JP2011201505A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve turning stability since a vehicle cannot be excessively inclined.SOLUTION: The vehicle includes: an actuator for inclining an inclination part with respect to a road surface; a driving part for running; a lateral acceleration detection part for detecting the lateral acceleration; an inclination control processing means for driving the actuator based on the lateral acceleration; a limit condition establishment determination processing means for determining whether or not the condition for limiting the acceleration operation amount is established; an acceleration operation amount limit processing means for limiting the acceleration operation amount when the condition for limiting the acceleration operation amount is established; and a running drive control processing means for driving the driving part for running based on the acceleration operation amount. The driving part for running of the vehicle is driven based on the limited acceleration operation amount. Therefore, the vehicle cannot be excessively inclined.

Description

  The present invention relates to a vehicle.

  In recent years, in view of the problem of exhaustion of energy resources, it has been demanded to improve the fuel efficiency of vehicles. On the other hand, the number of vehicle owners has increased due to the low price of vehicles, and each owner tends to have one vehicle per person. In that case, for example, when only one person gets on a four-seater vehicle, energy is consumed unnecessarily. For this reason, in order to reduce the size of the vehicle and improve fuel efficiency, it is conceivable to provide vehicles such as two-wheeled vehicles, three-wheeled vehicles, and four-wheeled vehicles for single passengers.

  However, in a single-seat vehicle, for example, the position of the center of gravity increases as the driver, who is a passenger, gets on the vehicle. Called "sex"). Therefore, in the vehicle, the driver causes the vehicle to run while turning toward the turning center when turning (see, for example, Patent Document 1).

JP 2008-155671 A

  However, in the vehicle, it is difficult to incline the vehicle by an appropriate angle, and the driver may feel uncomfortable or feel uneasy.

  Therefore, the turning stability can be increased by tilting the vehicle toward the turning center by an angle corresponding to the steering angle and the centrifugal force when turning, and the driver feels uncomfortable or uneasy. A vehicle that does not have this is considered.

  However, if the vehicle is suddenly started when the vehicle is stopped with a large steering angle, or if the vehicle is accelerated rapidly while traveling at a low speed with a large steering angle, the vehicle will be excessive. And the turning stability is lowered.

  An object of the present invention is to solve the above-mentioned problems of the vehicle and to provide a vehicle capable of improving turning stability without being excessively inclined.

  For this purpose, in the vehicle of the present invention, a main body provided with a traveling wheel rotatably arranged, a riding part connected to the main body, and a steering wheel rotatably arranged. It has a boarding / steering part which consists of a steering part provided with.

  And an actuator for inclining a predetermined inclined portion of the vehicle with respect to a road surface, a driving unit for driving the vehicle, and a predetermined portion of the inclined portion, the inclined portion A lateral acceleration detection unit that detects lateral acceleration generated in the vehicle, tilt control based on the lateral acceleration detected by the lateral acceleration detection unit, and a tilt control processing unit that drives the actuator, and an acceleration operation based on the vehicle speed A restriction condition establishment determination processing means for determining whether or not a condition for limiting the amount is satisfied; and when the condition for limiting the acceleration operation amount is determined to be satisfied by the restriction condition establishment determination processing means, Acceleration operation amount restriction processing means for restricting the acceleration operation amount according to the steering amount of the disposed steering member, and the acceleration operation amount restricted by the acceleration operation amount restriction processing means Based and a travel drive control processing means for driving the drive unit for the travel.

  According to the present invention, in a vehicle, a main body provided with a traveling wheel rotatably disposed, and a riding section coupled to the main body, and a steering wheel rotatably disposed. It has a boarding / steering part which consists of a steering part provided with.

  And an actuator for inclining a predetermined inclined portion of the vehicle with respect to a road surface, a driving unit for driving the vehicle, and a predetermined portion of the inclined portion, the inclined portion A lateral acceleration detection unit that detects lateral acceleration generated in the vehicle, tilt control based on the lateral acceleration detected by the lateral acceleration detection unit, and a tilt control processing unit that drives the actuator, and an acceleration operation based on the vehicle speed A restriction condition establishment determination processing means for determining whether or not a condition for limiting the amount is satisfied; and when the condition for limiting the acceleration operation amount is determined to be satisfied by the restriction condition establishment determination processing means, Acceleration operation amount restriction processing means for restricting the acceleration operation amount according to the steering amount of the disposed steering member, and the acceleration operation amount restricted by the acceleration operation amount restriction processing means Based and a travel drive control processing means for driving the drive unit for the travel.

  In this case, when the condition for limiting the acceleration operation amount is satisfied, the acceleration operation amount is limited according to the steering amount of the steering member, and the driving unit for driving is driven based on the limited acceleration operation amount. The vehicle will not be tilted excessively. Therefore, the turning stability can be increased.

It is a control block diagram of the tricycle in the 1st embodiment of the present invention. It is a right view of the tricycle in the 1st Embodiment of this invention. It is a rear view of the tricycle in the 1st embodiment of the present invention. It is a figure which shows the link mechanism in the 1st Embodiment of this invention. It is a figure which shows the state which inclined the tricycle in the 1st Embodiment of this invention. It is a main flowchart which shows operation | movement of the control part in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the lateral acceleration calculation process in the 1st Embodiment of this invention. It is a conceptual diagram for demonstrating the method to calculate the synthetic lateral acceleration in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the lateral acceleration estimation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the filter process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the inclination control process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the throttle restriction process in the 1st Embodiment of this invention. It is a figure which shows the relationship between the steering angle and gain in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the travel drive control process in the 1st Embodiment of this invention. It is a rear view of the tricycle in the 2nd Embodiment of this invention. It is a figure which shows the state which inclined the tricycle in the 2nd Embodiment of this invention partially.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a tricycle as a vehicle will be described.

  2 is a right side view of the tricycle according to the first embodiment of the present invention, FIG. 3 is a rear view of the tricycle according to the first embodiment of the present invention, and FIG. 4 is a diagram according to the first embodiment of the present invention. FIG. 5 is a view showing a link mechanism, and FIG. 5 is a view showing a state in which the tricycle is inclined according to the first embodiment of the present invention.

  In the figure, reference numeral 10 denotes a tricycle, and the tricycle 10 includes a vehicle main body Bd and three wheels 12F, 12L, and 12R that are rotatably arranged with respect to the vehicle main body Bd.

  The vehicle body Bd includes a riding part 11 for a driver who is a passenger to board, a front wheel fork 17 that connects the riding part 11 and the wheel 12F, and a support part disposed behind the riding part 11. 20, a steering device 41 that is disposed in front of the riding section 11 and that allows the driver to steer the tricycle 10, is disposed in the rear of the support section 20, and a predetermined inclined portion of the tricycle 10, this embodiment The vehicle includes a vehicle tilting device 43 for leaning the entire tricycle 10 left and right with respect to the road surface 18. In addition, the said boarding part 11 and the support part 20 are connected via the connection part which is not shown in figure.

  The steering unit for steering the tricycle 10 by the support unit 20, the vehicle tilting device 43, the wheels 12L, 12R, etc. The boarding / steering unit 62 is configured by the boarding unit 11.

  The wheel 12F is rotatably disposed with respect to the front wheel fork 17 at a predetermined position on the front side of the vehicle main body Bd, in this embodiment, in the center in the width direction of the tricycle 10, and serves as a front wheel. It functions as a steering wheel (steering wheel). A vehicle speed sensor 54 serving as a vehicle speed detection unit that detects the vehicle speed is disposed on the axle of the wheel 12F.

  Further, the wheels 12L and 12R are rotatably arranged with respect to the support portion 20 at predetermined positions on the rear side of the vehicle main body Bd, in this embodiment, at both left and right ends in the width direction of the tricycle 10. It functions as a rear wheel and a traveling wheel (drive wheel). For this purpose, the wheels 12L and 12R are respectively provided with drive motors 51L and 51R as driving units for running the tricycle 10, and the wheels 12L are driven by driving the drive motors 51L and 51R. , 12R can be rotated. The drive motors 51L and 51R are accommodated in the wheels 12L and 12R, respectively, and constitute an in-wheel motor. Lh is the distance between the axle of the wheel 12F and the axles of the wheels 12L and 12R, that is, the distance between the front and rear wheels (wheel base).

  In the present embodiment, servo motors capable of speed control, torque control and the like are used as the drive motors 51L and 51R, but other types of motors can be used. Further, in the present embodiment, the drive motors 51L and 51R are accommodated in the wheels 12L and 12R, respectively. However, the drive motor is disposed on the wheels 12F or the wheels 12F, 12L, Or 12R. Further, the drive motor is disposed at a predetermined position of the vehicle main body Bd, and the drive motor and the wheels 12F are connected, the drive motor and the wheels 12L and 12R are connected, or the drive motor and the wheels 12F, 12L and 12R. Can also be linked.

  Furthermore, in the present embodiment, one wheel 12F is disposed on the front side of the vehicle main body Bd, and two wheels 12L and 12R are disposed on the rear side of the vehicle main body Bd. Two wheels can be arranged on the front side and one wheel on the rear side of the vehicle body Bd. Further, when the vehicle is a two-wheeled vehicle, wheels are disposed at both left and right ends of the vehicle body, and when the vehicle is a four-wheeled vehicle, wheels are disposed at the left and right ends of the front and rear sides of the vehicle body. The

  The riding section 11 is a seat 11a that is a part for a driver to sit, a footrest 11b that is disposed in front of the seat 11a and is a part for placing a driver's feet, and is oblique from the front end of the footrest 11b. And a backrest portion 11d formed by being raised upward from the rear end of the seat 11a. In the present embodiment, the tricycle 10 is for single passenger use, and only the driver can board the riding section 11. However, the driver and other passengers can board the riding section 11. Alternatively, an auxiliary boarding part can be formed on the wheels 12L and 12R behind the boarding part 11, and another passenger can be boarded on the auxiliary boarding part.

  The front wheel fork 17 is, for example, a telescopic type fork in which a spring as an urging member is incorporated, and functions as a suspension device (suspension device).

  The steering device 41 is a first operation unit for changing the traveling direction of the tricycle 10 or turning the tricycle 10, and includes a handlebar 41a, a speed meter, an indicator, etc. as a steering member. Meters (not shown) as display elements, switches (not shown) as operation elements such as start switches, buttons, and the like are provided. Instead of the handle bar 41a, a steering wheel, a jog dial, a touch panel, a push button, or the like as the first operation unit and as a steering member can be provided.

  Further, a steering shaft member (not shown) is disposed at the upper end of the windshield portion 11c so as to be rotatable in an inclined state with the upper end positioned rearward from the lower end, and the handlebar 41a and the steering shaft member are arranged on the steering shaft member. A front wheel fork 17 is attached. Therefore, when the driver operates the handle bar 41a to rotate the steering shaft member, the front wheel fork 17 and the wheel 12F are rotated at a predetermined rudder angle according to the rotation of the handle bar 41a. The traveling direction of the tricycle 10 is changed.

  The handlebar 41a has an accelerator grip (not shown) as a second operation unit for accelerating (including starting) the tricycle 10 and an acceleration operation member (not shown), and decelerating (braking) the tricycle 10. A brake lever is provided as a third operation portion for including the first deceleration operation member. The footrest 11b is provided with a brake pedal (not shown) as a fourth operation unit for decelerating the tricycle 10 and as a second deceleration operation member.

  Accordingly, the driver operates the handlebar 41a, the accelerator grip, the brake lever, the brake pedal, and the like to travel the tricycle 10 under predetermined traveling conditions (for example, traveling direction, turning direction, turning radius, traveling speed, etc.). Can be made.

  The steering device 41 includes an operation amount of the handlebar 41a, that is, a steering angle sensor (not shown) that detects a steering angle β as a steering amount, and an acceleration that is an operation amount of the accelerator grip. An accelerator sensor (not shown) as an acceleration operation amount detection unit that detects an operation amount, a brake sensor (not shown) as a deceleration operation amount detection unit that detects a deceleration operation amount that is an operation amount of the brake lever, the brake pedal, and the like are provided. Is done. The steering angle β represents a required turning amount requested by the driver to the tricycle 10. Moreover, it can replace with an accelerator sensor and can use a throttle opening degree sensor as an acceleration operation amount detection part. In that case, the throttle opening sensor detects the throttle opening θ as the acceleration operation amount. The throttle opening θ represents a required acceleration amount requested by the driver for the tricycle 10.

  The vehicle tilting device 43 operates the link mechanism 30 as a support mechanism for supporting the wheels 12L and 12R and the vehicle tilting mechanism for tilting the entire tricycle 10, and the link mechanism 30 to operate the tricycle 10 A link motor 25 is provided as an actuator for tilting and as a drive unit for tilting. In the present embodiment, a servo motor capable of speed control, torque control, etc. is used as the link motor 25, but other types of motors can also be used.

  The link mechanism 30 is arranged to extend in the vertical direction inside the wheel 12L, and is arranged to extend in the vertical direction inside the left vertical link unit 33L that supports the drive motor 51L and the wheel 12R. The right vertical link unit 33R that is provided and supports the drive motor 51R, the upper horizontal link unit 31U that is rotatably connected to the upper ends of the vertical link units 33L and 33R, and the vertical link unit. The lower horizontal link unit 31D that is rotatably connected to the lower end portions of 33L and 33R, and the upper link portion that extends in the vertical direction is rotated with respect to the support portion 20. A central vertical member 21 that is fixedly disabled and is rotatably connected to the central portion of the horizontal link units 31U and 31D is provided.

  The drive motors 51L and 51R are respectively a case (not shown) as a fixing member, a stator (not shown) attached to the case, a rotor (not shown) rotatably arranged with respect to the stator, and the rotor. The case is fixed to the vertical link units 33L and 33R, and the output shafts are connected to the shafts of the wheels 12L and 12R.

  The link motor 25 has a cylindrical shape, a case cs1 as a fixing member having a mounting flange 22 at one end thereof, a stator (not shown) attached to the case cs1, and a rotatable arrangement with respect to the stator. A rotor (not shown) provided, and an output shaft Lsh attached to the rotor, and the case cs1 is fixed to the support portion 20 and the central longitudinal member 21 through the attachment flange 22 so as not to rotate, and the output shaft Lsh Is fixed to the lateral link unit 31U in a non-rotatable manner. The output shaft Lsh is disposed on the same axis as a connecting shaft that rotatably connects the central vertical member 21 and the horizontal link unit 31U.

  Therefore, when the link motor 25 is driven to rotate the output shaft Lsh by a predetermined angle with respect to the case cs1, the horizontal link unit 31U rotates by the predetermined angle with respect to the support portion 20 and the central vertical member 21. As a result, the link mechanism 30 is actuated and bent. As a result, as shown in FIG. 5, the tricycle 10 is inclined by the predetermined angle. Along with this, the wheels 12F, 12L, and 12R are inclined by the predetermined angle from the vertical state representing the vertical state with respect to the road surface 18, and the camber is applied.

  The link motor 25 includes a lock mechanism (not shown) for fixing the output shaft Lsh so as not to rotate at an arbitrary angle with respect to the case cs1. The lock mechanism is formed by a mechanical mechanism. Note that no electric power is consumed in the link motor 25 while the output shaft Lsh is fixed to the case cs1 in a non-rotatable manner by the lock mechanism.

  In the present embodiment, the case cs1 is fixed so as not to rotate with respect to the support portion 20 and the central vertical member 21, and the output shaft Lsh is fixed so as not to rotate with respect to the horizontal link unit 31U. The output shaft Lsh can be fixed to the support portion 20 and the central vertical member 21 so as not to rotate.

  In the vehicle main body Bd, a battery device (not shown) that is an energy supply source of the drive motors 51L and 51R and the link motor 25 and a control unit (not shown) are arranged behind or below the riding part 11 or on the support part 20. .

  By the way, when the tricycle 10 is turned, a centrifugal force is generated outward in the radial direction from the turning center in the turning route. At this time, as shown in FIG. 5, if the tricycle 10 is tilted toward the turning center, the centrifugal force and the gravitational acceleration applied to the tricycle 10 are offset, and the centrifugal force is apparently reduced by the amount of the gravitational acceleration. That is, when the height direction axis sh1 is taken in the height direction of the tricycle 10, and the width direction axis sh2 is taken in the width direction of the tricycle 10 (direction perpendicular to the height direction axis sh1), the width direction axis sh2 of centrifugal force is taken. The upper component, that is, the width direction component is reduced by the width direction component of the gravitational acceleration. At this time, the lateral acceleration generated in the tricycle 10 by the width direction component of the centrifugal force is reduced by the lateral acceleration generated in the tricycle 10 by the width direction component of the gravitational acceleration.

  When the width direction component of the centrifugal force and the width direction component of the gravitational acceleration are equalized, the lateral acceleration generated in the tricycle 10 becomes zero (0), and in this state, the tricycle 10 and the driver appear to be centrifugally. Only the component on the height direction axis sh1 of the force, that is, the combined component of the height direction component and the gravitational acceleration height direction component is added.

  Therefore, in the present embodiment, the turning stability is improved by tilting the tricycle 10 so that the lateral acceleration generated in the tricycle 10 becomes zero during turning, and the driver feels uncomfortable or uneasy. I try not to hug you.

  For this purpose, a plurality of first lateral acceleration sensors 44a and second lateral acceleration detection units 44a as a lateral acceleration detection unit in the present embodiment are provided on a predetermined portion of the tricycle 10, in the present embodiment, on the back surface of the backrest portion 11d. The two lateral acceleration sensors 44b are arranged at different heights. The first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are sensors composed of general acceleration sensors, gyro sensors, and the like, and detect the first and second lateral accelerations a1 and a2.

  In the present embodiment, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are arranged on the tricycle 10, but only one lateral acceleration sensor may be arranged on the tricycle 10. it can.

  When only one lateral acceleration sensor is provided on the tricycle 10, an unnecessary acceleration component may be detected. For example, when only one of the wheels 12L and 12R falls in the depression of the road surface 18 while the tricycle 10 is traveling, the tricycle 10 is tilted and the lateral acceleration sensor is displaced accordingly. A predetermined lateral acceleration is detected.

  In addition, since the tricycle 10 is a tire having elasticity and a portion that functions as a spring, such as the tires of the wheels 12L and 12R, for example, rattling is unavoidable at the connection portion between the components. Will occur. Accordingly, the lateral acceleration sensor is displaced with the expansion and contraction of the portion functioning as a spring, the occurrence of looseness, and the like, so that a predetermined lateral acceleration is detected. Thus, unnecessary acceleration components that are not directly attributable to centrifugal force may be detected.

  In the present embodiment, as described above, since the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are disposed, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are placed at appropriate positions. It is possible to remove unnecessary acceleration components by disposing in the above.

In the present embodiment, as shown in FIG. 3, the first lateral acceleration sensor 44 a and the second lateral acceleration sensor 44 b are respectively provided on the road surface 18 in the gravity direction on the back surface of the backrest portion 11 d of the riding portion 11. Distance, i.e., the heights L1 and L2 are arranged at positions L1 and L2.
L1> L2
To be. The smaller the inter-sensor distance ΔL represented by the difference between the heights L1 and L2, the smaller the difference between the first and second lateral accelerations a1 and a2, so that it is sufficiently large, for example, 0.3 [m] or more. The first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are arranged so as to be.

  Note that the center of swing when the tricycle 10 is tilted, that is, the roll center, is strictly located slightly below the road surface 18, but is considered to be located on the road surface 18 in the present embodiment.

  Both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are as close as possible to the driver between the axle of the wheel 12F and the axles of the left and right wheels 12L and 12R above the link mechanism 30. It is desirable to attach to a sufficiently rigid member at the location. In addition, when the vehicle body Bd is supported by a spring such as a suspension, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are arranged on a so-called “spring top”. . Furthermore, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are both positioned on the central axis of the tricycle 10 extending in the traveling direction when the tricycle 10 is viewed from above, It is desirable that the offset is not made.

  When the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b detect the first and second lateral accelerations a1 and a2 during the turning of the tricycle 10, the controller controls the first and second Feedback control of the link motor 25 is performed so that the combined lateral acceleration based on the lateral accelerations a1 and a2, that is, the combined lateral acceleration becomes zero, and the tricycle 10 is moved toward the turning center by an angle corresponding to the centrifugal force. Tilted. Therefore, the combined lateral acceleration applied to the tricycle 10 becomes 0, so that the turning stability can be increased.

  By the way, the tricycle 10 is estimated based not only on the first and second lateral accelerations a1 and a2 detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b but also on the magnitude of the steering angle β. The feedforward control is performed in consideration of the obtained lateral acceleration, that is, the estimated lateral acceleration (predicted value). Therefore, for example, if the three-wheeled vehicle 10 stopped with the steering angle β increased is suddenly started or the tricycle 10 traveling at a low speed with the steering angle β increased is suddenly accelerated, As the force is generated, not only the lateral acceleration generated in the tricycle 10 is increased, but also the estimated lateral acceleration is increased, so the tricycle 10 may be tilted excessively, and the turning stability is sufficiently high. Can not do it.

  Therefore, in the present embodiment, the three-wheeled vehicle 10 is prevented from being excessively tilted by limiting the throttle opening θ according to the steering angle β.

  Next, the control device of the tricycle 10 will be described.

  FIG. 1 is a control block diagram of a tricycle according to the first embodiment of the present invention.

  In the figure, reference numeral 46 denotes a control unit that performs overall control of the tricycle 10, and constitutes a tilt control system for tilting the tricycle 10. In this case, while the power of the control unit 46 is turned on, various processes are performed in the tilt control system at a predetermined control cycle Ts (for example, 0.2 [ms]). The control unit 46 includes a CPU (not shown) as an arithmetic device that functions as a computer, a RAM as a first storage device, a ROM as a second storage device, an input / output interface, and the like. , Magnetic disk, semiconductor memory, etc.

  The control unit 46 includes a first lateral acceleration sensor 44a, a second lateral acceleration sensor 44b, a throttle opening sensor 45, a steering angle sensor 53, a vehicle speed sensor 54, an inverter device for driving the link motor 25, and the like. The motor drive unit 55 and the motor drive unit 56 including an inverter device for driving the drive motors 51L and 51R are connected. The vehicle speed sensor 54 detects the vehicle speed v.

Further, the control unit 46 calculates a lateral acceleration calculation process for calculating a combined lateral acceleration a based on the first and second lateral accelerations a1 and a2 detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. Lateral acceleration estimation processing for calculating an estimated lateral acceleration af applied to the three-wheeled vehicle 10 based on the lateral acceleration calculation unit 48 as a means, the steering angle β detected by the steering angle sensor 53, and the vehicle speed v detected by the vehicle speed sensor 54. As an inclination control processing means for outputting a torque command value To ^* for driving the link motor 25 to the motor driving section 55 based on the lateral acceleration estimating section 49 as means, the combined lateral acceleration a and the estimated lateral acceleration af. As an acceleration operation amount restriction processing means for restricting the throttle opening θ according to the steering angle β, and as an acceleration operation amount restriction unit Drive opening 51L, 51R based on the throttle opening limit value 64 of the throttle opening limit value L, the throttle opening limit value Lθ as the acceleration operation amount limit value. A travel drive control unit 65 as travel drive control processing means for outputting a torque command value Ts ^* for driving the motor drive unit 56 is provided.

  Next, the operation of the control unit 46 will be described.

  FIG. 6 is a main flowchart showing the operation of the control unit in the first embodiment of the present invention, FIG. 7 is a diagram showing a subroutine of lateral acceleration calculation processing in the first embodiment of the present invention, and FIG. FIG. 9 is a conceptual diagram for explaining a method for calculating a combined lateral acceleration in the first embodiment, FIG. 9 is a diagram showing a subroutine of lateral acceleration estimation processing in the first embodiment of the present invention, and FIG. The figure which shows the subroutine of the filter process in 1st Embodiment of this invention, FIG. 11 is the figure which shows the subroutine of the inclination control process in 1st Embodiment of this invention, FIG. 12 is 1st Embodiment of this invention FIG. 13 is a diagram showing a relationship between a steering angle and a gain in the first embodiment of the present invention, and FIG. 14 is a diagram in the first embodiment of the present invention. It is a diagram showing a sub-routine of the travel drive control process. In FIG. 13, the horizontal axis represents the steering angle, and the vertical axis represents the gain.

  First, the lateral acceleration calculation unit 48 performs a lateral acceleration calculation process, and based on the first and second lateral accelerations a1 and a2 detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, a combined lateral acceleration is performed. a is calculated (step S1). Next, the lateral acceleration estimation unit 49 performs lateral acceleration estimation processing, and calculates lateral acceleration generated in the tricycle 10 based on the steering angle β detected by the steering angle sensor 53 and the vehicle speed v detected by the vehicle speed sensor 54. The estimated lateral acceleration af is calculated (step S2).

Then, the tilt control unit 51 performs tilt control processing, reads the combined lateral acceleration a from the lateral acceleration calculation unit 48, and the estimated lateral acceleration af from the lateral acceleration estimation unit 49, and outputs the combined lateral acceleration a and the estimated lateral acceleration af. Based on this, a torque command value To ^* for driving the link motor 25 is output to the motor drive unit 55 (step S3). Subsequently, the throttle opening restriction unit 64 performs a throttle opening restriction process as an acceleration operation amount restriction process, and restricts the throttle opening θ according to the steering angle β (step S4). Then, the travel drive control unit 65 performs travel drive control processing, receives the throttle opening limit value Lθ from the throttle opening limit unit 64, and drives the drive motors 51L and 51R based on the throttle opening limit value Lθ. Torque command value Ts ^* for output to the motor drive unit 56 (step S5).

  Next, the operation of the lateral acceleration calculation unit 48 will be described based on FIGS.

First, the lateral acceleration calculation unit 48 reads the first and second lateral accelerations a1 and a2 (steps S1-1 and S1-2), and represents the difference between the first and second lateral accelerations a1 and a2. Acceleration difference Δa
Δa = a1-a2
Is calculated (step S1-3).

Next, the lateral acceleration calculation unit 48 acquires the heights L1 and L2 of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b by reading from the ROM (step S1-4), and the height direction axis The distance between the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b on sh1, that is, the inter-sensor distance ΔL.
ΔL = L1-L2
Is calculated (step S1-5). The heights L1 and L2 are recorded in advance in the ROM. Further, the inter-sensor distance ΔL can be calculated in advance and recorded in the ROM.

  Subsequently, a composite lateral acceleration difference calculation processing unit (not shown) of the lateral acceleration calculation unit 48 performs a composite lateral acceleration difference calculation process to obtain a second lateral acceleration a2, a height L2, a distance between sensors ΔL, and a lateral acceleration difference Δa. Based on the above, the combined lateral acceleration a is calculated based on the equation (1) (step S1-6).

a = a2- (L2 / ΔL) · Δa (1)
The combined lateral acceleration a can be calculated based on the formula (2) based on the first lateral acceleration a1, the height L1, the inter-sensor distance ΔL, and the lateral acceleration difference Δa.

a = a1- (L1 / ΔL) · Δa (2)
In this case, if the combined lateral acceleration a is calculated by the equations (1) and (2), the same value can be theoretically obtained, but the acceleration caused by the circumferential displacement when the tricycle 10 is tilted is Since it is proportional to the distance from the roll center, actually, the combined lateral acceleration a can be calculated based on the second lateral acceleration a2 that is the detection value of the second lateral acceleration sensor 44b closer to the roll center. desirable. Therefore, in the present embodiment, the combined lateral acceleration a is calculated by Expression (1).

  Then, the lateral acceleration calculation unit 48 sends the calculated composite lateral acceleration a to the tilt control unit 51 (step S1-7).

  Next, the operation of the lateral acceleration estimation unit 49 will be described with reference to FIGS.

  First, the lateral acceleration estimation unit 49 performs lateral acceleration estimation processing and acquires the steering angle β and the vehicle speed v by reading them (steps S2-1 and S2-2).

  Then, the filter processing means (not shown) of the lateral acceleration estimation unit 49 performs filter processing and performs filter processing on the steering angle β (step S2-3). For this purpose, the filter processing means reads the control cycle Ts (step S2-3-1), and calculates a cut-off frequency w (v) corresponding to the vehicle speed v (step S2-3-2). In the present embodiment, the cut-off frequency w (v) is represented by a function that is inversely proportional to the vehicle speed v, but can be represented by another function. Alternatively, the vehicle speed and the cut-off frequency can be recorded in advance in the ROM map, and the cut-off frequency can be read by referring to the map.

  Subsequently, the filter processing means reads out the steering angle βold calculated in the previous tilt control from the RAM (step S2-3-3), the steering angle βold, the control cycle Ts, the cutoff frequency w (v), and Based on the steering angle β, the filtered steering angle, that is, the processed steering angle β (t) is calculated by the equation (3) (step S2-3-4). Note that the initial value of the steering angle βold is set to zero.

  The expression (3) is an IIR (Infinite Impulse Response) filter that is generally used as a bandpass filter, and represents a cutoff frequency variable low-pass filter that is a first-order lag low-pass filter. As described above, the filter processing is performed by changing the cutoff frequency w (v) according to the vehicle speed v. Therefore, when the tricycle 10 is driven at a high speed, that is, when the tricycle 10 is driven at a high speed (hereinafter referred to as “travel stability”). Can be increased.

  Subsequently, the filter processing means records the processing steering angle β (t) in the RAM as the steering angle βold (step S2-3-5).

  Thus, when the processing steering angle β (t) is calculated in the filter processing, estimated lateral acceleration calculation processing means (not shown) of the lateral acceleration estimation unit 49 performs estimated lateral acceleration calculation processing, and The distance Lh is read (step S2-4), and the estimated lateral acceleration af is calculated by equation (4) based on the distance Lh between the front and rear wheels, the vehicle speed v, and the processing steering angle β (t) (step S2-5). ).

  The estimated lateral acceleration af represents the lateral acceleration generated by the steering of the handlebar 41a and the centrifugal force generated by the turning of the tricycle 10.

  Then, the lateral acceleration estimation unit 49 sends the estimated lateral acceleration af to the tilt control unit 51 (step S2-6).

  Next, the operation of the inclination control unit 51 will be described based on FIG.

  First, a lateral acceleration acquisition processing unit (not shown) of the tilt control unit 51 performs a lateral acceleration acquisition process, and reads the combined lateral acceleration a from the lateral acceleration calculation unit 48 (step S3-1).

Subsequently, the differential value calculation processing means (not shown) of the tilt control unit 51 performs differential value calculation processing, reads the combined lateral acceleration aold recorded by the previous tilt control from the RAM, reads the control cycle Ts, and combines it. Differential value δa of lateral acceleration a
δa = da / dt
= (A-aold) / Ts
Is calculated (step S3-2). The differential value calculation processing means records the combined lateral acceleration a as a combined lateral acceleration aold in the RAM. Note that the initial value of the combined lateral acceleration aold is set to zero.

Subsequently, the proportional control value calculation processing means as the first control value calculation processing means (not shown) of the inclination control unit 51 performs the proportional control value calculation processing as the first control value calculation processing, and is used for proportional control. Based on the proportional gain Gp as the first control gain and the combined lateral acceleration a, the proportional control value Up as the first control value.
Up = Gp · a
Is calculated (step S3-3).

Next, differential control value calculation processing means as second control value calculation processing means (not shown) of the tilt control unit 51 performs differential control value calculation processing as second control value calculation processing, for differential control. Based on the differential gain Gd and the differential value δa as the second control gain, the differential control value Ud as the second control value
Ud = Gd · δa
Is calculated (step S3-4).

Subsequently, an estimated lateral acceleration acquisition processing unit (not shown) of the tilt control unit 51 performs an estimated lateral acceleration acquisition process, and reads the estimated lateral acceleration af from the lateral acceleration estimation unit 49 (step S3-5). The estimated differential value calculation processing means (not shown) of the tilt control unit 51 performs estimated differential value calculation processing, reads the estimated lateral acceleration afold recorded by the previous tilt control from the RAM, and reads the control cycle Ts. Differential value δaf of estimated lateral acceleration af
δaf = daf / dt
= (Af-afold) / Ts
Is calculated (step S3-6). Subsequently, the estimated differential value calculation processing means records the estimated lateral acceleration af in the RAM as the estimated lateral acceleration afold. The initial value of the estimated lateral acceleration afold is set to zero.

Next, an estimated differential control value calculation processing unit as a third control value calculation processing unit (not shown) of the inclination control unit 51 performs an estimated differential control value calculation process as a third control value calculation process, and performs differential control. On the basis of the differential gain Gdf and the differential value δaf as the third control gain, the estimated differential control value Udf as the third control value
Udf = Gdf · δaf
Is calculated (step S3-7).

Subsequently, the control value calculation processing unit for tilt control as the fourth control value calculation processing unit (not shown) of the tilt control unit 51 performs the control value calculation processing for tilt control as the fourth control value calculation processing, The proportional control value Up, the differential control value Ud, and the estimated differential control value Udf are read, and the control value Uo for tilt control is read.
Uo = Up + Ud + Udf
Is calculated (step S3-8).

An inclination control output processing means (not shown) of the inclination control unit 51 performs an inclination control output process, and outputs the control value Uo to the motor drive unit 55 as a torque command value To ^* (step S3-9). .

  Next, the operation of the throttle opening restriction unit 64 will be described with reference to FIGS.

  First, the throttle opening restriction unit 64 performs throttle opening restriction processing, reads the steering angle β and the throttle opening θ, and restricts the throttle opening θ based on the steering angle β.

  For this purpose, the restriction condition establishment judgment processing means (not shown) of the throttle opening restriction unit 64 performs restriction condition establishment judgment processing, reads the vehicle speed v, and the vehicle speed v is less than or equal to a preset threshold value vth. Whether or not there is a condition for limiting the throttle opening θ, that is, whether or not a limiting condition is satisfied is determined (step S4-1). The threshold value vth is set to, for example, 5 [km / h] so that the restriction condition is satisfied even when the tricycle 10 is stopped or traveling at a low speed.

  When the vehicle speed v is equal to or less than the threshold value vth and the restriction condition is satisfied, an acceleration operation amount determination processing unit (not shown) of the throttle opening restriction unit 64 performs acceleration operation amount determination processing, and the throttle opening θ is It is determined whether it is 0 (step S4-2). When the throttle opening θ is 0, the gain setting processing means (not shown) of the throttle opening restriction unit 64 performs gain setting processing and sets (sets) 1 to the setting gain Gk (step S4-3). ).

A gain calculation processing unit (not shown) of the throttle opening restriction unit 64 performs gain calculation processing, reads the maximum value βmax of the steering angle β determined by the specifications of the control device 41 (FIG. 2), and responds to the steering angle β. Gain for calculation
Go = 1-β / βmax
Is calculated (step S4-4). In this case, the gain Go is decreased as the steering angle β is increased.

Next, the gain setting processing means determines the relationship between the gains Go and Gk and the minimum gain Gmin defined in advance (steps S4-5 and S4-6), and the relationship between the gains Go and Gk is
Go <Gk
In this case, the gain Gk is set to 1, and the throttle opening degree limit value calculation processing means as an acceleration operation quantity limit value calculation processing means (not shown) of the throttle opening degree restriction unit 64 is an acceleration operation amount limit value calculation process. The throttle opening limit value calculation process of the throttle opening limit value Lθ
Lθ = θ · Gk
= Θ
(Step S4-7). In this case, the throttle opening θ is not limited.

The relationship between the gains Go, Gk, and Gmin is
Gmin <Go <Gk
The gain setting processing means sets the gain Gk to Go (step S4-8), and the throttle opening limit value calculation processing means sets the throttle opening limit value Lθ,
Lθ = θ · Go
(Step S4-7). In this case, as shown in FIG. 13, the throttle opening degree limit value Lθ is increased as the steering angle β is decreased, and the throttle opening degree limit value Lθ is decreased as the steering angle β is increased.

By the way, when the steering angle β approaches the maximum value βmax, the gain Go becomes almost 0. At this time, the throttle opening limit value Lθ is
Lθ = θ · Go
If this is the case, the throttle opening limit value Lθ also becomes substantially zero, and the tricycle 10 cannot be driven. Therefore, in the present embodiment, the minimum gain Gmin is set, and the relationship between the gains Go and Gmin is
Go ≦ Gmin
The gain setting processing means sets the gain Gk to Gmin (step S4-9), and the throttle opening limit value calculation processing means sets the throttle opening limit value Lθ,
Lθ = θ · Gmin
(Step S4-7). Therefore, the minimum value of the throttle opening limit value Lθ is set to a value θ · Gmin necessary for running the tricycle 10, and the throttle opening limit value Lθ is zero even when the steering angle β approaches the maximum value βmax. Therefore, the tricycle 10 cannot be run.

  In order to invalidate the set gain Gk, the throttle opening θ is once set to zero.

  By the way, when the steering angle β is reduced by the driver operating the handle bar 41a and the gain Go is set to be large, the throttle opening limit value Lθ suddenly increases, and the tricycle 10 may accelerate rapidly. Conceivable.

Therefore, when the steering angle β is reduced by the operation of the handlebar 41a by the driver, the gain setting processing means sets the gain Go,
Gmin <Go <Gk
In this embodiment, the throttle opening limit value calculation processing means sets the throttle opening limit value Lθ to the steering angle β. The smallest value taken according to

  Therefore, when the steering angle β is reduced by the operation of the handlebar 41a by the driver, the throttle opening limit value Lθ does not suddenly increase, so that the tricycle 10 does not suddenly accelerate.

  In the present embodiment, the throttle opening θ is set to 0 in order to invalidate the setting gain Gk.

  Next, the operation of the travel drive control unit 65 will be described with reference to FIG.

In this case, the travel drive control unit 65 performs travel drive control processing, sends a torque command value Ts ^* to the motor drive unit 56 in accordance with the throttle opening limit value Lθ, and drives the drive motors 51L and 51R.

  For this purpose, a throttle opening limit value acquisition processing unit as an acceleration operation amount limit value acquisition processing unit (not shown) of the travel drive control unit 65 performs a throttle opening limit value acquisition process as an acceleration operation amount limit value acquisition process. Then, the throttle opening limit value Lθ is read (step S5-1).

Next, requested torque calculation processing means (not shown) of the travel drive control unit 65 performs requested torque calculation processing, reads the throttle opening limit value Lθ and the vehicle speed v, and corresponds to the throttle opening limit value Lθ and the vehicle speed v. Required torque TO
TO = f (Lθ, v)
Is calculated (step S5-2).

Subsequently, torque command value calculation processing means (not shown) of the travel drive control unit 65 performs torque command value calculation processing, reads a preset torque gain Gt from the ROM (step S5-3), and outputs a torque command value Ts. ^*
Ts ^* = Gt · TO
Is calculated (step S5-4).

The torque command value output processing means (not shown) of the travel drive control unit 65 performs torque command value output processing, outputs the torque command value Ts ^* to the motor drive unit 56, and drives the drive motors 51L and 51R. (Step S5-5).

  Thus, in the present embodiment, when the vehicle speed v is equal to or less than the threshold value vth, the throttle opening degree θ is limited according to the steering angle β.

  Accordingly, the tricycle 10 is suddenly started when the vehicle is stopped with the steering angle β increased, or the tricycle 10 is accelerated rapidly when the vehicle is traveling at a low speed with the steering angle β increased. Therefore, the lateral acceleration generated in the tricycle 10 is reduced as the centrifugal force is generated. As a result, the tricycle 10 is not tilted excessively, and the turning stability can be sufficiently increased.

  Further, since the minimum gain Gmin is set and the gain Gk is not made smaller than the gain Gmin, the throttle opening limit value Lθ does not become zero even when the steering angle β approaches the maximum value βmax. Therefore, the tricycle 10 cannot be run.

  Furthermore, when the driver operates the handle bar 41a in the reverse direction to reduce the steering angle β, the gain Go is held at a predetermined value, so that the tricycle 10 does not accelerate rapidly.

  Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 15 is a rear view of a tricycle according to the second embodiment of the present invention, and FIG. 16 is a diagram showing a state in which the tricycle according to the second embodiment of the present invention is partially inclined.

  In the figure, Fr is a frame, and a support portion 20 is attached to the frame Fr, and the wheels 12L and 12R are rotatably supported by the frame Fr. Further, the support portion 20 and the riding portion 11 are coupled to be swingable in the roll direction around a swing shaft (not shown). The main body 61 is configured by the support unit 20, the frame Fr, the vehicle tilting device 43, the wheels 12L and 12R, and the like for steering the tricycle 10 by the wheels 12F, the front wheel fork 17 (FIG. 2), the control device 41, and the like. The steering section and the riding section 11 constitute a boarding / steering section 62.

  In this case, the vehicle tilting device 43 tilts the predetermined tilt portion of the tricycle 10, in this embodiment, the boarding / steering unit 62 left and right with respect to the road surface 18. Therefore, the vehicle tilting device 43 includes a link motor 25 as an actuator for tilting the boarding / steering unit 62 and as a tilting drive unit, and by rotating the link motor 25, As shown in FIGS. 15 and 16, the boarding / steering unit 62 can be swung with respect to the main body 61 with the shaft sh3 as the swing center and the roll as the center. The output shaft Lsh of the link motor 25 and the shaft sh3 can be matched.

  A plurality of first lateral acceleration sensors 44a and second lateral acceleration sensors 44b serving as lateral acceleration detectors in the present embodiment have different heights on the back surface of the backrest 11d in the riding section 11. It is arranged.

  The first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are both disposed on the upper side or the lower side of the shaft sh3, in the present embodiment, on the upper side. One of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b is disposed as close to the axis sh3 as possible.

  In this case, in calculating the combined lateral acceleration a, distances L3 and L4 from the axis sh3 to the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are used instead of the heights L1 and L2.

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

10 Tricycle 11 Boarding part
12F, 12L, 12R Wheel 17 Front wheel fork 25 Link motor 41 Steering device 41a Handle bar 44a First lateral acceleration sensor 44b Second lateral acceleration sensor 51 Tilt control unit 51L, 51R Drive motor 61 Main body unit 62 Boarding / steering unit 64 Throttle opening Degree limiter 65 Travel drive controller a1, a2 First and second lateral acceleration v Vehicle speed

Claims (5)

Boarding / steering comprising a main body having a traveling wheel rotatably disposed, a riding section coupled to the main body, and a steering section having a steering wheel rotatably disposed. In a vehicle having a part,
An actuator for inclining a predetermined inclined portion of the vehicle with respect to a road surface;
A driving unit for traveling for causing the vehicle to travel;
A lateral acceleration detector disposed at a predetermined portion of the inclined portion and detecting a lateral acceleration generated in the inclined portion;
Inclination control processing means for controlling the inclination based on the lateral acceleration detected by the lateral acceleration detecting unit and driving the actuator;
A limiting condition establishment determination processing means for determining whether a condition for limiting the acceleration operation amount is established based on the vehicle speed;
Acceleration operation amount for limiting the acceleration operation amount according to the steering amount of the steering member disposed in the steering section when the restriction condition satisfaction determination processing means determines that the condition for limiting the acceleration operation amount is satisfied. Restriction processing means;
A vehicle having travel driving control processing means for driving the drive unit for travel based on the acceleration operation amount restricted by the acceleration operation amount restriction processing means.   The vehicle according to claim 1, wherein the tilt control processing unit performs tilt control based on a lateral acceleration detected by the lateral acceleration detection unit and a lateral acceleration estimated based on a steering amount of a steering member.   The vehicle according to claim 1, wherein the acceleration operation amount restriction processing means decreases the value of the acceleration operation amount as the steering amount of the steering member increases.   The vehicle according to any one of claims 1 to 3, wherein the acceleration operation amount restriction processing means sets a minimum value when the acceleration operation amount is restricted to a value necessary for the vehicle to travel.   The acceleration operation amount restriction processing means holds the acceleration operation amount restriction value at the smallest value taken according to the steering amount when the steering amount is reduced by the operation of the steering member by the occupant. The vehicle according to any one of the above.

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