JP2011042181A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate turning operation, to easily incline a vehicle body, to maintain the stability of the vehicle body, to improve turning performance, to obtain a comfortable ride, and to achieve a stable drive state. <P>SOLUTION: The vehicle includes a steering wheel for steering the vehicle body, a drive wheel for driving the vehicle body, a means for detecting vehicle speed for detecting the vehicle speed, a means for detecting a required turing amount for detecting the required turning amount of the vehicle body required by a passenger, an actuator device for inclination for inclining a drive section in a turing direction, and a control device for controlling the inclination of the vehicle body by controlling the actuator device for inclination. The control device inclines the vehicle body in the turning direction without a change in a rudder angle of the steering wheel when the absolute value of the required turning amount is smaller than a first threshold, and changes the rudder angle of the steering wheel and inclines the vehicle body when the absolute value of the required turning amount is not smaller than the first threshold. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle including at least a pair of left and right wheels and a link mechanism that supports the pair of left and right wheels.

  In particular, the present invention relates to a vehicle that can improve turning performance, perform stable turning, reduce the burden on an occupant, and ensure comfort.

  In recent years, in view of the problem of depletion of energy resources, there has been a strong demand for fuel saving of vehicles. On the other hand, the number of vehicle owners is increasing due to the low price of vehicles, and one person tends to own one vehicle. Therefore, for example, there is a problem that energy is wasted when only one driver drives a four-seater vehicle. The most efficient way to save fuel consumption by reducing the size of the vehicle is to configure the vehicle as a one-seater tricycle or four-wheel vehicle.

  However, depending on the running state, the stability of the vehicle may decrease. Therefore, a technique for improving the stability of the vehicle during turning by tilting the vehicle body in the lateral direction has been proposed (for example, see Patent Document 1).

JP 2008-155671 A

  However, in the conventional vehicle, in order to improve the turning performance, the vehicle body can be tilted inward in the turning direction, but the operation of tilting the vehicle body is difficult and the turning performance is low. , Passengers may feel uncomfortable or anxious.

  The present invention solves the problems of the conventional vehicle, and when the required turning amount is small, the vehicle body is inclined, and when the required turning amount is large, the vehicle body is inclined and the steering wheel is steered. The turning operation is easy, the vehicle body can be tilted easily, the stability of the vehicle body can be maintained, the turning performance can be improved, the ride comfort is good, and the stable running state is realized. An object of the present invention is to provide a highly safe vehicle.

  To this end, in the vehicle of the present invention, a vehicle body including a steering unit and a drive unit coupled to each other, a wheel rotatably attached to the steering unit, the steering wheel for steering the vehicle body, and the drive A wheel that is rotatably attached to the vehicle, a driving wheel that drives the vehicle body, a vehicle speed detection unit that detects a vehicle speed, and a requested turning amount detection unit that detects a requested turning amount of the vehicle body requested by an occupant; , A vehicle having a tilting actuator device for tilting the drive unit in the turning direction, and a control device for controlling the tilting actuator device to control the tilting of the vehicle body. When the absolute value is less than the first threshold (threshold) value, the vehicle body is tilted in the turning direction without changing the steering angle of the steered wheels, and the absolute value of the required turning amount is equal to or greater than the first threshold value, Tilt the car body Changing the steering angle of the Rutotomoni steering wheel.

  According to the configuration of the first aspect, the operation feeling during turning is the same as that of a general two-wheeled vehicle, and the operability is natural and good.

  According to the configuration of the second aspect, it is possible to realize a stable traveling state with good riding comfort without performing a turn contrary to the intention of the occupant.

  According to the configuration of the third aspect, the vehicle can be turned easily and reliably while having a simple structure.

It is a figure which shows the structure of the vehicle in embodiment of this invention. It is a figure which shows the structure of the link mechanism of the vehicle in embodiment of this invention. It is the schematic which shows the structure of the steering apparatus of the vehicle in embodiment of this invention. It is a figure explaining the relationship between the steering angle threshold value and vehicle speed in embodiment of this invention. It is a figure explaining the relationship between the steering angle and turning radius in embodiment of this invention. It is a figure explaining the relationship between the lean angle and vehicle speed in embodiment of this invention. It is a figure explaining the turning control mode in embodiment of this invention. It is a flowchart which shows operation | movement of the turning control process of the vehicle in embodiment of this invention.

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

  1 is a diagram showing a configuration of a vehicle in an embodiment of the present invention, FIG. 2 is a diagram showing a configuration of a vehicle link mechanism in the embodiment of the present invention, and FIG. 3 is a steering of a vehicle in the embodiment of the present invention. It is the schematic which shows the structure of an apparatus. 1A is a left side view, and FIG. 1B is a rear view.

  In the figure, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a main body 20 as a vehicle body drive unit, a riding unit 11 as a steering unit on which an occupant gets on and steer, and a center in the width direction in front of the vehicle body. The wheel 12F is a front wheel disposed as a steering wheel, and the left wheel 12L and the right wheel 12R are drive wheels disposed rearward as rear wheels. Further, the lean mechanism for leaning the vehicle body from side to side, that is, the lean mechanism, that is, the vehicle body tilt mechanism, the link mechanism 30 that supports the left and right wheels 12L and 12R, and the tilt as the actuator that operates the link mechanism 30. Actuator device 25. The vehicle 10 may be a tricycle with two front wheels and one rear wheel, or a four-wheel vehicle with two front and rear wheels. In this embodiment, as shown in the figure, a case will be described in which the front wheel is a single wheel and the rear wheel is a left and right wheel tricycle.

  When turning, the angle of the left and right wheels 12L and 12R with respect to the road surface 18, that is, the camber angle is changed, and the vehicle body including the riding portion 11 and the main body portion 20 is inclined toward the turning inner wheel, thereby improving the turning performance and the occupant. It is possible to ensure the comfort of the car. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). In the example shown in the figure, the wheels 12L and 12R are upright with respect to the road surface 18, that is, the camber angle is 0 degree.

  The link mechanism 30 includes a left vertical link unit 33L that supports a left wheel 12L and a left rotation driving device 51L including an electric motor that applies driving force to the wheel 12L, a right wheel 12R, and the wheel 12R. A right vertical link unit 33R that supports a right rotation drive device 51R composed of an electric motor or the like that applies a driving force to an upper side, and an upper horizontal link unit 31U that connects the upper ends of the left and right vertical link units 33L and 33R; The lower horizontal link unit 31D that connects the lower ends of the left and right vertical link units 33L and 33R, and the central vertical member 21 that has an upper end fixed to the main body 20 and extends vertically. The left and right vertical link units 33L and 33R and the upper and lower horizontal link units 31U and 31D are rotatably connected. Further, the upper and lower horizontal link units 31U and 31D are rotatably connected to the central vertical member 21 at the center thereof. When the left and right wheels 12L and 12R, the left and right rotational drive devices 51L and 51R, the left and right vertical link units 33L and 33R, and the upper and lower horizontal link units 31U and 31D are described in an integrated manner, The rotation drive device 51, the vertical link unit 33, and the horizontal link unit 31 will be described.

  The rotary drive device 51 as a drive actuator device is a so-called in-wheel motor, and a body as a stator is fixed to the vertical link unit 33 and is a rotor attached to the body so as to be rotatable. A rotating shaft is connected to the shaft of the wheel 12, and the wheel 12 is rotated by the rotation of the rotating shaft. The rotational drive device 51 may be a motor other than an in-wheel motor.

  The tilting actuator device 25 is a rotary electric actuator including an electric motor or the like, and includes a cylindrical body as a stator and a rotating shaft as a rotor rotatably attached to the body. The body is fixed to the main body portion 20 via the mounting flange 22, and the rotating shaft is fixed to the lateral link unit 31 </ b> U on the upper side of the link mechanism 30. The rotation axis of the tilting actuator device 25 functions as a tilting axis for tilting the main body 20, and is coaxial with the rotation axis of the connecting portion between the central vertical member 21 and the upper horizontal link unit 31U. When the tilt actuator device 25 is driven to rotate the rotation shaft with respect to the body, the upper horizontal link unit 31U rotates with respect to the main body 20 and the central vertical member 21 fixed to the main body 20. Then, the link mechanism 30 operates, that is, bends and stretches. Thereby, the main-body part 20 can be inclined. The tilting actuator device 25 may have a rotation shaft fixed to the main body 20 and the central vertical member 21 and a body fixed to the upper horizontal link unit 31U.

  The tilt actuator device 25 includes a lock mechanism (not shown) that fixes the rotation shaft to the body so as not to rotate. The lock mechanism is a mechanical mechanism, and preferably does not consume electric power while the rotation shaft is fixed to the body so as not to rotate. The lock mechanism can fix the rotation shaft so as not to rotate at a predetermined angle with respect to the body.

  The riding part 11 is connected to the front end of the main body part 20 via a connecting part 24. The connecting part 24 has a function of connecting the riding part 11 and the main body part 20 so as to be relatively displaceable in a predetermined direction. For example, the main body part 20 is connected to the riding part 11 in a vertical direction and a horizontal direction ( It has a function of connecting in a swingable manner in the swiveling direction.

  The boarding part 11 includes a seat 11a, a footrest 11b, a windbreak part 11c, and a loading platform 11d. The seat 11 a is a part for a passenger to sit while the vehicle 10 is traveling. The footrest 11b is a part for supporting the foot of the occupant, and is disposed on the front side (the left side in FIG. 1A) below the seat 11a.

  Further, a battery device (not shown) is disposed behind or below the riding section 11 or on the main body section 20. The battery device is an energy supply source for the rotation drive device 51 and the tilt actuator device 25. In addition, various sensors such as a control device, an inverter device, and an acceleration sensor (not shown) are accommodated in the rear portion or the lower portion of the riding portion 11 or the main body portion 20.

  A steering device 41 is disposed in front of the seat 11a. The steering device 41 is provided with members necessary for steering such as a handle bar 41a as a steering device, a meter such as a speed meter, an indicator, and a switch. The occupant operates the handle bar 41a and other members to instruct the traveling state of the vehicle 10 (for example, traveling direction, traveling speed, turning direction, turning radius, etc.). As a steering device that is a means for detecting the required turning amount of the vehicle body requested by the occupant, other devices such as a steering wheel, a jog dial, a touch panel, and a push button are used instead of the handle bar 41a. It can also be used as

  The wheel 12F is connected to the riding section 11 via a front wheel fork 17 that is a part of a suspension device (suspension device). The suspension device is a device similar to a suspension device for front wheels used in, for example, general motorcycles, bicycles, and the like, and the front wheel fork 17 is, for example, a telescopic type fork with a built-in spring. As in the case of a general motorcycle, bicycle, etc., the wheel 12F as the steered wheel changes the steering angle in accordance with the operation of the handlebar 41a by the occupant, thereby changing the traveling direction of the vehicle 10.

  Specifically, as shown in FIG. 3, the handle bar 41 a is connected to the upper end of the steering shaft member 42, and the upper end of the front wheel fork 17 is connected to the lower end of the steering shaft member 42. The steering shaft member 42 is rotatably attached to a frame member (not shown) provided in the riding section 11 in a state where the steering shaft member 42 is inclined obliquely so that the upper end is located behind the lower end.

  The steering shaft member 42 is provided with a steering shaft encoder 43 as a steering amount detector that detects the amount of rotation of the steering shaft member 42 with respect to the frame member. The steering shaft encoder 43 can detect the steering amount of the handlebar 41a, that is, the steering amount of the steering device as the required turning amount.

  A steering shaft clutch as a steering force transmission control member is provided below the steering shaft encoder 43 in the steering shaft member 42 in order to transmit or block the rotation of the upper end of the steering shaft member 42 to the lower end of the steering shaft member 42. 44 is arranged.

  Further, below the steering shaft clutch 44 in the steering shaft member 42, a steering shaft brake 45 as a steering wheel operation control member is disposed in order to fix the steering shaft member 42 to the frame member in a non-rotatable manner. Has been.

  Further, the vehicle 10 in the present embodiment has a vehicle body control system as a control device (not shown). The vehicle body control system is a kind of computer system, and is connected to a steering device 41, a rotation drive device 51, a steering shaft encoder 43, a steering shaft clutch 44, a steering shaft brake 45, various sensors, and the like. The vehicle body control system includes a wheel tachometer (not shown) that detects the rotational speed of the wheel 12 and a vehicle body inclination angle meter (not shown) that detects the inclination angle of the vehicle body, and comprehensively controls all operations of the vehicle 10. . Specifically, when the absolute value of the required turning amount is less than the first threshold value, the vehicle body is tilted in the turning direction without changing the steering angle of the wheel 12F, and the absolute value of the required turning amount is equal to or more than the first threshold value. In some cases, the vehicle body is tilted and the steering angle of the wheel 12F is changed.

  Next, the operation of the vehicle 10 configured as described above will be described. Here, only the operation of the turning control process will be described.

  FIG. 4 is a diagram for explaining the relationship between the steering angle threshold value and the vehicle speed in the embodiment of the present invention, FIG. 5 is a diagram for explaining the relationship between the steering angle and the turning radius in the embodiment of the present invention, and FIG. FIG. 7 is a diagram for explaining a relationship between a lean angle and a vehicle speed in the embodiment of the invention, FIG. 7 is a diagram for explaining a turn control mode in the embodiment of the invention, and FIG. 8 is a vehicle turn control in the embodiment of the invention. It is a flowchart which shows the operation | movement of a process.

  When the turning control process is started, the vehicle body control system first measures the traveling speed of the vehicle 10, that is, the vehicle speed (step S1). The turning control process is a process executed repeatedly (for example, at intervals of 0.2 [ms]) by the vehicle body control system while the power of the vehicle 10 is turned on. This is a process of ensuring comfort.

  Subsequently, the vehicle body control system determines a steering angle boundary value (step S2). Specifically, the value a of the first steering angle boundary value a and the value b of the second steering angle boundary value larger than the first steering angle boundary value are determined. The first steering angle boundary value is a second threshold value for changing the turning control mode, and the second steering angle boundary value is a first threshold value for changing the turning control mode.

  In the present embodiment, the turning control mode is determined based on the steering angle of the wheel 12F that is the steering wheel, that is, the steering angle. That is, when the absolute value of the steering angle is equal to or smaller than the first steering angle boundary value, the first control mode as the straight traveling mode is adopted, and the absolute value of the steering angle is larger than the first steering angle boundary value and the second steering angle boundary. When the value is less than the value, the second control mode as the first turning mode is adopted, and when the absolute value of the steering angle is equal to or larger than the second steering angle boundary value, the third control mode as the second turning mode is adopted. . In the present embodiment, since the upper end of the front wheel fork 17 is connected to the lower end of the steering shaft member 42, the steering amount of the handlebar 41a, that is, the required turning amount is adopted as the steering angle. And

  In the first control mode, since the steering amount of the handle bar 41a is very small, it is considered that the occupant does not intend to steer because it is within the range of play of the control device 41, so that the vehicle goes straight. To. That is, the vehicle body is maintained upright without changing the rudder angle of the wheel 12F and the link mechanism 30 is not operated, that is, lean angle control is not performed.

  In the second control mode, it is considered that the occupant intends to steer, but the steering angle of the wheel 12F is not changed because the steering amount of the handle bar 41a is small. However, the lean angle control is performed such that the link mechanism 30 is actuated to incline the vehicle body toward the inside of the turn.

  Further, in the third control mode, since the steering amount of the handle bar 41a is large, the lean angle control is performed in which the steering angle of the wheel 12F is changed and the link mechanism 30 is actuated to incline the vehicle body toward the inside of the turn.

  Thus, as the steering amount of the handle bar 41a increases, the vehicle body is first tilted inward of the turn, and then the rudder angle of the wheel 12F is also changed. It is similar to the operation feeling of a vehicle tilting the vehicle body, and the operability is natural and good.

  Note that the value a of the first steering angle boundary value and the value b of the second steering angle boundary value change according to the vehicle speed. Specifically, it is desirable to set so that the value a of the first steering angle boundary value and the value b of the second steering angle boundary value decrease as the vehicle speed increases. For example, as shown in FIG. 4, it is desirable to change the value a of the first steering angle boundary value and the value b of the second steering angle boundary value according to the vehicle speed.

Further, the lean angle in the lean angle control, that is, the inclination angle of the vehicle body can be obtained from the turning radius and the vehicle speed. That is, when the steering angle is θ ₁ , the axial distance (wheel base) between the wheel 12F and the wheels 12L and 12R is L, and the turning radius is R, the relationship of the following equation (1) is obtained according to Ackerman Janto's theory. Is established.
R = L / sin θ ₁ (1)
The relationship between the steering angle and the turning radius obtained according to the equation (1) is as shown in FIG. 5, for example.

When the lean angle is θ ₂ , the vehicle speed is V, and the gravitational acceleration is g, the following equation (2) is established as a basic equation used for calculating the lean angle of the two-wheeled vehicle.
R = V ² / g / tan θ ₂ Formula (2)
The relationship between the lean angle and the vehicle speed obtained according to the equation (2) is as shown in FIG. 6 when the turning radius R is 30 [m], for example.

  Subsequently, the vehicle body control system measures the steering angle (step S3). Specifically, the steering amount of the handlebar 41a measured by the steering shaft encoder 43, that is, the rotation angle θ of the steering shaft member 42 as the required turning amount is acquired. The value of θ is zero as the reference value of the angle of the steering shaft member 42 when traveling straight, and is positive when the steering shaft member 42 rotates to turn right and the steering shaft to turn left. It is assumed that the member 42 is negative when it rotates.

  When the absolute value of the rotation angle θ is equal to or smaller than the first steering angle boundary value, that is, when | θ | ≦ a, the vehicle body control system disengages the steering shaft clutch 44. The steering shaft brake 45 is coupled (step S4). In other words, the rotation of the upper end of the steering shaft member 42 is blocked by the steering shaft clutch 44 so as not to be transmitted to the lower end of the steering shaft member 42, and the lower end of the steering shaft member 42 is moved to the frame member by the steering shaft brake 45. And fix it so that it cannot rotate.

  Subsequently, the vehicle body control system sets the vehicle body inclination to 0 degree (step S5) and ends the turning control process. That is, the vehicle body is kept upright without the link mechanism 30 acting, and lean angle control is not performed.

  Further, when the absolute value of the rotation angle θ is larger than the first steering angle boundary value and smaller than the second steering angle boundary value, that is, when a <| θ | <b, the second control mode is set. The system disengages the steering shaft clutch 44 and connects the steering shaft brake 45 (step S6).

  Subsequently, the vehicle body control system drives and controls the tilt actuator device 25 based on the calculated lean angle, and controls the tilt angle of the vehicle 10, that is, performs lean angle control (step S7), and performs the turning control process. finish.

  Further, when the absolute value of the rotation angle θ is greater than or equal to the second steering angle boundary value, that is, when b ≦ | θ |, the vehicle body control system is engaged with the steering shaft clutch 44 and the third control mode. The steering shaft brake 45 is disconnected (step S8).

  Subsequently, the vehicle body control system drives and controls the tilt actuator device 25 based on the calculated lean angle to control the tilt angle of the vehicle 10, that is, performs lean angle control (step S9), and performs the turn control process. finish.

  The first steering angle boundary value “a” and the second steering angle boundary value “b” can be arbitrarily set according to the vehicle speed as described above. For example, a = 1 degree, b = 5 Can be degrees. In this case, the contents of the turning control in the first to third control modes are arranged as shown in FIG.

  As described above, in the present embodiment, when the required turning amount is small, the vehicle body is tilted inward of turning, but the second control mode in which the steering angle of the wheel 12F is not changed, and when the required turning amount increases, the wheel 12F is increased. Since the third control mode in which the steering angle of the vehicle is also changed, the operation feeling during turning is the same as that of a two-wheeled vehicle, and the operability is natural and good. Accordingly, the occupant can easily perform a turning operation without feeling uncomfortable, and can easily tilt the vehicle body, so that the stability of the vehicle body can be maintained.

  In this embodiment, the steering shaft clutch 44 and the steering shaft brake 45 are disposed on the steering shaft member 42 as the steering force transmission control member and the steering wheel operation control member. Instead of 45, an electric motor may be provided so that the electric motor functions as a steering force transmission control member and a steering wheel operation control member. In this case, the steering force transmission control member and the steering wheel operation control member can be actuated by an electrical signal, that is, by-wire can be realized, so that the configuration of the vehicle 10 can be simplified.

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

  The present invention can be used for a vehicle including at least a pair of left and right wheels and a link mechanism that supports the pair of left and right wheels.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Boarding part 12F, 12L, 12R Wheel 20 Main-body part 25 Inclination actuator apparatus 44 Steering shaft clutch 45 Steering shaft brake

Claims (3)

A vehicle body including a steering unit and a drive unit coupled to each other;
A wheel rotatably attached to the steering unit, the steering wheel for steering the vehicle body;
A wheel rotatably attached to the drive unit, the drive wheel driving the vehicle body;
Vehicle speed detection means for detecting the vehicle speed;
Requested turning amount detecting means for detecting a requested turning amount of the vehicle body requested by an occupant;
A tilting actuator device for tilting the drive unit in a turning direction;
A vehicle having a controller for controlling the tilt of the vehicle body by controlling the actuator device for tilting,
When the absolute value of the required turning amount is less than the first threshold, the control device tilts the vehicle body in the turning direction without changing the steering angle of the steered wheels,
A vehicle characterized in that when the absolute value of the required turning amount is equal to or greater than the first threshold, the vehicle body is tilted and the steering angle of the steered wheels is changed.   2. The vehicle according to claim 1, wherein the control device does not change the steering angle of the steered wheels and does not tilt the vehicle body when the absolute value of the required turning amount is less than a second threshold value that is smaller than the first threshold value. The steering unit includes a steering force transmission control member capable of interrupting a steering force transmitted to the steering wheel, and a steering wheel operation control member capable of fixing a steering angle of the steering wheel,
The control device controls the steering force transmission control member and the steering wheel operation control member, and interrupts the steering force transmitted to the steering wheel when the absolute value of the required turning amount is less than the first threshold value. The steering angle of the steered wheels is fixed,
3. When the absolute value of the required turning amount is not less than the first threshold value, the steering force transmitted to the steered wheels is transmitted and the steering angle of the steered wheels is changed according to the requested turn amount. Vehicle.

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