JP2012017009A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently enhance turning stability.SOLUTION: A vehicle includes: a vehicle body equipped with a steering part and a driving part which are mutually connected; a steering wheel which steers the vehicle body; a driving wheel which drives the vehicle body; a steering member; a fixing member 58 in which a first engaging part 68 is formed along with an inner circumferential surface; a turning member 59 which is turnably arranged inward of a radial direction of a fixing member and rotates with operation of the steering member; regulation members 64 and 65 which are arranged at an outer peripheral edge of the turning member, and equipped with a second engaging part; a steering speed detector which detects steering speed of a steering shaft; an actuator device for inclination which makes a driving part incline to the turning direction, and a control device which controls inclination of the vehicle body by controlling the actuator device for inclination. When the steering speed of the steering shaft exceeds a predetermined threshold, the vehicle speed is reduced by performing braking, while engaging the second engaging part with the first engaging part and regulating turning of the turning member.

Description

  The present invention relates to a vehicle.

  Conventionally, in a vehicle, in addition to a driver who is an occupant, a plurality of other occupants can be accommodated. However, only the driver often gets into the vehicle, In this case, energy is consumed unnecessarily. For this reason, for example, vehicles for one person such as two-wheeled vehicles and three-wheeled vehicles are provided.

  However, in a single-seat vehicle, for example, as the driver gets on the vehicle, the position of the center of gravity increases, and when the vehicle turns, that is, stability during turning (hereinafter referred to as “turning stability”). ) Will be low. Therefore, for example, in a two-wheeled vehicle, a driver is allowed to travel with the vehicle body tilted toward the turning center when turning (see, for example, Patent Document 1).

JP 2008-155671 A

  However, in the two-wheeled vehicle, since the driver inclines the vehicle body according to the running state, it is difficult to incline the vehicle by an appropriate angle, and the driver feels uncomfortable or uneasy.

  Therefore, by installing a link mechanism, link motor, etc. and performing tilt control (attitude control), the link motor is driven during turning, the link mechanism is operated according to the lateral acceleration applied to the vehicle, and the vehicle body is tilted. A vehicle such as a tricycle can be considered.

  However, when the vehicle body is tilted by performing tilt control, if the steering is performed at a low speed, the vehicle body can be tilted following the steering when the handlebar as the steering member is operated. When performed at high speed, the vehicle body cannot be tilted following the steering, and the turning stability cannot be sufficiently increased.

  An object of the present invention is to solve the problems of the conventional vehicle and to provide a vehicle that can sufficiently improve turning stability.

  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, a drive wheel that drives the vehicle body, a steering member that is operated by an occupant, and an inner peripheral surface that is disposed at a predetermined location of the vehicle body A fixing member having a first engagement portion formed along the rotation member, and a rotation member that is rotatably disposed inward in the radial direction of the fixing member and is rotated in accordance with the operation of the steering member; A regulating member provided on the outer peripheral edge of the rotating member and provided with a second engaging portion; a steering speed detecting means for detecting a steering speed of the steering shaft; a vehicle speed detecting means for detecting a vehicle speed; Request turning to detect the required turning amount of the vehicle body requested by the occupant A vehicle having a detecting means, a tilting actuator device for tilting the drive unit in a turning direction, and a control device for controlling the tilting of the vehicle body by controlling the tilting actuator device, When the steering speed of the steering shaft exceeds a predetermined threshold value, the second engagement portion is engaged with the first engagement portion, the rotation of the rotation member is restricted, and braking is performed to reduce the vehicle speed. Reduce.

  According to the configuration of claim 1, since the rotation of the steering shaft is restricted when the steering speed of the steering shaft exceeds a predetermined threshold, the turning stability can be improved, and the vehicle speed is reduced by performing braking. The turning stability can be further improved.

  According to the configuration of the second aspect, the maximum braking force is generated when a predetermined time has elapsed since the start of the rotation of the steering shaft, so that the vehicle speed can be reliably reduced and the vehicle can be stopped quickly. .

  According to the configuration of claim 3, when steering is performed after the rotation of the steering shaft is started, the restriction of the rotation of the steering shaft is released and the braking is also released. This is not performed, and a decrease in maneuverability can be prevented.

It is a figure which shows the steering control mechanism in the 1st Embodiment of this invention. It is a left 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 conceptual diagram of the steering part in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the inclination control of the tricycle in the 1st Embodiment of this invention. It is a figure which shows the principal part of the boarding / steering part in the 1st Embodiment of this invention. It is a 1st figure which shows operation | movement of the steering control mechanism in the 1st Embodiment of this invention. It is a 2nd figure which shows operation | movement of the steering control mechanism in the 1st Embodiment of this invention. It is a figure which shows the steering control mechanism in the 2nd Embodiment of this invention. It is a 1st figure which shows operation | movement of the steering control mechanism in the 2nd Embodiment of this invention. It is a 2nd figure which shows operation | movement of the steering control mechanism in the 2nd Embodiment of this invention. It is a figure which shows the state of the stopper placed in the normal position in the 2nd Embodiment of this invention. It is a figure which shows the connection part of the stopper and actuator in the 2nd Embodiment of this invention. It is a 1st figure which shows the state of the stopper placed in the control position in the 2nd Embodiment of this invention. It is a 2nd figure which shows the state of the stopper placed in the control position in the 2nd Embodiment of this invention. It is a 1st figure which shows the state of a switch when the stopper in the 2nd Embodiment of this invention is put in the control position. It is a 2nd figure which shows the state of a switch when the stopper in the 2nd Embodiment of this invention is put in the control position. It is a flowchart which shows operation | movement of the control part in the 2nd Embodiment of this invention. It is a flowchart which shows operation | movement of the control part in the 3rd Embodiment of this invention. It is a flowchart which shows operation | movement of the control part in the 4th Embodiment of this invention. It is a flowchart which shows operation | movement of the control part in the 5th Embodiment of this invention. It is a flowchart which shows operation | movement of the control part in the 6th Embodiment of this invention. It is a flowchart which shows operation | movement of the control part in the 7th Embodiment of this invention.

  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 left 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 according to the first embodiment of the present invention. FIG. 5 is a diagram showing a link mechanism, and FIG. 5 is a conceptual diagram of a steering unit in 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 a plurality of, that is, 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 as a passenger to board, a front wheel fork 17 as a steering wheel support member for connecting the riding part 11 and the wheels 12F, and a rear side of the riding part 11. A support unit 20 serving as a vehicle drive unit, disposed in front of the boarding unit 11, a maneuvering device 41 for a driver to steer the tricycle 10, disposed below the support unit 20, and a tricycle In the present embodiment, the vehicle includes a vehicle tilting device 43 for leaning the entire three-wheeled vehicle 10, that is, the vehicle body to the left and right with respect to the road surface 18. The riding part 11 and the support part 20 are connected via a connecting part 24 at the substantially center of the riding part 11 and the front end of the support part 20.

  Further, the steering unit 62 for steering the tricycle 10 by the support unit 20, the vehicle tilting device 43, the wheels 12L, 12R and the like, and the steering unit 62 for steering the tricycle 10 by the wheels 12F, the front wheel fork 17, the steering device 41, etc. The boarding / steering unit 63 is configured by the unit 62 and 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 as a vehicle speed detection unit that detects the vehicle speed v based on the rotational speed of the wheel 12F 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.

  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. And can be connected.

  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 floor member as a riding section main body that is a portion for placing a driver's feet. The seat 11a is a portion for a driver to sit on, and is disposed in front of the seat 11a. A footrest 11b, a frame member 11c formed from the front end of the footrest 11b and constituting a windshield, a backrest portion 11d formed from the rear end of the seat 11a upward, and A loading platform 11e is provided that extends horizontally from the back surface of the backrest portion 11d toward the rear. 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 instead of the loading platform 11e, and other passengers 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 constitutes a part of a suspension device (suspension device). The suspension device has the same structure as a suspension device for a front wheel used in a motorcycle such as a general motorcycle or bicycle.

  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, as shown in FIG. 5, the handle bar 41a and the front wheel fork 17 are connected by a steering shaft member 42, and the steering shaft member 42 is tilted so that the upper end is located behind the lower end. The handle bar 41a and the front wheel fork 17 are supported so as to be rotatable (rotatable) with respect to the frame member 11c. Therefore, when the driver operates and turns the handle bar 41a, the front wheel fork 17 and the wheel 12F are turned at a predetermined rudder angle in accordance with the turning of the handle bar 41a, and the tricycle 10 advances. Change direction.

  The steering shaft member 42 serves as a steering amount detector that detects the amount of rotation of the steering shaft member 42 relative to the frame member 11c as a steering angle β representing the steering amount (operation amount) of the handle bar 41a. A steering shaft encoder 46 as a rudder angle detector is provided. The steering angle β is a rotation angle of the steering shaft member 42 and represents a required turning amount requested by the driver to the tricycle 10.

  Further, above the steering shaft encoder 46 in the steering shaft member 42, a first torque for detecting a first torque as a torsion (torsion) moment input to the steering shaft member 42 from the handle bar 41a. A steering wheel side torque sensor 47 as a detection unit and as a first torque sensor is disposed, and is input to the steering shaft member 42 from the wheel 12F below the steering shaft encoder 46 in the steering shaft member 42. A steering wheel side torque sensor 48 is disposed as a second torque detector for detecting the second torque and as a second torque sensor.

  The steering wheel side torque sensor 47 and the steering wheel side torque sensor 48 include, for example, torque sensors that detect magnetic changes in a non-contact manner. In the present embodiment, the steering wheel side torque sensor 47 and the steering wheel side torque sensor 48 are used as power steering devices for vehicles such as general passenger cars. The same torque sensor as that employed is used, but other torque sensors can be used as long as they can detect minute changes in torque.

  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 (not shown) is provided as a third operation portion for including the first deceleration operation member.

  Therefore, the driver can operate the handle bar 41a, the accelerator grip, the brake lever, and the like to cause the tricycle 10 to travel under predetermined traveling conditions (for example, traveling direction, turning direction, turning radius, traveling speed, etc.). it can.

  The control device 41 includes an accelerator sensor (not shown) that detects an accelerator operation value θ as an acceleration operation amount that is an operation amount of the accelerator grip, an operation of an accelerator sensor (not shown), the brake lever, a brake pedal, and the like. A brake sensor (not shown) or the like as a deceleration operation amount detection unit that detects a deceleration operation amount that is an amount is disposed.

  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 vehicle body, and the link mechanism 30 to tilt the vehicle body. A link motor 25 is provided as an actuator for driving 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 (center side of the tricycle 10), and the vertical link unit 33L on the left side that supports the drive motor 51L and the upper and lower sides inside the wheel 12R. The upper horizontal link unit 33R that extends in the direction and supports the drive motor 51R, and the upper horizontal link unit 33L and the upper horizontal link unit 33L and 33R that are rotatably connected to the upper end portions of the vertical link units 33L and 33R. The link unit 31U, the lower horizontal link unit 31D that is rotatably connected to the lower ends of the vertical link units 33L and 33R, and the upper end of the link unit 31U. A central vertical member 21 fixed to the support 20 so as not to rotate and connected so as to be rotatable relative to the central portions of the lateral 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) arranged rotatably with respect to the stator, and attached to the rotor. The respective cases are fixed to the vertical link units 33L and 33R, respectively, and the output shafts are connected to the shafts of the wheels 12L and 12R.

  In addition, the link motor 25 is fixed to the support portion 20 via a support plate 22 disposed so as to hang downward from the support portion 20, and is attached to the case cs1 as a fixing member. A non-illustrated stator, a rotor (not shown) rotatably arranged with respect to the stator, and an output shaft Lsh attached to the rotor. The case cs1 is fixed to the support portion 20 and the central vertical member 21 through the support plate 22 so as not to rotate, and the output shaft Lsh is fixed so as not to rotate relative to the horizontal link unit 31U. 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, and the vehicle body is tilted 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 be rotatable at an arbitrary angle with respect to the case cs1. The lock mechanism includes a mechanism such as an electromagnetic brake. Note that no electric power is consumed in the link motor 25 while the output shaft Lsh is fixed so as not to rotate with respect to the case cs1 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 lateral link unit 31U. The cs1 can be fixed to the lateral link unit 31U so as not to rotate, and 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. .

  In the present embodiment, the control unit functions as a computer and is connected to the link motor 25, the steering device 41, the drive motors 51L, 51R, and the like, and is also equipped with a vehicle speed sensor 54, a steering shaft encoder 46, and a handle side torque sensor. 47, a steering wheel side torque sensor 48, and various sensors such as a tilt angle sensor (not shown) for detecting the tilt angle of the vehicle body are connected to constitute a vehicle body control system as a computer system.

  Next, the operation of the tilt control in the tricycle 10 having the above-described configuration will be described.

  FIG. 6 is a flowchart showing an operation of tilt control of the tricycle according to the first embodiment of the present invention. In this case, the tilt control is repeatedly performed (for example, in a 0.2 [ms] control cycle) by the tilt control processing means of the control unit while the power of the tricycle 10 is turned on.

  First, the stop determination processing means of the inclination control processing means performs a stop determination process, reads the vehicle speed v, and determines whether the tricycle 10 is stopped (v = 0 [km / h]) ( Step S1). When the tricycle 10 is not stopped (running), the steering amount acquisition processing means of the tilt control processing means performs the steering amount acquisition processing and acquires it by reading the steering angle β (step S2). .

Subsequently, the turning radius calculation processing means of the tilt control processing means performs a turning radius calculation process, calculates the steering angle α of the wheel 12F based on the steering angle β, the steering angle α, and the wheels 12F and 12L. , Turning radius R of the tricycle 10 based on the axial distance (wheelbase) L with 12R
R = L / sin α
Is calculated (step S3). The steering angle β is proportional to the steering angle α of the wheel 12F.

Next, the lateral acceleration calculation processing means of the tilt control processing means performs a lateral acceleration calculation process, reads the vehicle speed v (step S4), and lateral acceleration gL.
gL = M · v ² / R
Is calculated (step S5). Note that the value M represents the mass of the tricycle 10 (including the masses of passengers and mounted objects).

  Subsequently, the inclination angle calculation processing means of the inclination control processing means performs an inclination angle calculation process, and calculates an appropriate inclination angle ε according to the lateral acceleration gL (step S6). For this purpose, the inclination angle calculation processing unit synthesizes the lateral acceleration gL and the gravitational acceleration G, and determines the contact point of the ground load obtained by the synthesis, the contact point between the wheel 12L and the road surface 18, the wheel 12R and the road surface. The inclination angle ε is calculated so as to be positioned at the center of the ground contact point with 18.

  Next, the vehicle body inclination processing means of the inclination control processing means performs the vehicle body inclination processing, drives the link motor 25 based on the inclination angle ε, operates the link mechanism 30, and inclines the vehicle body (step S9). ).

  Further, when the tricycle 10 is stopped, the inclination angle calculation processing means obtains the direction of gravity by a sensor such as an acceleration sensor or a gyro sensor (not shown) (step S7), and an appropriate inclination angle according to the gravity direction. ε is calculated (step S8). Then, the vehicle body inclination processing means of the inclination control processing means drives the link motor 25 based on the inclination angle ε, operates the link mechanism 30, and inclines the vehicle body (step S9).

  Thus, when the tricycle 10 is turning, the vehicle body can be inclined toward the turning center side by an appropriate inclination angle ε, so that the center of gravity position of the tricycle 10 is the turning inner wheel side (turning the tricycle 10 toward the left side). If the tricycle 10 is turned toward the right side, the wheel 12R is moved to the wheel 12R side), and the weight of the tricycle 10 is applied to the turning inner wheel. The ground load can be increased. Therefore, the resistance force against the centrifugal force generated in the tricycle 10 can be increased, so that the turning inner wheel can be prevented from being lifted and the turning stability can be increased.

  Further, since the wheels 12L and 12R can be inclined toward the turning center side, a canvas last due to a lateral force can be generated in the tires of the wheels 12L and 12R. Therefore, the turning stability can be further enhanced.

  Furthermore, since the riding part 11 can be inclined toward the turning center side, the force component in the direction of pressing the driver and other occupants against the seat 11a can be increased. Therefore, since it is possible to make it difficult for the driver and other occupants to experience centrifugal force, it is possible to prevent the driver and other occupants from feeling uncomfortable or feeling uneasy.

  By the way, when the driver tries to turn the tricycle 10 by operating the handle bar 41a, if the steering is performed at a low speed, the vehicle body can be tilted following the steering, but the steering is performed at a high speed. If performed, the turning stability of the tricycle 10 cannot be sufficiently increased unless the vehicle body can be tilted following the steering.

  Therefore, in the present embodiment, the rotation speed of the steering shaft member 42 based on the rotational speed of the steering shaft member 42 when the driver operates the handlebar 41a, that is, the steering speed ω representing the rate of change of the steering angle β. A steering restriction mechanism for restricting the movement and stopping the steering shaft member 42 is provided, and the steering can be restricted by operating the steering restriction mechanism. Note that the state of the vehicle and the operation state of the handle bar 41a are represented by the steering speed ω.

  FIG. 1 is a diagram showing a steering restricting mechanism according to the first embodiment of the present invention, FIG. 7 is a diagram showing a main part of a boarding / steering portion according to the first embodiment of the present invention, and FIG. FIG. 9 is a first diagram showing the operation of the steering restriction mechanism in the first embodiment, and FIG. 9 is a second diagram showing the operation of the steering restriction mechanism in the first embodiment of the present invention.

  7, 11c is a frame member, 12F is a wheel, 17 is a front wheel fork, 55 is a portion of the frame member 11c that supports the steering shaft member 42, that is, a shaft support portion, and 56 is an axial direction of the shaft support portion 55. In this embodiment, the steering restriction mechanism is formed at the upper end portion.

  As shown in FIG. 1, the steering restricting mechanism 56 is disposed so as to be rotatable in a radially inward direction of the stator 58 as a fixed member, and is rotated in accordance with the operation of the handle bar 41a. The first and second rotors 59 are disposed on the outer peripheral edge of the rotor 59 and the rotor 59, and are configured to restrict the rotation of the steering shaft member 42 by restricting the rotation of the rotor 59. Restricting members 64 and 65 are provided.

  The stator 58 has a cylindrical shape, and has a casing body portion 67 formed by increasing the diameter of the upper end portion of the shaft support portion 55, and a diameter from the inner peripheral surface of the casing portion 67. A plurality of teeth 68 are provided as first engaging portions that project inward in the direction and are formed at a predetermined pitch along the inner peripheral surface of the housing portion 67. Each tooth 68 has a predetermined shape, in this embodiment, a quadrangular shape, and rises from the inner peripheral surface of the casing portion 67 and rotates when the rotor 59 is rotated leftward. The first surface s1 formed on the upstream side in the direction, the second surface s2 formed on the downstream side in the rotation direction when the rotor 59 is rotated leftward, and the tip of the first surface s1 And a third surface s3 (top surface) that connects the tip of the second surface s2.

  The rotor 59 has a columnar shape and is formed in a portion of the steering shaft member 42 that faces the stator 58. When the tricycle 10 is turned leftward, the leftward steering is performed. In the present embodiment, the first rotation direction is rotated in the direction of arrow A (leftward when the rotor 59 is viewed from above), and to the right to turn the tricycle 10 to the right. Is steered in the second rotational direction, in this embodiment, in the direction of arrow B (rightward when the rotor 59 is viewed from above). The outer circumferential surface of the rotor 59 is positioned radially inward from the third surface s3 of each tooth 68 in order to prevent the stator 58 and the rotor 59 from interfering with each other.

  The first and second restricting members 64 and 65 are disposed at a plurality of positions in the circumferential direction of the rotor 59, in the present embodiment, at two positions separated by an angle of 180 °. When the steering in the left direction and the right direction is performed at a low speed, the rotation of the steering shaft member 42 is not regulated, and when the steering in the left direction is performed at a high speed, the first regulating member 64 is the steering shaft member. When the rotation of 42 is restricted and the rightward steering is performed at high speed, the second restriction member 65 restricts the rotation of the steering shaft member 42.

  For this purpose, the first restricting member 64 is supported by the rotor 59 so as to be swingable around the support shaft st1 in the vicinity of the outer peripheral edge of the rotor 59, and swings as the rotor 59 rotates. As a swinging member that is selectively engaged with each tooth 68, and as a second engaging portion, a stopper 71, on the downstream side of the support shaft st1 in the arrow A direction, the rotor 59 A pair of positioning members 72, 73 that are disposed at a predetermined interval in the radial direction and define the swing angle of the stopper 71, and disposed upstream of the support shaft st1 in the arrow A direction, the stopper 71 Is provided with a spring 74 as a biasing member as a position setting unit that biases the steering wheel at a position where steering is not restricted, that is, at a normal position.

  The stopper 71 extends toward the upstream side from the support shaft st1 in the direction of arrow A, and the first arm portion m1 formed to extend toward the downstream side from the support shaft st1 in the direction of arrow A. An engagement protrusion 75 is formed as an engagement protrusion for engaging the tooth 68 and the stopper 71 at the tip of the first arm part m1. .

  The spring 74 has one end fixed to the rotor 59 and the other end fixed to the tip of the second arm part m2, and urges the second arm part m2 outward in the radial direction of the rotor 59 for steering. When the speed ω is equal to or less than a predetermined threshold determined by the biasing force of the spring 74, the first arm portion m1 is brought into contact with the positioning member 72 by the biasing force of the spring 74 as shown in FIG. 71 is placed in the normal position.

  The second restricting member 65 is supported by the rotor 59 so as to be swingable around the support shaft st <b> 2 as the swing center in the vicinity of the outer peripheral edge of the rotor 59, and swings as the rotor 59 rotates. As a swinging member that is selectively engaged with each tooth 68 and a stopper 81 as a second engagement portion, the diameter of the rotor 59 is located downstream of the support shaft st2 in the arrow B direction. A pair of positioning members 82 and 83 which are arranged at predetermined intervals in the direction and define the swing angle of the stopper 81, and are arranged upstream of the support shaft st2 in the arrow B direction, A spring 84 is provided as a biasing member as a position setting unit that biases the lens so as to be placed at the normal position.

  The stopper 81 extends toward the upstream side from the support shaft st2 in the arrow B direction, and the first arm part m1 formed to extend toward the downstream side from the support shaft st2 in the arrow B direction. An engagement protrusion 85 is formed as an engagement protrusion for engaging the teeth 68 and the stopper 81 at the tip of the first arm part m1. .

  The spring 84 has one end fixed to the rotor 59 and the other end fixed to the tip of the second arm part m2. The second arm part m2 is urged outward in the radial direction of the rotor 59 for steering. When the speed ω is equal to or less than a predetermined threshold determined by the biasing force of the spring 84, the first arm portion m1 is brought into contact with the positioning member 82 by the biasing force of the spring 84 as shown in FIG. 81 is placed in the normal position.

  By the way, in the present embodiment, in the first and second regulating members 64 and 65, the mass of the first arm part m1 is larger than the mass of the second arm part m2, and the support in the arrow A direction is performed. The center of gravity of the stopper 71 is placed on the downstream side of the shaft st1, and the center of gravity of the stopper 81 is placed on the downstream side of the support shaft st2 in the arrow B direction.

  Therefore, when the steering speed ω is higher than the predetermined threshold value, when the rotor 59 is rotated in the direction of arrow A, as shown in FIG. 8, the stopper 71 is located at the center of gravity downstream of the support shaft st1. Is rotated around the support shaft st1 so that the center of gravity moves radially outward of the rotor 59, and the first arm portion m1 is brought into contact with the positioning member 73 to restrict steering. That is, it is placed in a restricted position. As a result, the engagement protrusion 75 is brought into contact with the first surface s1 of the tooth 68, and the stopper 71 and the tooth 68 are engaged. In this way, the rotation of the steering shaft member 42 in the direction of arrow A is restricted.

  At this time, since the center of gravity of the stopper 81 is placed on the upstream side of the support shaft st2 in the direction of arrow A, the center of gravity is not rotated so as to move outward in the radial direction of the rotor 59. The part m1 is placed in the normal position while being in contact with the positioning member 82. Therefore, the stopper 81 and the tooth 68 cannot be engaged.

  Further, when the steering speed ω is higher than the predetermined threshold value, when the rotor 59 is rotated in the direction of arrow B, as shown in FIG. 9, a stopper 81 whose center of gravity is located downstream of the support shaft st2 is provided. The center of gravity is rotated around the support shaft st2 so that the center of gravity moves radially outward of the rotor 59, and the first arm portion m1 is brought into contact with the positioning member 83 and placed at the restriction position. As a result, the engagement protrusion 85 is brought into contact with the second surface s2 of the tooth 68, and the stopper 81 and the tooth 68 are engaged. In this way, the rotation of the steering shaft member 42 in the arrow B direction is restricted.

  At this time, since the center of gravity of the stopper 71 is placed on the upstream side of the support shaft st1 in the arrow B direction, the stopper 71 is not rotated so as to move outward in the radial direction of the rotor 59. The part m1 is placed at the normal position while being in contact with the positioning member 72. Therefore, the stopper 71 and the tooth 68 cannot be engaged.

  As described above, in the present embodiment, when the steering is performed at a high speed, the rotation of the steering shaft member 42 is restricted, and the steering angle β is a value when the rotation of the steering shaft member 42 is restricted. Since it does not become larger, the turning stability of the tricycle 10 when the handlebar 41a is operated can be increased. In addition, since the vehicle body can be tilted following the steering in the tilt control, it is possible to prevent the driver and other occupants from feeling uncomfortable.

  Further, since the steering restriction mechanism 56 is disposed on the shaft support portion 55, the structure of the steering restriction mechanism 56 can be simplified. Therefore, the tricycle 10 can be reduced in size.

  As the rotor 59 is rotated, the stoppers 71 and 81 are selectively placed at the normal position and the restriction position, so an actuator for placing the stoppers 71 and 81 at the normal position and the restriction position is provided. There is no need to do. Therefore, not only can the structure of the steering restriction mechanism 56 be simplified, but the cost of the tricycle 10 can be reduced.

  Next, a second embodiment of the present invention in which the second restricting member 65 can be operated by the control unit 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. 10 is a view showing a steering restriction mechanism according to the second embodiment of the present invention, FIG. 11 is a first view showing the operation of the steering restriction mechanism according to the second embodiment of the present invention, and FIG. FIG. 13 is a diagram showing a state of a stopper placed at a normal position in the second embodiment of the present invention, and FIG. 14 is a diagram showing the operation of the steering restricting mechanism in the second embodiment. The figure which shows the connection part of the stopper and actuator in 2nd Embodiment of this invention, FIG. 15: 1st figure which shows the state of the stopper placed in the control position in 2nd Embodiment of this invention, FIG. 16 is a second view showing a state of the stopper placed at the restricting position in the second embodiment of the present invention, and FIG. 17 is a view when the stopper according to the second embodiment of the present invention is placed at the restricting position. FIG. 18 is a first diagram showing the state of the switch of FIG. It is a second diagram showing the state of the switch when the stopper in the second embodiment of the light is placed in the restricting position.

  In this case, one of the stator 58 as the fixing member and the rotor 59 as the rotating member, in the present embodiment, the first and second regulating members 64 and 65 are disposed on the rotor 59.

  The first and second restricting members 64 and 65 are disposed at a plurality of positions in the circumferential direction of the rotor 59, in the present embodiment, at two positions, separated from each other by an angle of 180 °. When the steering in the right direction and the right direction are performed at a low speed, the rotation of the rotor 59 is not regulated, and when the steering in the left direction is performed at a high speed, the first regulating member 64 regulates the rotation of the rotor 59. When the rightward steering is performed at a high speed, the second restricting member 64 restricts the rotation of the rotor 59.

  For this purpose, the first restricting member 64 is a second engaging member as a swinging member supported in the vicinity of the outer peripheral edge of the rotor 59 so as to be swingable around the support shaft st1 as a swing center. A stopper 71 as a portion, a pair of positioning members 72 which are arranged downstream of the support shaft st1 in the direction of the arrow A and spaced apart from each other in the radial direction of the rotor 59 and define the swing angle of the stopper 71. 73 and 73, and an actuator 91 as a position setting unit for setting the position of the stopper 71 and placing the stopper 71 at a normal position and a restriction position.

  The stopper 71 extends toward the upstream side from the support shaft st1 in the direction of arrow A, and the first arm portion m1 formed to extend toward the downstream side from the support shaft st1 in the direction of arrow A. A second arm portion m2 formed, and an engagement protrusion as an engagement protrusion for engaging a tooth 68 as a first engagement portion with a stopper 71 at the tip of the first arm portion m1. A mating protrusion 75 is formed.

  The actuator 91 moves the second arm part m2 toward the radially outer side and the radially inner side of the rotor 59, and the first arm part m1 is moved to the positioning member 72 as shown in FIG. 73 are selectively brought into contact with each other, and the stopper 71 is selectively placed at the normal position and the restriction position. In this way, the rotation of the steering shaft member 42 in the direction of arrow A is restricted.

  The second restricting member 65 is provided in the vicinity of the outer peripheral edge of the rotor 59, a stopper 81 as a second engaging portion supported in a swingable manner with the support shaft st2 as a swing center, and the direction of arrow B And a pair of positioning members 82 and 83 which are arranged at a predetermined interval in the radial direction of the rotor 59 and define the swing angle of the stopper 81, and support in the direction of arrow B The actuator 92 is provided upstream of the shaft st2 and serves as a position setting unit for placing the stopper 81 at the normal position and the restriction position.

  The stopper 81 extends toward the upstream side from the support shaft st2 in the arrow B direction, and the first arm part m1 formed to extend toward the downstream side from the support shaft st2 in the arrow B direction. An engagement protrusion 85 is formed as an engagement protrusion for engaging the teeth 68 and the stopper 81 at the tip of the first arm part m1. .

  The actuator 92 moves the second arm portion m2 toward the radially outer side and the radially inner side of the rotor 59, and as shown in FIG. 12, the first arm portion m1 is moved to the positioning member 82. , 83 are selectively brought into contact with each other, and the stopper 81 is selectively placed at the normal position and the restriction position. In this way, the rotation of the steering shaft member 42 in the arrow B direction is restricted.

  Next, the actuators 91 and 92 will be described with reference to FIGS. In this case, since the structures of the actuators 91 and 92 are the same, only the actuator 91 will be described.

  The actuator 91 includes a solenoid 93 as a position setting drive unit attached to a fixed portion 59a formed at a predetermined portion of the rotor 59, and the solenoid 93 and the tip of the second arm portion m2 of the stopper 71. A connecting element 94 to be connected and a spring 95 as an urging member for urging the second arm portion m2 outward in the radial direction of the rotor 59 so as to place the stopper 71 at the normal position.

  The solenoid 93 includes a coil portion 93a and a plunger 93b as an advance / retreat element, and a coil (not shown) is disposed on the coil portion 93a. In addition, the connecting element 94 is provided at the front end of the first connecting part 94a and the second arm part m2 rotatably supported by the plunger 93b at the front end of the plunger 93b along the advancing / retreating direction of the connecting element 94. A second connecting portion 94b that is rotatably and reciprocally (slidable) in the formed long groove 71a, and both ends of the first connecting portion 94a and the second connecting portion 94b. A pair of third connecting portions 94c that connect both ends of the first connecting portion 94c. The spring 95 has one end fixed to a fixing portion 59b formed at a predetermined portion of the rotor 59 and the other end fixed to the tip of the second arm portion m2. The spring constant of the spring 95 is such that when the rotor 59 is rotated, the second arm part m2 is moved radially inward of the rotor 59 by the centrifugal force generated in the first arm part m1. It is set so that it cannot be moved.

  A pair of electrodes tm1 and tm2 is formed on the surface of the rotor 59 facing the stopper 71, and an electrode tm3 is formed on the back surface of the second arm portion m2 of the stopper 71. A power circuit 96 is connected to the electrodes tm1 and tm2. Is connected. The electrodes tm1 to tm3 are formed of a highly conductive material, which is a copper plate in this embodiment.

  When no current is supplied (energized) to the coil and the actuator 91 is turned off, as shown in FIG. 13, the plunger 93b is placed in the forward position, and the connecting element 94 is also placed in the forward position. The second arm portion m2 is moved radially outward of the rotor 59 by the biasing force of the spring 95, the stopper 71 is placed at the normal position, and the second connecting portion 94b is the rotor of the long groove 71a. It is placed at the radially inward end 59 at 59. At this time, the electrodes tm1 to tm3 are connected as shown in FIG. 17, and a current can be supplied to the coil.

  When current is supplied to the coil and the actuator 91 is turned on, as shown in FIG. 15, the plunger 93b is placed in the retracted position, and the connecting element 94 is also placed in the retracted position. Then, the second arm part m2 is moved inward in the radial direction of the rotor 59 against the urging force of the spring 95, and the stopper 71 causes the first arm part m1 to contact the positioning member 73. The second connecting portion 94b is placed on the end portion en of the long groove 71a as it is in the restriction position.

  At this time, as shown in FIG. 18, the electrodes tm2 and tm3 are blocked, the supply of current to the coil is stopped, and the actuator 91 is turned off. As shown in FIG. 16, the plunger 93 b is placed in the advanced position, and the connecting element 94 is also placed in the advanced position. However, the frictional force generated between the engagement protrusion 75 and the teeth 68 causes the engagement protrusion 75 and the teeth 68 remain engaged and the stopper 71 remains in the restricted position. Therefore, the second connecting portion 94b is placed at the end portion et on the radially outer side of the rotor 59 of the long groove 71a.

  When the driver operates the handle bar 41a as the first operation unit and the steering member to rotate in the opposite direction (direction to return steering), the rotor 59 rotates in the opposite direction. Thus, the engagement between the engagement protrusion 75 and the tooth 68 is released. Accordingly, the second arm portion m2 is moved radially outward of the rotor 59 by the biasing force of the spring 95, and the stopper 71 is placed at the normal position. The second connecting portion 94b is placed at the end portion en on the radially inner side of the rotor 59 of the long groove 71a.

  Incidentally, in the present embodiment, when the steering speed ω is equal to or lower than the predetermined threshold value a, the solenoid 93 is turned off in the actuators 91 and 92. In that case, as shown in FIG. 10, the stopper 71 is placed at the normal position with the first arm portion m1 abutting against the positioning member 72, and the stopper 81 contacts the positioning member 82 with the first arm portion m1. It is placed in the normal position. Therefore, the stoppers 71 and 81 and the teeth 68 cannot be engaged.

  When the steering speed ω is higher than the predetermined threshold value a, when the rotor 59 is rotated in the arrow A direction, the actuator 91 is turned on and the actuator 92 is turned off. In this case, as shown in FIG. 11, the stopper 71 is placed at the restricting position with the first arm portion m1 abutting against the positioning member 73, and the stopper 81 touches the first arm portion m1 against the positioning member 82. It is placed in the normal position.

  Therefore, the engagement protrusion 75 is brought into contact with the first surface s1 of the tooth 68, and the stopper 71 and the tooth 68 are engaged. In this way, the rotation of the steering shaft member 42 in the direction of arrow A is restricted.

  When the steering speed ω is higher than the predetermined threshold value a, when the rotor 59 is rotated in the arrow B direction, the actuator 91 is turned off and the actuator 92 is turned on. In this case, as shown in FIG. 12, the stopper 71 is placed at the normal position with the first arm portion m1 abutting against the positioning member 72, and the stopper 81 contacts the positioning member 83 with the first arm portion m1. It is placed in a restricted position.

  Therefore, the engagement protrusion 85 is brought into contact with the second surface s2 of the tooth 68, and the stopper 81 and the tooth 68 are engaged. In this way, the rotation of the steering shaft member 42 in the arrow B direction is restricted.

  Next, the operation of the control unit when operating the steering restriction mechanism 56 will be described.

  FIG. 19 is a flowchart showing the operation of the control unit in the second embodiment of the present invention.

  When the tricycle 10 turns, the driver operates the handlebar 41a to rotate in a predetermined direction and performs steering. As the vehicle state determination processing unit and the operation state determination processing unit of the control unit, The steering speed determination processing means performs a steering speed determination process as a vehicle state determination process and an operation state determination process, reads the steering angle β, and calculates the steering speed ω by differentiating the steering angle β. (Acquire) and determine whether the steering speed ω is higher than the threshold value a (step S1).

  When the steering speed ω is higher than the threshold value a, the steering restriction processing means of the control unit performs a steering restriction process, turns on one of the actuators 91 and 92 (step S2), and turns on one of the stoppers 71 and 81. At the restricting position, the stopper 71 or the stopper 81 and the teeth 68 are engaged to restrict the rotation of the steering shaft member 42. Therefore, the steering shaft member 42 is not further rotated, and the steering angle β is maintained at the value when the rotation of the steering shaft member 42 is restricted.

  As described above, in the present embodiment, when the steering is performed at a high speed, the rotation of the steering shaft member 42 is restricted, and the steering angle β is a value when the rotation of the steering shaft member 42 is restricted. Since it does not become larger, the vehicle body can be tilted following the steering in the tilt control. Therefore, it is possible to prevent the driver and other passengers from feeling uncomfortable.

  Further, the actuators 91 and 92 are turned on and off depending on whether or not the steering speed ω is higher than the threshold value a, and the stoppers 71 and 81 are placed at the normal position or the restriction position. Can be placed in a restricted position.

  Then, electrodes tm1 and tm2 are formed on the rotor 59, electrodes tm3 are formed on the stopper 71, and when the stoppers 71 and 81 are placed at the normal positions, the electrodes tm1 to tm3 are connected and current can be supplied to the coil. When the state is reached and the stoppers 71 and 81 are placed at the restriction positions, the electrodes tm2 and tm3 are cut off and the supply of current to the coil is stopped. Therefore, a sensor for detecting the positions of the stoppers 71 and 81 Is not necessary. Therefore, the cost of the tricycle 10 can be reduced.

  By the way, when the lateral acceleration gL generated in the tricycle 10 is small, the turning stability is not lowered even if the turning of the steering shaft member 42 is not restricted.

  Therefore, when the lateral acceleration gL generated in the tricycle 10 is small, the rotation of the steering shaft member 42 can be prevented from being restricted. In that case, the lateral acceleration determination processing means of the control unit performs a lateral acceleration determination process, determines whether the lateral acceleration gL is less than or equal to the threshold value gLth, and if the lateral acceleration gL is greater than the threshold value gLth, the steering restriction of the control unit. The processing means restricts the rotation of the steering shaft member 42. When the lateral acceleration gL is equal to or less than the threshold value gLth, the steering restriction processing means does not restrict the rotation of the steering shaft member 42. Accordingly, the frequency of restricting the rotation of the steering shaft member 42 can be reduced.

  In the present embodiment, when the steering speed ω is higher than the threshold value a, the rotation of the steering shaft member 42 is restricted. However, if the vehicle speed v of the tricycle 10 is low, Even if the rotation of the steering shaft member 42 is not restricted, the turning stability is not lowered.

  Therefore, the threshold a of the steering speed ω is set in correspondence with the vehicle speed v. For example, when the vehicle speed v is equal to or lower than the threshold vth, the threshold a can be increased to a1 (> a).

  In that case, the vehicle speed determination processing means of the control unit performs vehicle speed determination processing, determines whether or not the vehicle speed v is higher than the threshold value vth, and when the vehicle speed v is higher than the threshold value vth, the threshold value change processing means of the control unit A threshold value changing process is performed to change the threshold value a to a1. The steering speed determination processing unit determines whether the steering speed ω is higher than the threshold value a1. Accordingly, the frequency of restricting the rotation of the steering shaft member 42 can be reduced.

  Further, in the present embodiment, when the steering speed ω is higher than the threshold value a, the rotation of the steering shaft member 42 is restricted, but when the lateral acceleration gL applied to the tricycle 10 is small. Even if the turning of the steering shaft member 42 is not restricted, the turning stability is not lowered.

  Therefore, the threshold a of the steering speed ω is set in correspondence with the lateral acceleration gL. For example, when the lateral acceleration gL is equal to or less than the threshold gLth, the threshold a can be increased to a1 (> a).

  In that case, the lateral acceleration determination processing means determines whether or not the lateral acceleration gL is equal to or less than a threshold value gLth. When the lateral acceleration gL is equal to or less than the threshold value gLth, the threshold value changing processing means changes the threshold value a. To a1. The steering speed determination processing unit determines whether the steering speed ω is higher than the threshold value a1. Accordingly, the frequency of restricting the rotation of the steering shaft member 42 can be reduced.

  Incidentally, when the vehicle speed v is low, the rotation of the steering shaft member 42 can be prevented from being regulated regardless of the steering speed ω. Therefore, a third embodiment of the present invention in which the rotation of the steering shaft member 42 is not restricted when the vehicle speed v of the tricycle 10 is low will be described. In addition, about the thing which has the same structure as 1st, 2nd embodiment, the same code | symbol is provided and the effect of the embodiment is used about the effect of the invention by having the same structure.

  FIG. 20 is a flowchart showing the operation of the control unit in the third embodiment of the present invention.

  In this case, the vehicle speed determination processing unit of the control unit determines whether or not the vehicle speed v is higher than the threshold value vth (step S11). If the vehicle speed v is higher than the threshold value vth, the steering speed determination processing unit determines that the steering angle β Is calculated by differentiating the steering angle β to determine whether the steering speed ω is higher than the threshold value a (step S12).

  When the steering speed ω is higher than the threshold value a, the steering restriction processing means turns on one of the actuators 91 and 92 as the position setting unit (step S13), and serves as the swing member and the second One of the stoppers 71 and 81 as the engaging portion is placed at the restriction position, and the rotation of the steering shaft member 42 is restricted.

  In this case, since the rotation of the steering shaft member 42 is not restricted when the vehicle speed v is equal to or less than the threshold value vth, the frequency of restricting the rotation of the steering shaft member 42 can be reduced. Therefore, for example, when the tricycle 10 is parked, the rotation of the steering shaft member 42 is not restricted even if the steering speed ω is high when a low speed and quick operation is required. The operability of the handle bar 41a as the operation unit and the steering member can be enhanced, and the tricycle 10 can be parked quickly and reliably.

  By the way, when the tricycle 10 is running, an external force may be applied to the wheel 12F due to the unevenness of the road surface 18 (FIG. 2), and the wheel 12F may be shaken to the left or right. In that case, the rotation is transmitted to the steering shaft member 42 via the front wheel fork 17 as the steering shaft support member, but the rotation angle of the steering shaft member 42 serves as a steering amount detection and as a steering angle detection unit. Is detected as the steering angle β by the steering shaft encoder 46, the rate of change of the rotation angle of the steering shaft member 42 is calculated as the steering speed ω in the steering speed determination process. If larger, the rotation of the steering shaft member 42 is restricted in the steering restriction process.

  Accordingly, a fourth embodiment of the present invention will be described in which the rotation of the steering shaft member 42 is not restricted when an external force is applied to the wheel 12F. In addition, about the thing which has the same structure as 1st, 2nd embodiment, the same code | symbol is provided and the effect of the embodiment is used about the effect of the invention by having the same structure.

  FIG. 21 is a flowchart showing the operation of the control unit in the fourth embodiment of the present invention.

  In this case, the external force determination processing means of the control unit performs the external force determination processing and detects the first torque detected by the handle side torque sensor 47 as the first torque detection unit and as the first torque sensor. The first torque Ts input to the steering shaft member 42 (the rotor 59 as the rotating member) from the handle bar 41a as the operating member and the steering member, and the second torque detecting unit, and The second torque Tt detected by the steering wheel side torque sensor 48 as the second torque sensor and input to the steering shaft member 42 from the wheel 12F is read and acquired, and the first torque Ts is the second torque. It is determined whether it is larger than Tt (step S21).

  When the first torque Ts is larger than the second torque Tt, the steering speed determination processing means reads the steering angle β, calculates the steering speed ω by differentiating the steering angle β, and the steering speed It is determined whether ω is higher than the threshold value a (step S22). If the steering speed ω is equal to or lower than the threshold value a, the control unit ends the process.

  When the steering speed ω is higher than the threshold value a, the steering restriction processing means turns on one of the actuators 91 and 92 as the position setting unit (step S23), and serves as the swing member and the second One of the stoppers 71 and 81 as the engaging portion is placed at the restriction position, and the rotation of the steering shaft member 42 is restricted.

  In this case, when an external force is applied to the wheel 12F by the unevenness of the road surface 18 and the wheel 12F is shaken to the left or right, the first torque Ts becomes equal to or less than the second torque Tt, and the control unit ends the process. Therefore, the rotation of the steering shaft member 42 is not restricted in the steering restriction process. Accordingly, the frequency of restricting the rotation of the steering shaft member 42 can be reduced.

  By the way, when the rotation of the steering shaft member 42 is restricted in the steering restriction process, the driver usually returns the handlebar 41a to the original. However, the driver travels the tricycle 10 without returning the handlebar 41a to the original. If it continues, turning stability may become low.

  Therefore, the fifth embodiment of the present invention is designed to prevent the turning stability from being lowered when the handlebar 41a is not operated after the turning of the steering shaft member 42 is restricted in the steering restriction process. Will be described. In addition, about the thing which has the same structure as 1st-4th embodiment, the same code | symbol is provided and the effect of the embodiment is used about the effect of the invention by having the same structure.

  FIG. 22 is a flowchart showing the operation of the control unit in the fifth embodiment of the present invention.

  In this case, the steering speed determination processing means reads the steering angle β, calculates the steering speed ω by differentiating the steering angle β, and determines whether the steering speed ω is higher than the threshold value a (step S31). . When the steering speed ω is higher than the threshold value a, the steering restriction processing means turns on one of the actuators 91 and 92 as the position setting unit (step S32), and the second engagement as the swing member. One of the stoppers 71 and 81 as a portion is placed at the restriction position, and the turning of the steering shaft member 42 is restricted.

  When the rotation of the steering shaft member 42 is restricted, the steering speed determination processing means determines whether or not the steering speed ω is 0 (zero) (step S33), and the steering speed ω is 0. In this case, the vehicle speed determination processing means determines whether or not the three-wheeled vehicle 10 is traveling based on whether or not the vehicle speed v is higher than 0 (step S34), and when the vehicle speed v is higher than 0, the braking processing means of the control unit. Performs a braking process, sets the braking force (deceleration acceleration) FB of the tricycle 10 to a predetermined value, in this embodiment, 0.1 G, and brakes the tricycle 10 with 0.1 G (step S35). G is a gravitational acceleration.

  For this purpose, the braking processing means reads the vehicle speed v, calculates a deceleration representing the rate of change of the vehicle speed v, and drives motors 51L and 51R as driving units for traveling so that the deceleration is 0.1G. Driven by regeneration. The electric power generated by regeneration is sent to the battery device.

  In this case, after the rotation of the steering shaft member 42 is restricted in the steering restriction process, the tricycle 10 can be braked when the tricycle 10 is running without the handlebar 41a being operated. It is possible to prevent the property from being lowered.

  Further, a failure may occur in the actuators 91 and 92, or the teeth 68 as the first engaging portion and the engaging protrusions 75 and 85 as the engaging protrusions may be engaged to release the engagement. Even when it becomes impossible, since the tricycle 10 can be braked, it is possible to prevent the turning stability from being lowered.

  Next, a sixth embodiment of the present invention will be described.

  FIG. 23 is a flowchart showing the operation of the control unit in the sixth embodiment of the present invention.

  In this case, the steering speed determination processing means reads the steering angle β, calculates the steering speed ω by differentiating the steering angle β, and determines whether the steering speed ω is higher than the threshold value a (step S41). . When the steering speed ω is higher than the threshold value a, the steering restriction processing means turns on one of the actuators 91 and 92 as the position setting section (step S42), and the second engagement as the swing member. One of the stoppers 71 and 81 as a portion is placed at the restriction position, and the turning of the steering shaft member 42 is restricted.

  When the rotation of the steering shaft member 42 is restricted, the steering speed determination processing unit determines whether the steering speed ω is 0 (step S43). If the steering speed ω is 0, The vehicle speed determination processing means determines whether or not the tricycle 10 is traveling based on whether the vehicle speed v is higher than 0 (step S44). When the vehicle speed v is higher than 0, the elapsed time determination processing means of the control unit Then, an elapsed time determination process is performed, the count value c of a timer (not shown) is incremented (step S45), and the elapsed time after the vehicle speed v is determined to be higher than 0, that is, the elapsed time t is a predetermined time, In the embodiment, it is determined whether it is longer than 2 [seconds] (step S46).

  When the elapsed time t is longer than 2 [seconds], the braking processing means sets the braking force (deceleration acceleration) FB of the tricycle 10 to the maximum value Fmax (step S47), and brakes the tricycle 10 with the maximum value Fmax. In the steering speed determination process, when the steering speed ω is equal to or less than the threshold value a, the elapsed time determination processing unit sets the count value c of the timer to zero.

  In this case, after the rotation of the steering shaft member 42 is restricted in the steering restriction process, the tricycle 10 can be stopped when the tricycle 10 is running without operating the handle bar 41a as the steering member. Therefore, it is possible to prevent the turning stability from being lowered.

  Further, a failure may occur in the actuators 91 and 92, or the teeth 68 as the first engaging portion and the engaging protrusions 75 and 85 as the engaging protrusions may be engaged to release the engagement. Even when it becomes impossible, the tricycle 10 can be stopped, so that it is possible to prevent the turning stability from being lowered.

  By the way, in the fourth embodiment, in the external force determination process, the second torque Tt input from the wheel 12F to the steering shaft member 42 is input to the steering shaft member 42 from the handle bar 41a. When the torque Ts is greater, the turning of the steering shaft member 42 is not restricted, but the turning stability may be lowered depending on the traveling environment. For example, when the driver is operating the handlebar 41a at a constant steering angle β, if a large external force is applied to the wheel 12F due to the unevenness of the road surface 18, and the wheel 12F is shaken greatly to the left or right, the vehicle turns. Stability will be lowered.

  Therefore, when the driver operates the handlebar 41a at a constant steering angle β, the seventh embodiment of the present invention is configured so that the rotation of the steering shaft member 42 can be regulated according to the traveling environment. Will be described. In addition, about the thing which has the same structure as 1st-6th embodiment, the same code | symbol is provided and the effect of the embodiment is used about the effect of the invention by having the same structure.

  FIG. 24 is a flowchart showing the operation of the control unit in the seventh embodiment of the present invention.

  Here, a case where the traveling environment is uneven on the road surface 18 will be described as an example. That is, a case where a large external force is applied to the wheel 12F due to unevenness of the road surface 18 will be described as an example.

  In this case, the external force determination processing means of the control unit steers from the first torque Ts input to the steering shaft member 42 from the handle bar 41a as the first operation unit and as the steering member, and the wheel 12F. The second torque Tt input to the shaft member 42 is read, and it is determined whether or not the second torque Tt is greater than the first torque Ts (step S51). The second torque Tt is greater than the first torque Ts. If it is larger, it is determined whether or not the second torque Tt is greater than a threshold value T ′ that is set sufficiently large in advance in absolute value (step S52).

  When the second torque Tt is larger than the threshold T ′, the steering speed determination processing means reads the steering angle β, calculates the steering speed ω by differentiating the steering angle β, and the steering speed ω is When the steering speed ω is 0, the steering restriction processing means turns on one of the actuators 91 and 92 as the position setting unit (step S54), and swings. One of the stoppers 71 and 81 as the moving member and the second engaging portion is placed at the restriction position to restrict the rotation of the steering shaft member 42.

  In this case, when the driver is operating the handlebar 41a at a constant steering angle β, the rotation of the steering shaft member 42 is restricted when a large external force is applied to the wheel 12F due to the unevenness of the road surface 18. Therefore, it is possible to prevent the turning stability from being lowered.

  In addition to the unevenness of the road surface 18, the traveling environment that affects the turning stability may include a slope in the width direction of the road surface 18, a step in the width direction of the road surface 18, and the like. For example, when traveling on a road, if the vehicle passes through a short section where the road surface is inclined in the width direction or a short section where a step in the width direction exists, the wheel 12F swings in the direction in which the vehicle body is inclined. Therefore, the turning stability is lowered.

  In such a case, a lateral acceleration sensor (not shown) is provided on the vehicle body, and the turning stability of the steering shaft member 42 is restricted by controlling the rotation of the steering shaft member 42 according to the lateral acceleration detected by the lateral acceleration sensor. Can be prevented.

  Specifically, a lateral acceleration sensor including a general acceleration sensor, a gyro sensor, or the like is disposed on, for example, the back surface of the riding section 11, and the lateral acceleration detected by the lateral acceleration sensor is larger than a predetermined threshold value. In this case, the steering restriction processing means turns on one of the actuators 91 and 92, places one of the stoppers 71 and 81 at the restriction position, and restricts the rotation of the steering shaft member 42. Thereby, when the vehicle body is inclined due to the inclination of the road surface 18 in the width direction, the step in the width direction of the road surface 18 or the like, the rotation of the steering shaft member 42 can be appropriately restricted, and the turning stability is lowered. Can be prevented.

  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.

  The present invention can be used for vehicles.

10 Tricycle 11c Frame member 41a Handle bar 58 Stator 59 Rotor 64, 65 First and second regulating member 68 Teeth 71, 81 Stopper

Claims (3)

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 steering member operated by an occupant;
A fixing member disposed at a predetermined location of the vehicle body and having a first engagement portion formed along an inner peripheral surface;
A rotating member that is rotatably arranged inward in the radial direction of the fixing member, and is rotated in accordance with an operation of the steering member;
A regulating member disposed on the outer peripheral edge of the rotating member and provided with a second engaging portion;
Steering speed detecting means for detecting a steering speed of the steering shaft;
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 steering speed of the steering shaft exceeds a predetermined threshold, the control device engages the second engagement portion with the first engagement portion and restricts the rotation of the rotation member. A vehicle characterized in that the vehicle speed is reduced by braking.   2. The vehicle according to claim 1, wherein the control device generates a maximum braking force when a predetermined time has elapsed after the start of restriction of rotation of the steering shaft.   2. The control device releases the braking and releases the engagement between the second engagement portion and the first engagement portion when steering is performed after the start of the restriction of the rotation of the steering shaft. Or the vehicle according to 2;

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