JP2011011575A - Vehicle body inclination control device and method for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make the attitude of a vehicle body to the attitude suitable for traveling of a vehicle when a device for inclining the vehicle body is not normal.SOLUTION: The vehicle body inclination control device includes at least two vehicle body inclination devices 21F, 21R arranged in a vehicle longitudinal direction and inclining the vehicle body in a roll direction respectively; vehicle body inclination device drive parts 25F, 25R for driving/controlling the respective vehicle body inclination devices 21F, 21R according to driving operation of a driver for turning a wheel; a vehicle body inclination device failure determination part 31 for determining whether or not the respective vehicle body inclination devices 21F, 21R are normal; and a vehicle body inclination stopping device 26 for fixing the attitude of the vehicle body in the roll direction. The vehicle body inclination device drive parts 25F, 25R drive/control the vehicle body inclination devices 21F, 21R determined as normal by the vehicle body inclination device failure determination part 31 when the vehicle body inclination device failure determination part 31 determines that one of the vehicle body inclination devices 21F, 21R is not normal to make the attitude of the vehicle body to neutral attitude in the roll direction. The vehicle body inclination stopping device 26 fixes it to the neutral attitude.

Description

  The present invention relates to a technique for controlling tilting of a vehicle body in a roll direction in accordance with a driving operation of a driver turning a wheel.

  Patent Document 1 discloses a vehicle in which a vehicle body (mounting platform, cabin) on which an occupant rides is tilted with respect to a wheel ground contact surface by a hydraulic tilt cylinder during turning.

Special table 2008-545577 gazette

By the way, in patent document 1, when the apparatus which tilts a vehicle body is not normal, there exists a possibility that a vehicle body may stop in the state inclined.
However, the posture of the vehicle body stopped in an inclined state may not be a posture suitable for the traveling of the vehicle.
The subject of this invention is making the attitude | position of a vehicle body into the attitude | position adapted to driving | running | working of a vehicle, when the apparatus which tilts a vehicle body is not normal.

In order to solve the above-mentioned problems, the present invention arranges two or more vehicle body tilting means that can tilt the posture of the vehicle body in the roll direction, separated in the vehicle front-rear direction. Further, the vehicle body tilting means is driven and controlled according to the driving operation of the driver turning the wheel.
Then, when the present invention determines that the vehicle body tilting means is not normal, the normal vehicle body tilting means is driven and controlled so that the posture of the vehicle body in the roll direction is neutral. Furthermore, the posture of the vehicle body is fixed in the neutral posture.

According to the present invention, when the vehicle body tilting means for tilting the vehicle body posture is not normal, the vehicle body posture becomes the neutral posture in the roll direction and is fixed in the neutral posture. Can be avoided.
Thus, according to the present invention, when the vehicle body tilting means for tilting the vehicle body is not normal, the vehicle body can be set in a posture adapted to the traveling of the vehicle.

It is a figure which shows the structure of the vehicle body tilt control apparatus of this embodiment. It is a figure which shows the structural example of a vehicle body tilting apparatus. It is a figure which shows the structure of the electromagnetic brake used as the specific example of a vehicle body tilting stop apparatus. It is a flowchart which shows the process sequence of a vehicle body tilt control apparatus. It is a flowchart which shows the process sequence of neutral attitude | position control. It is a characteristic view which shows a time-dependent change of neutral attitude | position control command value. It is a characteristic view which shows a time-dependent change of wheel load fluctuation | variation ((a)) and turning lateral acceleration ((b)). It is a figure which shows the other structure of the vehicle body tilt control apparatus of this embodiment. It is a characteristic view which shows the other time-dependent change of a neutral attitude | position control command value. FIG. 10 is a characteristic diagram showing still another time-dependent change in the neutral posture control command value.

(Constitution)
FIG. 1 shows the configuration of a vehicle equipped with a vehicle body tilt control device to which the present invention is applied.
The vehicle has a wheel drive device 1 and a wheel drive control unit 2 as a drive system. The wheel drive control unit 2 outputs a command value to the wheel drive device 1 according to the driver's accelerator pedal signal. The wheel drive device 1 drives the rear wheel 3R, which is a drive wheel, according to the input command value.
Further, the vehicle has a steering unit 4. The steered portion 4 steers the front wheels 3 </ b> F that serve as steered wheels in accordance with the steering operation of the driver input via the steering wheel 5. The steered portion 4 has a configuration such as a rack and pinion, for example.
The vehicle also includes a wheel speed detection unit 11, a lateral acceleration detection unit 12, and a steering wheel angle detection unit 13.

The wheel speed detection unit 11 is for estimating the vehicle speed. The wheel speed detector 11 detects the rotational angular velocity of the rear wheel 3R. The wheel speed detection unit 11 is, for example, an encoder, a resolver, a hall sensor, or the like. For example, the wheel speed detection unit 11 is provided in the wheel drive device 1. The wheel speed detection unit 11 outputs the detection value to the attitude control calculation unit 40.
The lateral acceleration detector 12 detects the lateral acceleration of the vehicle. The lateral acceleration detection unit 12 outputs the detection value to the attitude control calculation unit 40.

The steering wheel angle detector 13 detects the steering wheel steering angle of the steering wheel 5. The steering wheel angle detector 13 is, for example, an encoder. The steering wheel angle detection unit 13 outputs the detection value to the attitude control calculation unit 40.
As shown in FIG. 1, the vehicle includes vehicle body tilting devices 21F and 21R, motor angle detection units 22F and 22R, motor current value detection units 23F and 23R, vehicle body tilt angle detection unit 24, vehicle body tilting device drive unit 25F, 25R, vehicle body tilt stop devices 26F and 26R, a vehicle body tilt stop device drive unit 27, and a control arithmetic controller 30.

  The vehicle body tilting devices 21F and 21R rotate the vehicle body (mounting platform) 50 around the vehicle longitudinal axis. That is, the vehicle body tilting devices 21F and 21R tilt the vehicle body 50 in the roll direction. In the present embodiment, the two vehicle body tilting devices 21F and 21R are arranged on the front and rear sides of the vehicle, respectively. The front and rear body tilting devices 21F and 21R have a motor as a drive source.

  FIG. 2 shows a configuration example of the vehicle body tilting device 21 (21F, 21R) and the suspension unit 70. As shown in FIG. 2, the suspension of the vehicle suspension 70 is a double wishbone suspension. In this suspension, wheels 3 are suspended by a pair of upper and lower V-shaped arms 71 and 72. The shock absorber 73 has its lower mount attached to the lower arm 72 of the suspension. The shock absorber 73 includes a bracket (not shown). A coil spring 74 into which the shock absorber 73 is inserted is attached to the shock absorber 73 by a bracket. The shock absorber 73 is in a state where the upper mount is attached to the vehicle body tilting portion 21 (specifically, the end portion of the arm member 82).

  The vehicle body tilting portion 21 includes a rotation motor 81 and an arm member 82. The arm member 82 is connected to the rotary shaft of the rotary motor 81 via a speed reducer or the like. The arm member 82 has a shape extending in the left-right direction of the vehicle from the center of rotation. The arm member 82 has the upper end portion of the shock absorber 73 attached to the extending end portion. FIG. 2 shows a state in which the upper end portion of the shock absorber 73 is attached only to one end portion of the arm member 82. Actually, the shock absorbers of the left and right wheels are attached to both end portions of the arm member 82. The upper end of 73 is attached.

  In such a structure, when the vehicle body tilting device driving unit 25 drives the rotary motor 81, the arm member 82 rotates. By this rotation, a force acts on the shock absorber 73 in the axial direction. As a result, when the force acting in the axial direction of the shock absorber 73 acts to shrink the shock absorber 73, that is, when the end of the arm member 82 approaches the ground, the end of the arm member 82 in the vehicle width direction. The vehicle body side where the is located is lifted upward. That is, when the arm member 82 rotates in the clockwise direction when viewed from the front of the vehicle, the vehicle body 50 rotates and tilts in the opposite counterclockwise direction (tilts).

  As shown in FIG. 1, the motor angle detectors 22F and 22R are arranged corresponding to the front and rear vehicle body tilting devices 21F and 21R, respectively. The motor angle detectors 22F and 22R detect the rotation angles of the vehicle body tilting devices 21F and 21R. Specifically, the motor angle detectors 22F and 22R detect the rotation angle of the motor that drives the vehicle body tilting devices 21F and 21R as the rotation angle of the vehicle body tilting devices 21F and 21R. The motor angle detectors 22F and 22R are, for example, an encoder or a resolver. The motor angle detectors 22F and 22R output detection values to the control arithmetic controller 30.

The motor current value detection units 23F and 23R are arranged corresponding to the vehicle body tilting devices 21F and 21R, respectively. The motor current value detectors 23F and 23R detect drive currents of the vehicle body tilting devices 21F and 21R. That is, the motor current value detection units 23F and 23R detect the drive current of the motor when the drive source of the vehicle body tilting devices 21F and 21R is a motor. The motor current value detectors 23F and 23R output the detected values to the control arithmetic controller 30.
The vehicle body inclination angle detection unit 24 detects the inclination angle of the vehicle body in the roll direction. The vehicle body inclination angle detection unit 24 is, for example, an encoder. The vehicle body inclination angle detection unit 24 outputs the detection value to the control arithmetic controller 30.

The vehicle body tilting device driving units 25F and 25R are arranged corresponding to the front and rear vehicle body tilting devices 21F and 21R. The vehicle body tilting device driving units 25F and 25R individually drive the front and rear vehicle body tilting devices 21F and 21R. Thereby, the driving of the front and rear vehicle body tilting devices 21F and 21R becomes independent from each other. The vehicle body tilting device drive units 25F and 25R drive the vehicle body tilting devices 21F and 21R based on a command from the control calculation controller 30 (attitude control calculation unit 40).
The vehicle body tilt stop devices 26F and 26R are devices for maintaining the posture of the vehicle body at a predetermined angle in the roll direction.

FIG. 3 shows a configuration of an electromagnetic brake as a specific example of the vehicle body tilt stop devices 26F and 26R. In this case, the rotary motor 81 is a motor with an electromagnetic brake.
As shown in FIG. 3, in the vehicle body tilt stop devices 26F and 26R, a mounting flange 91, a brake lining (rotor) 92, and a movable iron core (amateur) 93 are arranged in that order in the axial direction of the shaft body (rotating shaft). It becomes composition. The mounting flange 91 is a fixed side fixed to the housing or the like of the motor. The brake lining 92 is fixed to the end portion 94 a of the shaft body 94 via the hub 95.

An adjustment bolt 96 is disposed on the outer periphery of the mounting flange 91. Here, one end of the adjustment bolt 96 is fixed to the outer peripheral portion of the mounting flange 91. Although not shown, a plurality of adjustment bolts 96 are arranged on the outer peripheral portion of the mounting flange 91 at regular intervals.
In addition, a stator 97 is attached to a motor housing or the like. The stator 97 has a built-in electromagnetic coil 98. The movable iron core 93 is disposed between the stator 97 and the brake lining 92.

The movable iron core 93 has a plurality of holes on the outer periphery. Adjustment bolts 96 are respectively inserted into the plurality of holes of the movable iron core 93. Thereby, the movable iron core 93 is movable in the axial direction while being supported by the adjustment bolt 96.
Each adjustment bolt 96 has a nut 99 attached to the end. Each adjustment bolt 96 has a torque spring 100 inserted between its nut 99 and the movable iron core. Further, a return spring 101 is inserted between the movable iron core 93 and the mounting flange 91 in each adjustment bolt 96.

  With such a configuration, the vehicle body tilt stop devices 26F and 26R press the movable iron core 93 against the brake lining 92 by the elastic force of the torque spring 100 when no voltage is applied to the electromagnetic coil 98. Thereby, the vehicle body tilt stop devices 26F and 26R prevent the rotation motor 81 from rotating. The vehicle body tilt stop devices 26F and 26R generate a gap between the movable iron core 93 and the brake lining 92 against the elastic force of the torque spring 100 by applying a voltage to the electromagnetic coil 98 (electromagnetic). Release the brake). As a result, the vehicle body tilt stop devices 26F and 26R make the rotary motor 81 rotatable.

The vehicle body tilt stop device driving unit 27 drives the vehicle body tilt stop devices 26F and 26R. The vehicle body tilt stop device driving unit 27 drives the vehicle body tilt stop devices 26F and 26R based on a command from the control calculation controller 30 (attitude control calculation unit 40).
The control arithmetic controller 30 controls the entire system of the vehicle body tilt control device. Therefore, the control calculation controller 30 includes a vehicle body tilting device abnormality determination unit 31 and an attitude control calculation unit 40 as shown in FIG. Further, the attitude control calculation unit 40 includes a vehicle body tilt angle calculation unit 41 and a lateral acceleration restriction calculation unit 42.

The vehicle body tilting device abnormality determination unit 31 determines whether the vehicle body tilting devices 21F and 21R are normal based on the detection results of the motor angle detection units 22F and 22R, the motor current value detection units 23F and 23R, and the vehicle body tilt angle detection unit 24. Determine. The vehicle body tilting device abnormality determination unit 31 outputs the determination result to the attitude control calculation unit 40 (particularly, the vehicle body tilt angle calculation unit 41).
The vehicle body tilt angle calculation unit 41 issues a command to the vehicle body tilt device drive units 25F and 25R and the vehicle body tilt stop device drive unit 27 based on the determination result of the vehicle body tilt device abnormality determination unit 31.

  Specifically, the vehicle body tilt angle calculation unit 41, when the vehicle body tilt device abnormality determination unit 31 determines that both the vehicle body tilt devices 21F and 21R are normal, the steering wheel angle detection unit 13 and the wheel speed detection unit. 11 is used to calculate a target vehicle body tilt angle (vehicle body tilt angle). Then, the vehicle body tilt angle calculation unit 41 outputs the calculated vehicle body tilt angle as a command value to the vehicle body tilting device driving units 25F and 25R.

Further, the vehicle body tilt angle calculation unit 41 performs neutral posture control when the vehicle body tilt device abnormality determination unit 31 determines that one of the vehicle body tilt devices 21F and 21R is not normal. That is, the vehicle body tilt angle calculation unit 41 issues a command to the vehicle body tilt stop device drive unit 27 to stop the supply of drive power to the vehicle body tilt device (either one of 21F and 21R) determined to be abnormal. Further, the posture control calculation unit 40 drives the vehicle body tilting device (either one of 21F and 21R) determined to be normal so that the vehicle body posture is set to the neutral posture. ).
The lateral acceleration limit calculation unit 42 outputs a command for limiting an increase in the lateral acceleration of the vehicle to the wheel drive control unit 2.

FIG. 4 shows a processing procedure of the vehicle body tilt control device. The processing procedure of the vehicle body tilt control device will be described with reference to FIG. 4, and the processing of each component of the vehicle body tilt control device will be described in more detail.
First, in step S1, the vehicle body tilting device abnormality determination unit 31 determines whether the front and rear vehicle body tilting devices 21F and 21R are normal.
Specifically, the vehicle body tilting device abnormality determination unit 31 compares the detection value of the motor angle detection unit 22F included in the front vehicle body tilting device 21F with the detection value of the motor angle detection unit 22R included in the rear vehicle body tilting device 21R. To do. The vehicle body tilting device abnormality determination unit 31 determines that both the front and rear vehicle body tilting devices 21F and 21R are normal when the difference value between the detected values obtained as a comparison result is equal to or less than the threshold value. This threshold value is a value set in advance for determining the difference value of the detected value, and is, for example, an experimental value, an empirical value, or a theoretical value.

  Alternatively, the vehicle body tilting device abnormality determination unit 31 compares the detection value of the motor current value detection unit 23F provided in the front vehicle body tilting device 21F with the detection value of the motor current value detection unit 23R provided in the rear vehicle body tilting device 21R. . The vehicle body tilting device abnormality determination unit 31 determines that both the front and rear vehicle body tilting devices 21F and 21R are normal when the difference value between the detected values obtained as a comparison result is equal to or less than the threshold value. This threshold value is a value set in advance for determining the difference value of the detected value, and is, for example, an experimental value, an empirical value, or a theoretical value.

  Alternatively, the vehicle body tilting device abnormality determination unit 31 determines whether or not the detection value of the motor angle detection unit or the detection value of the motor current value detection unit is within a certain range. For example, regarding the front vehicle body tilting device 21F, the detection value of the motor angle detection unit 22F or the detection value of the motor current value detection unit 23F is compared with a threshold value, and the front vehicle body tilting device is based on the comparison result. It is determined whether 21F is normal. This threshold value is a value set in advance for the determination of the detected value, and is, for example, an experimental value, an empirical value, or a theoretical value.

The vehicle body tilting device abnormality determination unit 31 proceeds to step S2 when it obtains a result that both the vehicle body tilting devices 21F and 21R are normal as the determination result of step S1. Further, the vehicle body tilting device abnormality determination unit 31 determines that the determination result of step S1 is that the vehicle body tilting devices 21F and 21R are not normal (when the difference value of the detection values is greater than the threshold value). Proceed to step S4.
In step S2, the control arithmetic controller 30 clears the abnormality detection flag (for example, “0”).

  In subsequent step S3, the vehicle body inclination angle calculation unit 41 calculates a target vehicle body inclination angle. In the calculation of the vehicle body tilt angle, the vehicle body tilt angle calculation unit 41 calculates a target vehicle body tilt angle based on the detection values of the steering wheel angle detection unit 13 and the wheel speed detection unit 11. At this time, the vehicle body inclination angle calculation unit 41 considers the first-order lag characteristic with respect to the steering wheel steering angle, which is input from the driver, and the steady-state gain characteristic according to the vehicle speed estimated from the wheel speed, for example. Is calculated.

For example, the vehicle body tilt angle calculation unit 41 increases the vehicle body tilt angle (target vehicle body tilt angle) that tilts in the steering angle direction as the steering wheel steering angle increases.
In addition, the vehicle body tilt angle calculation unit 41 is in a state where the vehicle speed is high (medium speed to high speed), when the lateral acceleration is large and the steering wheel steering angle is large (at the time of large steering angle steering), Increase the vehicle body tilt angle (target vehicle body tilt angle). When the vehicle speed is low (low speed) and the steering wheel steering angle is small (at the time of small steering angle steering), the vehicle body inclination angle calculation unit 41 also determines the vehicle body inclination angle (target vehicle body inclination angle) in the steering angle direction. ).

The vehicle body tilt angle calculation unit 41 outputs the calculated vehicle body tilt angle (target vehicle body tilt angle) as a tilt angle command value to the vehicle body tilt device driving units 25F and 25R.
As a result, the vehicle body tilting device drive units 25F and 25R drive the vehicle body tilting devices 21F and 21R with a drive current corresponding to the tilt angle command value, and the vehicle body tilt angle calculating unit 41 calculates the tilt angle of the vehicle body (mounting platform). The vehicle body tilt angle is adjusted. At this time, control of the vehicle body tilt angle (F / B control) is performed using the detection value of the vehicle body tilt angle detection unit 24.

In step S4, the control arithmetic controller 30 sets an abnormality detection flag (for example, “1”). Subsequently, in step S5, the control arithmetic controller 30 turns on the warning lamp.
Subsequently, in step S6, the vehicle body tilting device abnormality determination unit 31 determines whether or not the front vehicle body tilting device 21F is normal. If the vehicle body tilting device abnormality determination unit 31 determines that the front vehicle body tilting device 21F is not normal, the process proceeds to step S7. On the other hand, if the vehicle body tilting device abnormality determination unit 31 determines otherwise, that is, if it is determined that the rear vehicle body tilting device 21R is not normal, the process proceeds to step S13.

In step S7, the posture control calculation unit 40 stops the supply of drive power from the front vehicle body tilting device driving unit 25F to the front vehicle body tilting device 21F.
Subsequently, in step S8, the posture control calculation unit 40 performs neutral posture control. In step S14 described later, the posture control calculation unit 40 performs the same neutral posture control.
FIG. 5 shows a processing procedure for neutral posture control. As shown in FIG. 5, first, in step S <b> 21, the posture control calculation unit 40 acquires the detection value (lateral acceleration sensor signal) of the lateral acceleration detection unit 12.

In step S <b> 22, the posture control calculation unit 40 determines whether or not the vehicle body is not largely inclined due to the centrifugal force even when the vehicle is returned to the neutral posture according to the following equation (1).
b / (2 · hu) <m · | ay | / (m · g) (1)
This expression (1) is a so-called handling rollover conditional expression. Here, b and hu are predetermined vehicle specifications. Specifically, b is the tread of the vehicle. hu is the height of the center of gravity of the vehicle. ay is the lateral acceleration acquired in step S21. m is the vehicle weight. g is a gravitational acceleration.

Here, when the expression (1) is not satisfied, the posture control calculation unit 40 determines that the possibility that the vehicle body is largely inclined due to returning to the neutral posture is low, and proceeds to step S23. In addition, when the formula (1) is established, the posture control calculation unit 40 determines that there is a high possibility that the vehicle body is greatly inclined due to returning to the neutral posture, and proceeds to step S25.
Focusing on the lateral acceleration | ay |, in other words, the posture control calculation unit 40 is neutral if the lateral acceleration | ay | is equal to or less than a preset threshold value (in this case, b · g / (2 · hu)). It is determined that there is a low possibility that the vehicle body is greatly inclined due to returning to the posture, and the process proceeds to step S23. Further, when the lateral acceleration | ay | is larger than a preset threshold value (in this case, b · g / (2 · hu)), the posture control calculation unit 40 causes the vehicle body to return to the neutral posture. Is determined to be highly inclined and the process proceeds to step S25.

In step S23, the posture control calculation unit 40 calculates a neutral posture control command value for changing the vehicle body posture to the neutral posture. Subsequently, in step S24, the posture control calculation unit 40 drives the vehicle body tilting device drive that drives the vehicle body tilting device (either 21F or 21R) that has determined that the neutral posture control command value calculated in step S23 is normal. Part (either 25F or 25R). Then, the process shown in FIG. 5 (step S8) is terminated.
Accordingly, the vehicle body tilting device (either 21F or 21R) determined to be normal is driven, and the vehicle body posture becomes a neutral posture in the roll direction.
Here, when it is determined in step S6 that the front vehicle body tilting device 21F is not normal and neutral posture control is performed in step S8, the normal vehicle body tilting device is the rear vehicle body tilting device 21R. .

  FIG. 6 shows an example of a characteristic diagram of the neutral posture control command value. FIG. 6 shows the change over time of the neutral posture control command value. As shown in FIG. 6, the neutral posture control command value increases in proportion to the elapsed time. As a result, the vehicle body posture changes with the degree of change of the target, and gradually approaches the neutral posture with time. That is, the vehicle assumes a neutral posture while the degree of change in the vehicle body posture in the roll direction is limited.

  In step S25, the posture control calculation unit 40 calculates a posture maintenance command value that keeps the vehicle body tilt angle from changing. Subsequently, in step S26, the posture control calculation unit 40 drives the vehicle body tilting device driving unit (25F) that drives the vehicle body tilting device (any one of 21F and 21R) that has determined that the posture maintenance command value calculated in step S25 is normal. And 25R). Thereby, the vehicle body tilting device driving unit (any one of 25F and 25R) stops the drive signal to the vehicle body tilting device (any one of 21F and 21R) determined to be normal according to the posture maintenance command value. As a result, the vehicle body inclination angle can be maintained.

  Further, in order to maintain the vehicle body tilt angle, the attitude control calculation unit 40 can drive the vehicle body tilt stop device driving unit 27. In this case, the vehicle body tilt stop device driving unit 27 corresponds to the vehicle body tilt device (either 21F or 21R) determined to be normal according to the posture maintenance command value from the posture control calculation unit 40. 26F and 26R) are controlled. As a result, in the vehicle body tilt stop device (any one of 26F and 26R), the voltage application to the electromagnetic coil 98 is stopped, and the movable iron core 93 is pressed against the brake lining 92. As a result, the rotation motor 81 stops rotating and is fixed (maintained) in the rotation stopped state. By doing so, the vehicle body inclination angle can be maintained.

  Subsequent to the process of FIG. 5, in step S9 of FIG. 4, the posture control calculation unit 40 determines whether or not the vehicle body posture is a neutral posture. At this time, the posture control calculation unit 40 determines whether or not the vehicle body posture is a neutral posture based on the detection value (vehicle body tilt angle) of the vehicle body tilt angle detection unit 24. If the vehicle body posture is a neutral posture, the posture control calculation unit 40 proceeds to step S10. In addition, when the vehicle body posture is not the neutral posture, the posture control calculation unit 40 proceeds to step S8.

Through the processing of step S8 and step S9 described above, the posture control calculation unit 40 determines the posture when the vehicle body is highly likely to tilt greatly due to returning to the neutral posture during the period until the vehicle body posture reaches the neutral posture. The maintenance command value is output to the rear vehicle body tilting device driving unit 25R.
In addition, during the period until the vehicle body posture reaches the neutral posture, the posture control calculation unit 40 is neutral for making the vehicle body posture into the neutral posture when it is unlikely that the vehicle body will be largely tilted due to returning to the neutral posture. The attitude control command value is output to the rear vehicle body tilting device driving unit 25R.

  In step S10, the posture control calculation unit 40 locks the neutral posture. Specifically, the attitude control calculation unit 40 outputs a stop command for the vehicle body tilting device (any one of 21F and 21R) determined to be normal to the vehicle body tilting device driving unit (any one of 25F and 25R). As a result, the vehicle body tilting device driving unit (any one of 25F and 25R) stops driving the vehicle body tilting device (any one of 21F and 21R) determined to be normal.

  On the other hand, the posture control calculation unit 40 outputs a lock command to the vehicle body tilting stop device driving unit 27. As a result, the vehicle body tilt stop device drive unit 27 controls the drive of the vehicle body tilt stop device (any one of 26F and 26R). As a result, in the vehicle body tilt stop device (any one of 26F and 26R), the voltage application to the electromagnetic coil 98 is stopped, and the movable iron core 93 is pressed against the brake lining 92. As a result, the rotation motor 81 stops rotating and is fixed (maintained) in the rotation stopped state.

Subsequently, in step S11, the lateral acceleration restriction calculation unit 42 performs a lateral acceleration restriction calculation. The lateral acceleration restriction calculation unit 42 calculates a lateral acceleration restriction command value in the lateral acceleration restriction calculation. The lateral acceleration restriction command is a command value for controlling the wheel drive device 1. The lateral acceleration restriction command value is a command value that suppresses an excessive lateral acceleration occurring in the vehicle or an increase in the lateral acceleration. For example, the lateral acceleration limit command value is a command for setting an upper limit value for the drive current value for driving the wheel drive device 1 or limiting the increase rate of the drive current value.
The lateral acceleration restriction calculation unit 42 outputs the calculated lateral acceleration restriction command value to the wheel drive control unit 2.

In steps S13 and S14, the posture control calculation unit 40 performs the same processing as the processing in steps S7 and S8 on the vehicle body tilting device opposite to the steps S7 and S8.
That is, in step S13, the attitude control calculation unit 40 stops the supply of drive power from the rear vehicle body tilting device driving unit 25R to the rear vehicle body tilting device 21R.
Subsequently, in step S14, the posture control calculation unit 40 performs neutral posture control. At this time, the posture control calculation unit 40 outputs the neutral posture control command value and the posture maintenance command value to the front vehicle body tilting device driving unit 25F that drives the front vehicle body tilting device 21F determined to be normal, and thereby neutralizes the vehicle body posture. The posture is set (see FIG. 5).

Subsequently, in step S15, the posture control calculation unit 40 determines whether or not the vehicle body posture is a neutral posture. If the vehicle body posture is a neutral posture, the posture control calculation unit 40 proceeds to step S10. On the other hand, when the vehicle body posture is not neutral, the posture control calculation unit 40 proceeds to step S14.
Through the processing of step S14 and step S15 described above, the posture control calculation unit 40 determines the posture when the vehicle body is highly likely to lean due to returning to the neutral posture during the period until the vehicle posture reaches the neutral posture. The maintenance command value is output to the front vehicle body tilting device driving unit 25F. Then, the posture control calculation unit 40 neutralizes the vehicle body posture to a neutral posture when the vehicle body posture is unlikely to tilt greatly due to returning to the neutral posture during the period until the vehicle body posture reaches the neutral posture. The attitude control command value is output to the front vehicle body tilting device driving unit 25F.

(Operation and action)
When it is determined that the front and rear vehicle body tilting devices 21F and 21R are both normal, the vehicle body tilting control device clears the abnormality detection flag and drives the vehicle body tilting devices 21F and 21R (steps S1 to S3). . Thereby, the posture of the vehicle body 50 becomes a vehicle body inclination angle corresponding to the steering wheel steering angle or the like.
If the vehicle body tilt control device determines that any one of the front and rear vehicle body tilt devices 21F and 21R is not normal, the vehicle body tilt control device sets an abnormality detection flag and turns on the warning lamp (step S1 → step S4, step S5). By turning on this warning light, the driver can recognize that there is a system abnormality (the vehicle body tilting devices 21F and 21R that do not operate normally).

Further, when the vehicle body tilt control device determines that the front vehicle body tilt device 21F is not normal, it stops the supply of drive power to the front vehicle body tilt device 21F (step S7). Accordingly, the front vehicle body tilting device 21F is not driven, that is, is in a free state.
On the other hand, if the vehicle body tilt control device determines that the rear vehicle body tilt device 21R is not normal, it stops supplying drive power to the rear vehicle body tilt device 21R (step S13). Thus, the rear vehicle body tilting device 21R is not driven, that is, is in a free state.
Here, as an example in which the vehicle body tilting device is not normal, a drive source such as a motor may not mechanically operate normally, or a sensor may not operate normally.

  The vehicle body tilt control device performs neutral posture control after stopping the supply of drive power to the vehicle body tilt device that has been determined to be abnormal as described above (step S8 → step S9 or step S14 → step S15). In other words, the vehicle body tilt control device appropriately outputs the neutral posture control command value and the posture maintenance command value to the vehicle body tilt device determined to be normal, and changes the vehicle body posture to the neutral posture. Then, the vehicle body tilt control device locks the neutral posture when the vehicle posture becomes the neutral posture (step S10). That is, the vehicle body tilt control device prevents the rotation motor 81 from rotating. As a result, the vehicle body posture is fixed in a neutral posture.

Thus, when it is determined that the vehicle body tilting device is not normal, the vehicle body tilt control device drives and controls the other vehicle body tilting devices determined to be normal so that the vehicle body posture is set to the neutral posture. Can be kept good.
For example, if the vehicle body tilting device does not operate normally and is maintained in a state where the vehicle body posture is inclined, the vehicle center of gravity may be greatly displaced in the vehicle width direction depending on driving conditions such as a large lateral acceleration during turning. In some cases, the vehicle may tilt further.

Even in such a case, in this embodiment, when it is determined that the vehicle body tilting device is not normal, the vehicle body center of gravity is set to the vehicle center by driving and controlling the other vehicle body tilting devices determined to be normal to make the vehicle body posture neutral. The vehicle state during traveling can be kept good by moving to the side.
Further, when the vehicle body posture is set to the neutral posture, the vehicle body tilt control device restricts the driving force of the wheels controlled by the wheel driving device 1 and suppresses an increase in the lateral acceleration of the vehicle ( Steps S11 and S12).

FIG. 7 shows temporal changes in wheel load fluctuation (FIG. 7A) and turning lateral acceleration (FIG. 7B).
In FIG. 7A, the solid line indicates the result when the driving force is limited to suppress the increase in the lateral acceleration, and the dotted line indicates the result when the driving force limitation is not dealt with (comparative example). Result). For example, the result of the dotted line is a result obtained on the condition that the vehicle body does not greatly tilt when the vehicle body is in a neutral posture.

FIG. 7 (b) corresponds to those results of FIG. 7 (a), the solid line shows the result when the driving force is limited to suppress the occurrence of lateral acceleration, and the dotted line shows such driving. The result when no action is taken to limit the force.
As shown in FIG. 7A, it can be seen that by suppressing the increase in the lateral acceleration (solid line), it is possible to suppress the fluctuation of the wheel load as compared with the case where it is not (dotted line). In this way, fluctuations in the wheel load can be suppressed, so that the turning lateral acceleration (turning lateral acceleration set value) can be set to a large value as shown in FIG. 7B.

  In this embodiment, the front and rear body tilting devices 21F and 21R correspond to the body tilting means. Further, the control arithmetic controller 30 and the vehicle body tilting device driving units 25F and 25R correspond to driving control means. The vehicle body tilting device abnormality determination unit 31 corresponds to a determination unit. The vehicle body tilt stop devices 26F and 26R correspond to the vehicle body posture locking means. Further, the mounting flange 91, the brake lining 92, and the movable iron core 93 correspond to locking means. The electromagnetic coil 98 corresponds to lock driving means. Further, the lateral acceleration restriction calculation unit 42 corresponds to lateral acceleration restriction means.

(Effect of this embodiment)
(1) Two or more vehicle body tilting means that are disposed apart from each other in the vehicle longitudinal direction and that can tilt the posture of the vehicle body in the roll direction are provided. The drive control means drives and controls each vehicle body tilting means in accordance with the driving operation of the driver who steers the wheel. Further, the determining means determines whether or not each vehicle body tilting means is normal.
When the determination means determines that one of the vehicle body tilting means is not normal, the drive control means drives and controls the vehicle body tilting means determined by the determination means to be normal so that the posture of the vehicle body becomes a neutral posture in the roll direction.
The vehicle body posture locking means fixes the vehicle body posture to the neutral posture when it is determined that the vehicle body posture has become a neutral posture in the roll direction by the drive control means driving and controlling the vehicle body tilting means.

As described above, when the vehicle body tilt control device determines that the vehicle body tilt means is not normal, the vehicle body is set to the neutral posture in the roll direction and fixed in the neutral posture.
Thereby, when the vehicle body tilting means for tilting the vehicle body is not normal, it is possible to avoid the vehicle body from being stopped in a tilted state and to have a posture adapted to the traveling of the vehicle.
Further, the driver can know that the drive control means is not normal through the operation of changing the vehicle body posture to the neutral posture in the roll direction.

(2) The lateral acceleration limiting means limits an increase in the lateral acceleration of the vehicle when the vehicle body posture is fixed to the neutral posture.
Thereby, it is possible to prevent an excessive lateral acceleration from being generated in the vehicle fixed in the neutral posture, and it is possible to ensure a good vehicle state in the neutral posture.
(3) The lateral acceleration limiting means limits the increase in the lateral acceleration of the vehicle by limiting the driving force of the wheels.
Thereby, the increase in the lateral acceleration of the vehicle can be limited by using the driving force control for the wheels. As a result, it is possible to prevent an excessive lateral acceleration from occurring in the vehicle fixed in the neutral posture, and to ensure a good vehicle state in the neutral posture.

(4) When the determination means determines that one of the vehicle body tilting means is not normal and the lateral acceleration of the vehicle is equal to or less than a preset threshold value, the drive control means drives and controls the normal vehicle body tilting means. The vehicle body to a neutral position in the roll direction.
This makes it possible to change the posture of the vehicle body to the neutral posture in the roll direction on condition that the lateral acceleration of the vehicle is reduced to some extent. As a result, it is possible to change the posture of the vehicle body to the neutral posture while ensuring a good vehicle state.

(5) If the determination means determines that one of the vehicle body tilting means is not normal and the lateral acceleration of the vehicle is greater than the threshold value, the drive control means limits the change in the posture of the vehicle body in the roll direction. .
Thereby, when it is determined that the lateral acceleration of the vehicle is larger than the threshold value, the change in the posture of the vehicle body in the roll direction is limited, and when the lateral acceleration of the vehicle becomes equal to or less than a preset threshold value, The posture of the vehicle body can be made neutral in the roll direction.
As a result, the vehicle body posture can be changed to the neutral posture while ensuring a good vehicle state in terms of the lateral acceleration of the vehicle.

(6) When the vehicle tread is b, the height of the center of gravity of the vehicle is hu, and the acceleration of gravity is g, the threshold is
b ・ g / (2 ・ hu)
(Formula (1)).
Accordingly, the lateral acceleration can be determined in consideration of the vehicle tread b and the center-of-gravity height hu of the vehicle, so that the neutral posture can be determined.
As a result, for example, even in a vehicle having a smaller tread than a normal four-wheel vehicle, the vehicle posture can be set to the neutral posture without inadvertently limiting the lateral acceleration.
(7) The drive control means sets the neutral posture while restricting the change degree of the posture of the vehicle body in the roll direction by restricting the change degree of the drive signal of the vehicle body tilting means determined by the determination means to be normal.
Thereby, the posture of the vehicle body can be gradually changed to a neutral posture.

(8) In the vehicle body posture locking means, when the lock driving means determines that the posture of the vehicle body is neutral in the roll direction because the drive control means drives and controls the vehicle body tilting means, the lock means is driven to tilt the vehicle body. By stopping the operation of the means and fixing the stopped state, the posture of the vehicle body is fixed to the neutral posture.
In this way, when the drive control means drives and controls the vehicle body tilting means, when the vehicle body posture becomes neutral in the roll direction, the lock drive device drives the lock means to change the vehicle body posture to the neutral posture. Fix it.
Thus, after the neutral posture is achieved, the neutral posture can be maintained by the vehicle body posture locking means without driving the vehicle body tilting means. As a result, when the vehicle body tilting means is driven by the drive current, it is not necessary to output the drive current while the neutral posture is maintained, and the consumption of the drive current can be reduced.

(9) If the determination means determines that the vehicle body tilting means is not normal, the drive control means stops the drive control of the vehicle body tilting means determined to be not normal.
Accordingly, the neutral posture can be smoothly achieved by the normal vehicle body tilting means without being prevented from being made neutral by the operation of the vehicle body tilting means having a low possibility of normal operation.

(Modification of this embodiment)
(1) In this embodiment, the driving force of the wheels is limited to limit the increase in the lateral acceleration of the vehicle. On the other hand, it is also possible to limit the increase in the lateral acceleration of the vehicle by limiting the wheel steering.
FIG. 8 shows an example of the configuration. As shown in FIG. 8, the vehicle includes a tire steering device 61 that can change an output angle (an output angle of a steering shaft or a pinion) with respect to an input angle (steering angle) from the steering wheel 41. The tire turning device 61 is, for example, a variable gear ratio mechanism or a so-called steer-by-wire system. Further, the vehicle includes a tire turning angle detection unit 62 that detects a tire turning angle, and a tire turning device drive unit 63 that drives and controls the tire turning device 61.

With such a configuration, the tire turning device driving unit 63 controls the driving of the tire turning device 61 in accordance with the lateral acceleration restriction command value from the lateral acceleration restriction calculating unit 42. For example, even when the input angle (steering angle) from the steering wheel 41 becomes large, the tire turning device 61 limits the output angle (the output angle of the steering shaft or pinion) to a predetermined value (upper limit value) or outputs Or limit the rate of increase in corners.
Thereby, the increase in the lateral acceleration of the vehicle can be limited using the steering operation of the wheels. As a result, it is possible to prevent an excessive lateral acceleration from occurring in the vehicle fixed in the neutral posture, and to ensure a good vehicle state in the neutral posture.

(2) The characteristic of the neutral posture control command value can be set as shown in FIGS. That is, as shown in FIG. 9, at the beginning of returning to the neutral posture, the neutral posture control command value can be reduced. In addition, as shown in FIG. 10, at the beginning of returning to the neutral posture, the neutral posture control command value can be reduced, and the neutral posture control command value at that time can be changed so as to draw a relaxation curve or the like. . In addition, at the beginning of returning to the neutral posture, the neutral posture control command value is decreased, and then, when the lateral acceleration of the vehicle decreases (below a preset threshold value), the neutral posture control command value Can be made normal (increased at a normal rate of change).
Thereby, the posture of the vehicle body can be gradually changed to a neutral posture.

(3) In this embodiment, if it is determined that the vehicle body is highly likely to tilt due to returning to the neutral posture, the vehicle body inclination angle is maintained by limiting the change in the vehicle posture in the roll direction. Yes. On the other hand, it is possible to limit the degree of change in the vehicle body posture in the roll direction. For example, the degree of change in the body posture in the roll direction is limited by setting the degree of change lower than the degree of change in the vehicle body posture realized by the neutral posture control command value as shown in FIGS. You can also call it.
Thereby, the posture of the vehicle body can be changed to the neutral posture while ensuring a good vehicle state.

(4) In the present embodiment, two vehicle body tilting devices 21F and 21R are arranged in the vehicle longitudinal direction. On the other hand, three or more vehicle body tilting devices can be arranged in the vehicle longitudinal direction.
Thus, even in a vehicle equipped with three or more vehicle body tilting devices, when the vehicle body tilting means is determined to be not normal, the vehicle body can be set in a neutral posture in the roll direction and fixed in the neutral posture.
As a result, even in a vehicle equipped with three or more vehicle body tilting devices, when the vehicle body tilting means for tilting the vehicle body is not normal, it is possible to avoid stopping the vehicle body in a tilted state, The posture can be adapted to the driving.

  21F, 21R Car body tilting device (car body tilting means), 25F, 25R Car body tilting device drive unit (drive control unit), 26 Car body tilting stop device, 30 Control arithmetic controller (drive control unit), 31 Car body tilting device abnormality detection unit ( Determination means), 40 attitude control calculation unit, 41 vehicle body tilt angle calculation unit, 42 lateral acceleration limit calculation unit

Claims (11)

Two or more vehicle body tilting means arranged apart from each other in the vehicle longitudinal direction and capable of tilting the posture of the vehicle body in the roll direction;
Drive control means for driving and controlling each of the vehicle body tilting means according to the driving operation of the driver for turning the wheels;
Determination means for determining whether or not each vehicle body tilting means is normal;
Vehicle body posture locking means for fixing the posture of the vehicle body in the roll direction,
If the determination means determines that one of the vehicle body tilting means is not normal, the drive control means drives and controls the vehicle body tilting means determined by the determination means to be normal so that the posture of the vehicle body becomes a neutral position in the roll direction. ,
The vehicle body posture locking means fixes the posture of the vehicle body to the neutral posture when it is determined that the posture of the vehicle body has become a neutral posture in the roll direction by the drive control means driving and controlling the vehicle body tilting means. The vehicle body tilt control device.   The vehicle body tilt control device according to claim 1, further comprising a lateral acceleration limiting unit configured to limit an increase in a lateral acceleration of the vehicle when the posture of the vehicle body is fixed to a neutral posture.   The vehicle body tilt control device according to claim 2, wherein the lateral acceleration limiting means limits the increase in the lateral acceleration of the vehicle by limiting the driving force of the wheels.   4. The vehicle body tilt control device according to claim 2, wherein the lateral acceleration limiting means limits a steering of a wheel to limit an increase in a lateral acceleration of the vehicle. 5.   When the determination means determines that one of the vehicle body tilting means is not normal and the lateral acceleration of the vehicle is equal to or less than a preset threshold value, the drive control means determines that the vehicle body has been determined to be normal. The vehicle body tilt control device according to any one of claims 1 to 4, wherein the tilting means is driven and controlled to change the posture of the vehicle body to a neutral posture in the roll direction.   If the determination means determines that one of the vehicle body tilting means is not normal and the lateral acceleration of the vehicle is greater than the threshold value, the drive control means limits the change in the posture of the vehicle body in the roll direction. The vehicle body tilt control device according to claim 5, wherein When the vehicle tread is b, the center of gravity of the vehicle is hu, and the acceleration of gravity is g, the threshold value is
b ・ g / (2 ・ hu)
The vehicle body tilt control device according to claim 5 or 6, wherein   The drive control means limits the degree of change in the posture of the vehicle body in the roll direction by restricting the degree of change in the drive signal of the vehicle body tilting means determined by the determination means as normal, and sets the neutral posture. The vehicle body tilt control device according to any one of claims 1 to 7.   The vehicle body posture locking means includes: a lock means for stopping the operation of the vehicle body tilting means to fix the stop state; and the drive control means drivingly controls the vehicle body tilting means so that the vehicle body posture is neutral in the roll direction. Lock driving means for driving the lock means to stop the operation of the vehicle body tilting means and fixing the stop state to fix the posture of the vehicle body to the neutral position when it is determined that the posture has been reached. The vehicle body tilt control device according to any one of claims 1 to 8, wherein   10. The drive control unit according to claim 1, wherein when the determination unit determines that the vehicle body tilting unit is not normal, the drive control unit stops drive control of the vehicle body tilt unit determined to be not normal. The vehicle body tilt control device according to item 1. Two or more vehicle body tilting means capable of tilting the posture of the vehicle body in the roll direction are arranged apart in the vehicle front-rear direction,
In accordance with the driving operation of the driver who steers the wheel, the vehicle body tilting means is driven and controlled,
When it is determined that any one of the vehicle body tilting means is not normal, the normal vehicle body tilting means is driven and controlled, and the posture of the vehicle body in the roll direction is set to the neutral posture.
A vehicle body tilt control method characterized by fixing the posture of the vehicle body to the neutral posture when it is determined that the posture of the vehicle body is neutral in the roll direction.

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