicular to the road surface projected on each vertical surface. Control amount setting means to be set;
An attitude control device comprising: An acceleration sensor, a speed sensor, a pitch rate sensor, and a roll rate sensor;
The road surface inclination acquisition means is
Based on the pitch integration means for obtaining the vehicle tilt angle θx by integrating the pitch rate detected by the pitch rate sensor and the vehicle longitudinal acceleration detected by the acceleration sensor. A longitudinal acceleration inclination obtaining means for obtaining a direction inclination angle θxt, an X correction means for correcting the vehicle inclination angle θxt obtained by the pitch integration means with the inclination angle obtained by the longitudinal acceleration inclination obtaining means, and X subtracting means for subtracting the vehicle inclination angle θxv of the vehicle alone in the vehicle longitudinal direction from the vehicle inclination angle θxt,
Based on the roll integration means for obtaining the tilt angle θy in the left-right direction of the vehicle by integrating the roll rate detected by the roll rate sensor, and the left-right acceleration of the vehicle based on the acceleration in the left-right direction of the vehicle detected by the acceleration sensor. A lateral acceleration inclination obtaining means for obtaining a direction inclination angle θyt; a Y correction means for correcting the vehicle inclination angle θyt obtained by the roll integrating means with the inclination angle obtained by the lateral acceleration inclination obtaining means; Left and right direction inclination angle acquisition means comprising: Y subtraction means for subtracting the vehicle inclination angle θyv of the vehicle alone in the vehicle left and right direction from the vehicle inclination angle θyt.
Comprising
The attitude control device according to claim 1. The control amount setting means includes
First suppression means for suppressing a control amount based on a pitch rate detected by the pitch rate sensor;
Second suppression means for suppressing the control amount based on the roll rate detected by the roll rate sensor;
Comprising
The attitude control device according to claim 2. The first suppression means is a means for setting a slew rate to the control amount based on the pitch rate detected by the pitch rate sensor, or the control amount based on the pitch rate detected by the pitch rate sensor. Means for positively controlling the gain of
The second suppression means is means for setting a slew rate to the control amount based on the roll rate detected by the roll rate sensor, or the control amount based on the roll rate detected by the roll rate sensor. Means for positively controlling the gain of
The attitude control device according to claim 3. An attitude control device that controls the attitude of a vehicle including a body, front wheels, and rear wheels,
Road surface inclination angle estimating means for estimating the inclination angle of the road surface on which the vehicle is located;
Posture control means for controlling the posture of the body based on the road surface inclination angle estimated by the road surface inclination angle estimation means;
The road surface inclination angle estimating means includes:
Acceleration obtaining means for obtaining acceleration of the vehicle;
Rate acquisition means for determining the vehicle pitch rate and roll rate respectively;
Vehicle front-rear direction tilt angle acquisition means for obtaining a vehicle front-rear direction tilt angle θxt based on the acceleration acquired by the acceleration acquisition means;
Vehicle left-right direction tilt angle obtaining means for obtaining a left-right direction tilt angle θyt based on the acceleration obtained by the acceleration obtaining means;
Second vehicle front-rear direction tilt angle acquisition means for obtaining the vehicle front-rear direction tilt angle θxt by integrating the pitch rate acquired by the rate acquisition means;
Second vehicle left-right direction inclination angle acquisition means for obtaining the right-left direction inclination angle θyt by integrating the roll rate acquired by the rate acquisition means;
Based on the vehicle front-rear direction tilt angle θxt determined by the vehicle front-rear direction tilt angle acquisition unit and the vehicle front-rear direction tilt angle θxt determined by the second vehicle front-rear direction tilt angle acquisition unit, Road surface front-rear direction tilt angle estimating means for estimating the front-rear direction tilt angle θx;
Based on the vehicle left-right direction inclination angle θyt determined by the vehicle left-right direction inclination angle acquisition means and the vehicle left-right direction inclination angle θyt determined by the second vehicle left-right direction inclination angle acquisition means, Road surface lateral direction inclination angle estimation means for estimating the lateral direction inclination angle θy;
Comprising
An attitude control device characterized by the above. The second vehicle front-rear direction inclination angle acquisition means includes means for setting the front-rear direction inclination angle θx acquired by the vehicle front-rear direction inclination angle acquisition means as an initial value of the integrated value of the pitch rate,
The second vehicle left-right direction inclination angle acquisition means includes means for setting the left-right direction inclination angle θy acquired by the vehicle left-right direction inclination angle acquisition means as an initial value of the integral value of the roll rate.
The posture control apparatus according to claim 5. The road surface front-rear direction inclination angle estimation means is based on the vehicle front-rear direction inclination angle θxt obtained by the second vehicle front-rear direction inclination angle acquisition means when the deceleration of the vehicle is larger than a reference value. To estimate the forward / backward inclination angle θx of the road surface,
When the rate of change in the vehicle side slip angle is greater than a predetermined reference, the road surface left-right direction inclination angle estimation means determines the vehicle inclination angle θyt in the left-right direction obtained by the second vehicle right-and-left direction inclination angle acquisition means. Based on the above, the left-right direction inclination angle θy of the road surface is estimated,
The attitude control device according to claim 5 or 6, wherein A right lean control means for controlling the height of the body relative to the front right wheel of a vehicle comprising a body, a front right wheel, a front left wheel, and a rear wheel;
Left lean control means for controlling the height of the body relative to the front left wheel of the vehicle;
Road surface inclination angle estimating means for obtaining an inclination angle of the road surface on which the vehicle is located;
Control amount acquisition for determining and setting control amounts of the right lean control means and the left lean control means, respectively, so as to enhance the stability of the vehicle based on the road inclination angle estimated by the road surface inclination angle estimation means Means, and
The control amount acquisition means sets the control amount so as to lower the center of gravity of the vehicle when setting the control amount of the right lean control means and the control amount of the left lean control means in different directions.
An attitude control device characterized by the above. The vehicle further comprises a traveling state determining means for determining the traveling state of the vehicle,
The control amount obtaining means sets the control amount so as to lower the center of gravity of the vehicle when the traveling state determined by the traveling state determining means is a predetermined state;
The posture control apparatus according to claim 8. The control amount setting unit sets the control amount so as to lower the center of gravity of the vehicle when the traveling state determined by the traveling state determining unit is a predetermined high-speed traveling state or a predetermined unstable state. ,
The attitude control device according to claim 8 or 9, wherein The control amount setting means includes
If the difference between the calculated right lean control amount and the left lean control amount is smaller than the first reference, the control amount is corrected to 0;
If the difference between the calculated right lean control amount and the left lean control amount is greater than or equal to the first criterion and smaller than the second criterion, the control amount is corrected to a smaller value,
If the difference between the calculated right lean control amount and the left lean control amount is greater than or equal to the second reference and less than the third reference, the control amount is corrected so that the center of gravity of the vehicle is lowered.
The attitude control device according to claim 8, 9 or 10. Attitude control means for controlling the attitude of the vehicle by controlling the height of the body relative to the front right wheel and the height of the body relative to the front left wheel of a vehicle including a body, a front right wheel, a front left wheel, and a rear wheel. When,
An inclination angle estimating means for estimating an inclination angle of a road surface on which the vehicle is located;
Applied force obtaining means for obtaining a force applied to the center of gravity of the vehicle;
For correcting the position of the body with respect to the front right wheel and the position of the body with respect to the front left wheel by the attitude control means so that the force acquired by the applied force acquisition means is perpendicular to the road surface. A control amount determining means for obtaining a control amount;
Traveling state determining means for determining the traveling state of the vehicle;
Control amount correction means for correcting the control amount in accordance with the traveling state of the vehicle determined by the traveling state determination means;
An attitude control device comprising: The traveling state determination means includes acceleration detection means for measuring the acceleration of the vehicle,
The control amount correction means corrects the control amount so that the body bends forward when the acceleration detected by the acceleration detection means is a positive value and the body bends backward when the acceleration is negative. ,
The attitude control apparatus according to claim 12, wherein The traveling state determining means includes means for detecting a turning state of the vehicle,
The control amount correction means corrects the control amount so that the body bends in a direction opposite to the turning direction when the traveling state determination means determines that the vehicle is in a turning state.
The attitude control device according to claim 12 or 13, An actuator for controlling the height of the body relative to the front wheel of a vehicle comprising a body, a front wheel, and a rear wheel;
Means for generating a position command for specifying the position of the actuator so as to stabilize the posture of the body;
Means for generating a torque command specifying the torque of the actuator so as to stabilize the posture of the body;
Road surface condition determining means for determining the road surface condition;
Distribution control means for controlling distribution of the position command and the torque command based on the road surface condition determined by the road surface condition determination means;
Drive means for driving the actuator based on a command after distribution is controlled by the distribution control means;
An attitude control device comprising: The distribution control unit distributes the position command and the torque command so that the position control amount of the actuator is reduced and the torque is increased when the road surface condition determination unit detects that the road surface is a predetermined rough road. To
The attitude control device according to claim 15.   A vehicle provided with the attitude | position control apparatus of any one of Claims 1 thru | or 16.   The computer program for operating a computer as an attitude | position control apparatus of any one of Claims 1 thru | or 16.

Images