JP2011046273A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle which facilitates turning operation, and easily inclines a vehicle body, and adequately steers a steering wheel even upon external disturbance, and maintains the stability of the vehicle body, and which also improves turning performance, and achieves excellent ride comfort and a stable traveling state. <P>SOLUTION: The vehicle includes a first torque sensor for detecting a torque inputted from a steering device operated by an occupant to a steering shaft; a second torque sensor for detecting a torque inputted from the steering wheel to the steering shaft; an inclination actuator device; and a control device for controlling the vehicle body inclination by controlling the inclination actuator device. The control device causes the vehicle body to incline in the opposite direction to the direction of the torque inputted to the steering shaft. <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 performs control corresponding to disturbance when the input torque to the steering (shaft) shaft is from the steering wheel, thereby turning the vehicle The vehicle body can be easily tilted, the steering wheel can be properly steered even when subjected to disturbance, the vehicle body stability can be maintained, and the turning performance can be improved. An object of the present invention is to provide a highly safe vehicle that can achieve a stable driving state while being able to ride.

  Therefore, in the vehicle of the present invention, a vehicle body including a steering unit and a drive unit coupled to each other, and a wheel attached to the steering unit so as to be rotatable about a steering shaft, the steering for steering the vehicle body. A wheel, a wheel rotatably attached to the drive unit, the drive wheel for driving the vehicle body, and a first torque sensor for detecting torque input to the steering shaft from a steering device operated by an occupant A second torque sensor for detecting a torque input to the steering shaft from the steered wheel, a requested turning amount detecting means for detecting a requested turning amount of the vehicle body requested by an occupant, and tilting the drive unit in a turning direction And a control device that controls the tilt of the vehicle body by controlling the tilt actuator device, wherein the control device includes the first torque sensor. If towards the second torque sensor than the torque issued detects torque is large, tilting the vehicle body in a direction opposite to the direction of the torque input to the steering shaft.

  According to the configuration of the first aspect, the influence due to the disturbance can be canceled, the influence from the road surface is not received, the steered wheel can be appropriately steered even when the disturbance is received, and the stability of the vehicle body Can be maintained.

  According to the configuration of the second aspect, the vehicle body can be easily tilted, the turning performance can be improved, the ride quality is good, and a stable running state can be realized.

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 operation | movement which negates the disturbance 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. It is a flowchart which shows the subroutine of the normal control process 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.

  Further, above the steering shaft encoder 43 in the steering shaft member 42, the handle side torque as a first torque sensor that detects torque as a torsion (torsion) moment input from the handle bar 41a to the steering shaft member 42 is provided. A sensor 44 is provided.

  Further, below the steering shaft encoder 43 in the steering shaft member 42, a steering wheel side torque sensor 45 serving as a second torque sensor for detecting torque input from the front wheel 12F to the steering shaft member 42 is disposed. Has been.

  The steering wheel side torque sensor 44 and the steering wheel side torque sensor 45 are, for example, torque sensors that detect a change in magnetism in a non-contact manner, and are the same as the torque sensors employed in a power steering device of a vehicle such as a general passenger car. However, any type of torque sensor may be used as long as a minute torque change can be detected.

  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 wheel side torque sensor 44, a steering wheel side torque sensor 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 torque detected by the steering wheel side torque sensor 45 is larger than the torque detected by the steering wheel side torque sensor 44, the direction is opposite to the direction of the torque input to the steering shaft member 42. Tilt the car body.

  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 operation for canceling the disturbance in the embodiment of the present invention, FIG. 5 is a flowchart showing the operation of the vehicle turning control process in the embodiment of the present invention, and FIG. 6 is in the embodiment of the present invention. It is a flowchart which shows the subroutine of a normal control process.

  When the turning control process is started, the vehicle body control system first performs a torque sensor input determination (step S1), the handle side input torque, that is, the input torque input to the steering shaft member 42 from the handle bar 41a, It is determined which of the front wheel side input torque, that is, the input torque input to the steering shaft member 42 from the wheel 12F is larger. Specifically, the value detected by the steering wheel side torque sensor 44 and the value detected by the steering wheel side torque sensor 45 are compared to determine which is larger.

  The turning control process is a process that is repeatedly executed by the vehicle body control system (for example, at intervals of 0.2 [ms]) while the vehicle 10 is powered on, and improves turning performance during turning. This is a process for ensuring the comfort of passengers.

  If the value detected by the steering wheel side torque sensor 44 is greater than or equal to the value detected by the steering wheel side torque sensor 45, it is determined that the steering wheel side input torque is greater than or equal to the front wheel side input torque, and the vehicle body control system performs normal control. The process is executed (step S2), and the turning control process is ended.

  In the normal control process, the vehicle body control system first executes lean mechanism control, that is, control for tilting the vehicle body (step S2-1). Subsequently, the vehicle body control system determines whether or not the vehicle 10 is stopped, that is, whether V = 0 [km / h] (step S2-2). When the vehicle 10 is not stopped, that is, is traveling, the vehicle body control system measures the steering amount based on the signal acquired from the control device 41 (step S2-3).

  The steering amount is the rudder angle of the wheel 12F that is a steered wheel, that is, the magnitude of the steering angle. In the present embodiment, the upper end of the front wheel fork 17 is connected to the lower end of the steering shaft member 42. Therefore, the steering amount of the handle bar 41a, that is, the required turning amount is adopted.

Subsequently, the vehicle body control system calculates a turning radius (step S2-4). When the axial distance (wheel base) between the wheel 12F and the wheels 12L and 12R is L between the rudder angle of the steered wheel as the steering amount, that is, the rudder angle α of the wheel 12F and the turning radius R,
R × sin α = L (1)
Therefore, the turning radius R can be obtained according to the equation (1).

Subsequently, the vehicle body control system acquires the traveling speed V of the vehicle 10, that is, performs speed measurement (step S2-5). Then, the vehicle body control system calculates the lateral acceleration F of the vehicle 10 based on the turning radius R and the traveling speed V (step S2-6). The lateral acceleration F can be obtained according to the following equation (2).
F = MV ² / R (2)
Note that M is the mass of the vehicle 10 (including the masses of passengers and mounted objects).

  Subsequently, the vehicle body control system calculates an appropriate inclination angle of the vehicle 10, that is, a lean angle (step S2-7). The appropriate inclination angle is desirably an angle at which the contact point of the contact load is located at the center between the contact point between the left wheel 12L and the road surface 18 and the contact point between the right wheel 12R and the road surface 18. .

  Subsequently, the vehicle body control system drives and controls the tilt actuator device 25 based on the calculated tilt angle of the vehicle 10, and controls the tilt angle of the vehicle 10, that is, performs lean angle control (step S2-8). ), The normal control process is terminated.

  Thereby, since the link mechanism 30 can be operated and both the left and right wheels 12 can be tilted inward of the turning, a camber thrust due to a lateral force can be generated and the turning force can be improved. Further, since the vehicle can be tilted in the same direction as the left and right wheels 12, the vehicle body is tilted inward during turning, and the center of gravity of the vehicle 10 is set to the inside of the turning inner wheel, that is, the center of gravity of the vehicle 10 is set to the turning inner wheel. The vehicle can be moved upward, and accordingly, more of the vehicle weight can be applied to the turning inner wheel, and the ground contact load of the turning inner wheel can be increased. As a result, the counter force against the centrifugal force can be increased, so that the turning inner wheel can be prevented from being lifted, and the ground contact load ratio between the turning outer wheel and the turning inner ring can be made uniform to improve the turning performance.

  Moreover, since the riding part 11 can be inclined to the turning inner wheel side at the time of turning, the force component in the direction of pressing the occupant's buttocks against the seat 11a can be increased by the inclination of the riding part 11. That is, since the centrifugal force that is the lateral acceleration can be applied as the force for pressing the butt of the occupant against the seat 11a, the occupant can be made difficult to experience the centrifugal force.

  In this way, the burden on passengers and discomfort caused by centrifugal force during turning can be reduced, and turning can be performed while maintaining the same posture as when traveling straight ahead, improving passenger comfort and operability. Can be achieved.

  In addition, when V = 0 [km / h] is determined and V = 0 [km / h], that is, when the vehicle 10 is stopped, the vehicle body control system determines the gravity direction. Measure (step S2-9). The direction of gravity can be acquired from a sensor such as an acceleration sensor or a gyro sensor (not shown).

  Subsequently, the vehicle body control system calculates an appropriate inclination angle of the vehicle 10, that is, a lean angle (step S2-10). In this case, the inclination angle θ of the vehicle body is calculated such that the vehicle body axis coincides with a line indicating the direction of gravity, that is, a vertical line. If the road surface 18 is horizontal, a perpendicular perpendicular to the road surface 18 overlaps the vertical line, so the inclination angle θ that makes the vehicle body axis line coincide with the perpendicular is zero. However, when the road surface 18 is inclined to the left and right, the vertical line is inclined with respect to the vertical line, so the inclination angle θ is equal in absolute value to the angle of the vertical line with respect to the vertical line, and is opposite in value. .

  Subsequently, the vehicle body control system drives and controls the tilt actuator device 25 based on the calculated tilt angle of the vehicle 10 to control the tilt angle of the vehicle 10, that is, performs lean angle control (step S2-11). ), The normal control process is terminated.

  Thereby, even when the vehicle 10 is stopped, the posture of the vehicle body can be appropriately maintained.For example, even when the road surface 18 is stopped at a place where the road surface 18 is inclined to the left and right like the road shoulder, Since the vehicle body axis can be kept vertical, the burden on passengers and discomfort can be reduced. When the stop time becomes a predetermined value or more, it is desirable that the tilt actuator device 25 is locked by operating the lock mechanism of the tilt actuator device 25. Thus, even when the vehicle is stopped for a long time, the vehicle body axis line can be maintained vertically without activating the tilting actuator device 25 and without consuming electric power.

  On the other hand, when the torque sensor input determination is performed and the value detected by the steering wheel side torque sensor 45 is larger than the value detected by the steering wheel side torque sensor 44, it is determined that the front wheel side input torque is larger than the steering wheel side input torque. The control system tilts the vehicle body to the side opposite to the front wheel side input torque (step S3), and ends the turning control process.

  For example, when passing over the irregularities formed on the surface of the road surface 18 and foreign matter such as pebbles existing on the road surface 18, the wheel 12F as the front wheel is left or right as shown by the arrow A in FIG. (In the example shown in FIG. 4, torque is received to turn right). That is, torque as disturbance is input to the wheel 12F.

  Even if the steering angle of the wheel 12F changes due to the torque as a disturbance, when the normal control process is executed, the change in the steering angle due to the torque as a disturbance is measured as a steering amount, and the lean angle control is performed accordingly. End up. As a result, although the occupant does not intend to turn, the vehicle body tilts in either the left or right direction, and the stability of the vehicle body decreases and the maneuverability decreases. For example, as a disturbance, when a torque that turns to the right is received as indicated by an arrow A in FIG. 4, the vehicle body tilts to the right by lean angle control and further turns to the right. Therefore, the influence due to the disturbance will be amplified.

  Therefore, in the present embodiment, when it is determined that the front wheel side input torque is greater than the steering wheel side input torque, it is determined that the wheel 12F is subjected to disturbance, and the vehicle body is inclined in a direction to cancel the disturbance. It has become. That is, the vehicle body is inclined to the side opposite to the front wheel side input torque. In the example shown in FIG. 4, the vehicle body control system tilts the vehicle body in the direction represented by the arrow B.

  As a result, when a torque that turns to the right as a disturbance is received, the vehicle body tilts to the left by the lean angle control and turns to the left, thus canceling the influence of the disturbance, that is, Can be canceled. When a torque that turns leftward as a disturbance is received, control is performed so that the vehicle body tilts to the right by lean angle control.

  Thus, in the present embodiment, when the wheel 12F, which is a steered wheel, receives a disturbance, the vehicle body is inclined in a direction opposite to the input torque as the disturbance. Thereby, the influence by disturbance can be canceled, it is not received from the road surface 18, and operativity and stability improve. Further, the passenger can easily operate the vehicle 10 without feeling uncomfortable.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them 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 41a Handle bar 44 Handle side torque sensor 45 Steering wheel side torque sensor

Claims (2)

A vehicle body including a steering unit and a drive unit coupled to each other;
A wheel attached to the steering unit so as to be rotatable about a steering shaft, and a steering wheel for steering the vehicle body;
A wheel rotatably attached to the drive unit, the drive wheel driving the vehicle body;
A first torque sensor for detecting torque input to the steering shaft from a steering device operated by an occupant;
A second torque sensor for detecting torque input from the steering wheel to the steering shaft;
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 control device for controlling the tilt of the vehicle body by controlling the tilt actuator device,
When the torque detected by the second torque sensor is greater than the torque detected by the first torque sensor, the control device moves the vehicle body in a direction opposite to the direction of the torque input to the steering shaft. A vehicle characterized by being inclined.   When the torque detected by the first torque sensor is equal to or greater than the torque detected by the second torque sensor, the control device determines the turning direction of the vehicle body requested by the occupant based on the requested turning amount and the vehicle speed. The vehicle according to claim 1, wherein the vehicle body is inclined toward the vehicle.

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