JP2012017041A - Steering angle switching control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering angle switching control device that makes a saddle riding type vehicle stably travel when steering a handle.SOLUTION: A steering angle switching control device which includes a frame 2, and steering parts 3, 6 which revolve to the frame 2, and switches the maximum steering angle of the steering parts 3, 6 includes: a moving member 61 which revolves together with the steering parts 3, 6; a motor 62 which moves a moving member 61; a regulation part 2b which is prepared in the frame 2 and regulates the rotation angle of the moving member 61; a steering angular velocity detection sensor 101 which detects steering angular velocity of the steering parts 3, 6; a control part 110 which controls the motor 62 according to the angular velocity detected by the steering angular velocity sensor 101 and makes the vehicle given braking force, according to the traveling state of the vehicle, while changing the angle until the moving member 61 is regulated by the regulation part 2b.

Description

  The present invention relates to a steering angle switching control device, and more particularly, to a steering angle switching control device for a saddle type vehicle.

  Conventionally, in a saddle-ride type vehicle, there has been a technique of providing a stopper that regulates the steering angle of a steering wheel (see Patent Document 1).

JP 2006-182116 A

  However, in the structure of the invention described in Patent Literature 1, since the steering angle to be regulated is constant, there is a possibility that the steering wheel rotates more than expected when the steering wheel is suddenly operated, and the vehicle becomes unstable.

  The present invention solves the above-described problems, and an object of the present invention is to provide a steering angle switching control device that allows a saddle riding type vehicle to travel stably during steering of a steering wheel.

  To this end, the present invention provides a steering angle switching control device that switches a maximum steering angle of the steering unit including a frame and a steering unit that rotates with respect to the frame, a moving member that rotates together with the steering unit, An actuator for moving the moving member; a restricting portion provided on the frame for restricting a rotation angle of the moving member; a steering angular velocity detecting means for detecting a steering angular velocity of the steering section; and an angular velocity detected by the steering angular velocity detecting means And a control unit that controls the actuator to change an angle until the moving member is regulated by the regulating unit and to apply a braking force to the vehicle according to a traveling state of the vehicle. It is characterized by.

  Further, the control unit is characterized in that the angle until the moving member is regulated by the regulating unit is reduced as the steering angular velocity of the steering unit is faster.

  In addition, vehicle speed detection means for detecting a vehicle speed is further provided, and the control unit applies braking force to the vehicle according to the vehicle speed detected by the vehicle speed detection means.

  According to the first aspect of the present invention, in the steering angle switching control device that switches the maximum steering angle of the steering unit including a frame and a steering unit that rotates with respect to the frame, the movement that rotates together with the steering unit. A member, an actuator that moves the moving member, a restricting portion that is provided on the frame and restricts a rotation angle of the moving member, a steering angular velocity detecting unit that detects a steering angular velocity of the steering unit, and the steering angular velocity detecting unit A control unit that controls the actuator according to the detected angular velocity, changes an angle until the moving member is regulated by the regulating unit, and applies a braking force to the vehicle according to a traveling state of the vehicle; Therefore, it is possible to cope with the state of the vehicle in detail, reducing the unstable state of the vehicle when steering the steering wheel, and braking force. Imparting to, it is possible to reduce the unstable state of the vehicle by decelerating.

  According to the second aspect of the present invention, the control unit reduces the angle until the moving member is regulated by the regulating unit as the steering angular velocity of the steering unit is faster. It is possible to cope with the situation finely, and when the steering wheel is suddenly steered, the steering angle is restricted to be small and an unstable state can be reduced.

  According to the invention of claim 3, further comprising vehicle speed detecting means for detecting a vehicle speed, and the control unit applies a braking force to the vehicle according to the vehicle speed detected by the vehicle speed detecting means. The state of the vehicle can be determined based on the vehicle speed and can be controlled accurately.

It is a front view which shows the three-wheeled vehicle using the steering angle switching mechanism of embodiment which concerns on this invention. It is a side view showing a three-wheeled vehicle using a steering angle switching mechanism of an embodiment according to the present invention. It is the figure which looked at CC cross section of FIG. 1 from the arrow direction. It is the figure which looked at the DD cross section of FIG. 1 from the arrow direction. It is a figure which shows the state in which the rear wheel inclined. It is a figure which shows the steering angle switching mechanism vicinity of this embodiment which expanded the E section of FIG. It is the figure which looked at FIG. 6 from the front. FIG. 7 is a cross-sectional view of a plane including the steering axis SA of FIG. 6 and orthogonal to the motor axis MA. It is sectional drawing of the surface containing the steering shaft SA and the motor shaft MA at the time of a straight drive state. It is a schematic diagram of the JJ cross section of FIG. It is a figure which shows the steering angle switching mechanism in case a motor does not operate even if a steering wheel is steered. It is a schematic diagram of the KK cross section of FIG. It is a figure which shows the steering angle switching mechanism when a steering wheel steers and a motor act | operates. FIG. 14 is a cross-sectional view of a plane including the motor shaft MA and the steering shaft SA of FIG. 13. It is a schematic diagram of the LL cross section of FIG.13 and FIG.14. It is a block diagram corresponding to steering angle switching mechanism control. It is a flowchart of 1st Embodiment of steering angle switching mechanism control. It is a flowchart of 2nd Embodiment of steering angle switching mechanism control. It is a flowchart of 3rd Embodiment of steering angle switching mechanism control.

  Hereinafter, an embodiment as an example of the present invention will be described with reference to the drawings.

  1 and 2 are views showing a three-wheeled vehicle using the steering angle switching mechanism of the present embodiment. FIG. 1 is a front view of the three-wheeled vehicle, and FIG. 2 is a side view of the three-wheeled vehicle. The direction of arrow A in FIG. 1 is the width direction, the direction of arrow B in FIG. 2 is the front, and the opposite is the rear.

  First, the three-wheeled vehicle 1 will be described.

  The three-wheeled vehicle 1 has a front wheel 4 via a front fork 3 as a steering unit in front of the body frame 2, and two rear wheels 5 a and 5 b on both sides of the center line in the width direction behind the body frame 2. Have. In front of the body frame 2, there is a handle 6 as a steering part for operating the front wheel 4, and a front cowl 7 is provided in front of a handle post 6 a as a steering part for connecting the handle 6 and the front fork 3, and Is provided with a handle post cover 8. A low floor type floor 9 is provided behind the handle post cover 8, and a seat cowl 10 rises behind the low floor type floor 9. A seat 11 is placed on the seat cowl 10. Further, the seat 11 is provided with a backrest 12, and a loading platform 13 connected to the vehicle body frame 2 extends from the backrest 12 toward the rear. Further, a rear frame 22 that is connected to the vehicle body frame 2 via the connecting member 21 so as to be rotatable in the pitch direction or the vertical direction is provided from below the low floor type floor 9. The rear frame 22 extends from below the low floor type floor 9 to below the loading platform 13 and supports the rear wheel 5.

  Next, the configuration near the rear wheel 5 will be described. 3 is a view of the DD cross section of FIG. 1 as viewed from the direction of the arrow D, FIG. 4 is a view of the EE cross section of FIG. 1 as viewed from the direction of the arrow E, and FIG. It is.

  As shown in FIG. 3, the support members include a rear frame 22, a first support frame 23 as a first support member extending downward from the front side of the loading platform 13 shown in FIG. 2 of the rear frame 22, and the rear frame 22. A second support frame 24 as a second support member connected to the first support frame 23 below and extending in the front-rear direction, and extending downward from the rear side of the loading platform 13 of the rear frame 22 and the rear of the first support frame 23. 2 and a third support frame 25 as a third support member connected to the support frame 24. The second support frame 24 and the third support frame 25 may be integrally formed.

  A fixing portion 31a such as a case of a motor 31 for tilting the rear wheel is connected and fixed to the rear frame 22 by a motor coupling member 30 for tilting the rear wheel. The rotating portion 31b of the rear wheel tilt motor 31 is connected to a shaft-integrated link member 33 as a first link member through a speed reducer 32 in the front. The rotation of the rear wheel tilt motor 31 is decelerated by the speed reducer 32 and output to the shaft integrated link member 33.

  As shown in FIG. 4, the three-wheeled vehicle 1 includes a link mechanism formed by a shaft-integrated link member 33, a second link member 28, and left and right wheel motor brackets 42 as the third link member and the fourth link member. L.

  The shaft-integrated link member 33 is rotatably supported by the first support frame 23 through the first bearing 35 in the front, passes through the rear wheel tilt motor 31 and the speed reducer 32, and is rearwardly connected to the third support frame 25 by the third support frame 25. The shaft portion 33 a is rotatably supported via the two bearings 36 and is rotatably connected to the rear first link member 26.

  As shown in FIG. 4, the shaft-integrated link member 33 is provided integrally with the shaft portion 33a and extends in the vehicle body width direction when the three-wheeled vehicle 1 is in the straight traveling state, and with respect to the axial direction of the shaft portion 33a. And a flange portion 33c projecting in a direction orthogonal to each other.

  By providing the shaft portion 33a and the link portion 33b integrally, the number of parts can be reduced and the cost can be reduced. Moreover, it becomes possible to reduce space and mass by reducing the number of parts. Furthermore, it becomes possible to reduce the play of the part which connects components.

  The shaft portion 33a does not necessarily have to penetrate the rear wheel tilt motor 31 and the speed reducer 32. In this case, the rear first link member 26 only needs to be rotatably supported by the third support frame 25.

  The shaft-integrated link member 33 and the rear first link member 26 are respectively connected to the upper side of the first wheel motor bracket 42R as the first wheel support member 42 that supports the first wheel motor 41R at one end in the vehicle width direction. The second wheel motor bracket 42L serving as a second wheel support member that is rotatably connected via the shaft 27R and supports the second wheel motor 41L at the other end and rotatable via the second connection shaft 27L. It is connected to.

  The front second link member 28a as the second link member is pivotally connected to the front side of the second support frame 24 at the center portion in the vehicle width direction. The rear second link member 28b is rotatably connected to the rear side of the second support frame 24.

  Further, the front second link member 28a and the rear second link member 28b are respectively provided below the first wheel motor bracket 42R as a third link member that supports the first wheel motor 41R on one end side in the vehicle width direction and the third. The second wheel motor bracket 42L as a fourth link member that is rotatably connected via the connecting shaft 29R and supports the second wheel motor 41L on the other end side, and rotated via the fourth connecting shaft 29L. Connected as possible.

  FIG. 5 is a view showing a state in which the rear wheel 5 is tilted by the power of the rear wheel tilt motor 31. If the rear wheel tilt motor 31 is rotated counterclockwise when viewed from the front, the rotation of the rear wheel tilt motor 31 is decelerated by the speed reducer 32 shown in FIG. The integral link member 33 is rotated counterclockwise. When the shaft-integrated link member 33 rotates in the counterclockwise direction, the first support frame 23 rotates in the clockwise direction in the opposite direction to the shaft-integrated link member 33 by the reaction, and the link mechanism L operates.

  As shown in FIG. 5, the link mechanism L includes a shaft-integrated link member 33, a rear first link member 26 (not shown), a front second link member 28a, and a rear second link member 28b (not shown) counterclockwise as viewed from the front. The first wheel motor bracket 42R and the second wheel motor bracket 42L rotate in the clockwise direction. And the rear wheel 5 inclines. Together with the first wheel motor bracket 42R and the second wheel motor bracket 42L, it rotates clockwise and the rear wheel 5 tilts.

  If the rear wheel tilt motor 31 is rotated clockwise as viewed from the front, the first wheel motor bracket 42R and the second wheel motor bracket 42L are rotated counterclockwise, and the rear wheel 5 is tilted.

  Next, the steering angle switching mechanism S of this embodiment will be described.

  The steering angle switching mechanism S of the present embodiment can be applied to general straddle-type vehicles, but is particularly effective when applied to vehicles such as the three-wheeled vehicle or the buggy shown in FIGS. Play. Many common straddle-type vehicles such as two-wheeled vehicles turn with the body tilted when turning, but the three-wheeled vehicle or the buggy vehicle shown in FIGS. 1 to 5 turns by steering the steering wheel. To do. Therefore, when the steering wheel is suddenly operated, the steering wheel may rotate more than expected, and the vehicle may become unstable without being able to turn completely. In such a case, the steering angle switching mechanism S of the present embodiment can make the vehicle travel stably.

  6 is a view showing the vicinity of the steering angle switching mechanism S of the present embodiment in which the portion E of FIG. 2 is enlarged, FIG. 7 is a view of FIG. 6 viewed from the front, FIG. 8 includes a steering shaft SA, and a motor shaft MA. It is sectional drawing of the surface orthogonal to.

  As shown in FIGS. 6 to 8, the handle post 6a connected to the handle 6 is rotatably inserted into a hollow post receiving portion 2a connected to the vehicle body frame 2 by welding or the like. Further, the lower end portion of the handle post 6a is fixed to the front fork 3, and the handle 6, the handle post 6a and the front fork 3 as the steering portion shown in FIG. 2 rotate together. Below the post receiving portion 2a, a restricting portion 2b for restricting the steering angle, which is the rotation angle of the handle post 6a, is provided. The restricting portion 2b is disposed at a predetermined angle with a space behind the front fork 3.

  Further, the front fork 3 is provided with an opening 3a on the front side. Inside the front fork 3 corresponding to the opening 3a, a stopper 61 as a moving member and a ball screw 63 as a shaft member are provided. The ball screw 63 passes through the front fork 3 and is connected to a motor 62 as an actuator attached to the outer periphery. The stopper 61 is movably attached by the operation of the ball screw 63, and one first stopper 61a and one second stopper 61b are provided on both sides of the steering shaft SA. The first stopper 61a and the second stopper 61b each protrude forward from the opening 3a. Further, when the motor 62 is driven to rotate in one direction, the ball screw 63 is actuated to move the first stopper 61a and the second stopper 61b away from each other. When the motor 62 is driven to rotate in the other direction, the ball screw 63 is actuated to move the first stopper 61a and the second stopper 61b so as to approach each other.

  FIG. 9 is a cross-sectional view of a plane including the steering shaft SA and the motor shaft MA in a straight traveling state, and FIG. 10 is a schematic view of the JJ cross section of FIG.

  As shown in FIG. 9, in the straight traveling state, the motor 62 does not operate, and the first stopper 61a and the second stopper 61b are in contact with each other with the steering shaft SA interposed therebetween. In this state, as shown in FIG. 10, the first angle α is a rotatable angle as the steering angle. The first stopper 61a and the second stopper 61b are not necessarily in contact with each other in the straight traveling state.

  FIG. 11 is a diagram showing a steering angle switching mechanism when the motor does not operate even when the steering wheel is steered, and FIG. 12 is a sectional view taken along the line KK of FIG.

  As shown in FIG. 11, when the driver steers the handle 6, the front fork 3 rotates through the handle post 6a, and the stopper 61 and the like also rotate.

  In the present embodiment, in a state where the motor 62 does not operate even when the handle 6 is steered, as shown in FIG. 12, when the front fork 3 rotates by the first angle α, the second stopper 61b contacts the restricting portion 2b. Therefore, the steering angle of the handle 6 is restricted to the first angle α. When the driver steers the handle 6 in the reverse direction, the first stopper 61a comes into contact with the restricting portion 2b.

  Next, a case where the motor 62 is operated by steering the handle 6 will be described. 13 is a view showing a steering angle switching mechanism when the motor 62 is operated by steering the handle 6, FIG. 14 is a cross-sectional view in a plane including the motor shaft MA and the steering shaft SA in FIG. 13, and FIG. It is LL sectional drawing of.

  As shown in FIG. 13, when the driver steers the handle 6 and the motor 62 operates, the motor 62 rotates and the ball screw 63 is operated as shown in FIG. The first stopper 61a and the second stopper 61b move away from the steering shaft SA. Therefore, as shown in FIG. 15, when the front fork 3 rotates by the second angle β, the second stopper 61b comes into contact with the restricting portion 2b, so that the rotation angle of the handle 6 is smaller than the first angle α. It is regulated to the second angle β. When the driver steers the handle 6 in the reverse direction, the first stopper 61a comes into contact with the restricting portion 2b.

  A control device for the steering angle switching mechanism having such a structure will be described.

  FIG. 16 is a block diagram corresponding to the steering angle switching control device. FIG. 16 shows all the block elements of the first to third embodiments described later, but each embodiment may use all the elements, and may apply the necessary block elements. . In each embodiment, the detected values of the steering angular velocity sensor 101, the lateral acceleration sensor 103, the steering wheel side torque sensor 104, the front fork side torque sensor 105, and the steering angle sensor 106 are determined based on the magnitude, but the steering right The direction may be positive and the steering left direction negative, or vice versa, and the positive / negative direction may be determined and determined by the absolute value of each detected value.

  FIG. 17 is a flowchart of the first embodiment of the steering angle switching control.

  Among the block elements shown in FIG. 16, in the steering angle switching control device of the first embodiment, the control unit 110 controls the rotation of the motor 62 according to the angular velocity detected by the steering angular velocity sensor 101 as the steering angular velocity detection means. To do. Thereafter, the control unit 110 regeneratively brakes the wheel motor 41 in accordance with the steering angle detected by the steering angle sensor 106 as the steering angle detection means and the vehicle speed detected by the vehicle speed sensor 102 as the vehicle speed detection means. . Note that the steering angle may be obtained by calculating the detection value of the steering angular velocity sensor 101 without using the steering angle sensor 106. Further, a steering angular acceleration sensor may be used. Further, the braking force may be applied by controlling a brake (not shown).

  As shown in FIG. 17, first, in step 11, the steering angular velocity of the handle 6, the handle post 6a or the front fork 3 as the steering unit detected by the steering angular velocity sensor 101 is acquired (ST11). Next, in step 12, it is determined whether or not the steering angular velocity ω acquired in step 1 is equal to or less than a predetermined value a (ST12).

  In step 12, when the steering angular velocity ω is equal to or smaller than the predetermined value a, in step 13, as shown in FIGS. 11 and 12, the first steering angle θ at which the stopper 61 is regulated by the regulating part 2b is determined in advance. The control unit 110 controls the motor 62 so that the value α becomes (ST13). In this embodiment, the motor 62 is not rotated and the stopper 61 is not moved.

  In step 12, when the steering angular velocity ω is larger than the predetermined value a, in step 14, the steering angle θ at which the stopper 61 is regulated by the regulating portion 2b is set to the first value α as shown in FIGS. The control unit 110 controls the motor 62 to move the stopper 61 so that the predetermined second value β is smaller than (ST14).

  Next, in step 15, the steering angle Ψ detected by the steering angle sensor 106 is acquired (ST15). Next, in order to confirm whether or not the steering is returned in Step 16, it is determined whether or not the steering angle Ψ acquired in Step 15 is the second value β (ST16).

  In step 16, if the steering angle Ψ is not the second value β, the control is terminated and the process returns to the start.

  If the steering angle Ψ is the second value β in step 16, the vehicle speed v detected by the vehicle speed sensor 102 is acquired in step 17 (ST17). Next, in step 18, it is determined whether or not the vehicle speed v acquired in step 17 is greater than 0 in order to confirm whether or not the vehicle is traveling (ST18).

  In step 18, if the vehicle speed v is 0, the control is terminated and the process returns to the start.

  In step 18, when the vehicle is running and the vehicle speed v is greater than 0, in step 19, the wheel motor 41 applies a regenerative braking force at a predetermined value, for example, 0.1 G, and decelerates (ST19). Return.

  In the control according to the first embodiment, it is possible to respond finely to the state of the vehicle, and it is possible to reduce the unstable state of the vehicle such as when the steering wheel 6 is steered, especially when the steering wheel is suddenly operated. Further, when it is determined that the vehicle is in an unstable state, it is possible to further reduce the unstable state of the vehicle by applying a braking force and decelerating.

  FIG. 18 is a flowchart of the second embodiment of the steering angle switching control.

  Among the block elements shown in FIG. 16, in the steering angle switching control device of the second embodiment, the control unit 110 controls the rotation of the motor 62 according to the angular velocity detected by the steering angular velocity sensor 101 as the steering angular velocity detection means. To do. Thereafter, the control unit 110 regeneratively brakes the wheel motor 41 in accordance with the steering angle detected by the steering angle sensor 106 as the steering angle detection means and the vehicle speed detected by the vehicle speed sensor 102 as the vehicle speed detection means. . Note that the steering angle may be obtained by calculating the detection value of the steering angular velocity sensor 101 without using the steering angle sensor 106. Further, a steering angular acceleration sensor may be used. Further, the braking force may be applied by controlling a brake (not shown).

  As shown in FIG. 18, first, in step 21, the timer is set to an initial value T = 0 (ST1). Subsequently, in step 22, the steering angular velocity of the handle 6, the handle post 6a or the front fork 3 detected by the steering angular velocity sensor 101 is acquired (ST22). Next, in step 23, it is determined whether or not the steering angular velocity ω acquired in step 1 is equal to or less than a predetermined value a (ST23).

  In step 23, when the steering angular velocity ω is equal to or smaller than the predetermined value a, in step 24, as shown in FIGS. 11 and 12, the first steering angle θ at which the stopper 61 is regulated by the regulating portion 2b is determined in advance. The control unit 110 controls the motor 62 so that the value α becomes (ST24). In this embodiment, the motor 62 is not rotated and the stopper 61 is not moved.

  In step 23, when the steering angular velocity ω is larger than the predetermined value a, in step 25, as shown in FIGS. 13 to 15, the steering angle θ at which the stopper 61 is regulated by the regulating portion 2b is the first value α. The control unit 110 controls the motor 62 to move the stopper 61 so that the predetermined second value β is smaller (ST25).

  Next, in step 26, the steering angle Ψ detected by the steering angle sensor 106 is acquired (ST26). Next, in order to confirm whether or not the steering is returned in step 27, it is determined whether or not the steering angle Ψ acquired in step 55 is the second value β (ST27).

  In step 27, if the steering angle Ψ is not the second value β, the control is terminated and the process returns to the start.

  If the steering angle ψ is the second value β in step 27, the vehicle speed v detected by the vehicle speed sensor 102 is acquired in step 57 (ST28). Next, in step 29, in order to confirm whether or not the vehicle is running, it is determined whether or not the vehicle speed v acquired in step 57 is greater than 0 (ST29).

  In step 29, if the vehicle speed v is 0, the control is terminated and the process returns to the start.

  In step 29, if the vehicle is traveling and the vehicle speed v is greater than 0, in step 210, the time of the timer is set to T = T + 1 in order to grasp the time during which the vehicle is traveling with the maximum steering angle (ST210). Subsequently, in step 211, it is determined whether T is longer than a predetermined time Ta, for example, 2 seconds (ST211).

  In step 211, if the timer time T is shorter than the predetermined time Ta, the process returns to step 26.

  In step 211, when the time T of the timer is longer than the predetermined time Ta, in step 212, the maximum regenerative braking force is applied by the wheel motor 41 to stop (ST212), and the process returns to step 26.

  In the control of the second embodiment, it is possible to cope with the state of the vehicle finely, and it is possible to reduce the unstable state of the vehicle such as when the steering wheel 6 is steered, particularly when the steering wheel is suddenly operated. In addition, when it is determined that the vehicle continues to be unstable, it is possible to further reduce the unstable state of the vehicle by applying braking force and decelerating.

  FIG. 19 is a flowchart of the third embodiment of the steering angle switching control.

  Among the block elements shown in FIG. 16, in the steering angle switching control device of the third embodiment, the control unit 110 controls the rotation of the motor 62 according to the angular velocity detected by the steering angular velocity sensor 101 as the steering angular velocity detection means. To do. In addition, when the angular velocity detected by the steering angular velocity sensor 101 is larger than a predetermined value, the control unit 110 controls the wheel motor 41 to perform regenerative braking. Note that the steering angular velocity may be obtained by calculating a detection value by integration or the like using a steering angular acceleration sensor. Further, the braking force may be applied by controlling a brake (not shown).

  As shown in FIG. 19, first, in step 31, the steering angular velocity of the handle 6, the handle post 6a or the front fork 3 as the steering unit detected by the steering angular velocity sensor 101 is acquired (ST31). Next, in step 32, it is determined whether or not the steering angular velocity ω acquired in step 31 is greater than a predetermined value b (ST32).

  If the steering angular velocity ω is greater than the predetermined value b in step 32, the maximum regenerative braking force is applied by the wheel motor 41 in step 33 (ST33), the control is terminated, and the process returns to the start.

  If the steering angular velocity ω is equal to or smaller than the predetermined value b in step 32, it is determined in step 34 whether the steering angular velocity ω acquired in step 31 is equal to or smaller than the predetermined value a (ST34).

  In step 34, when the steering angular velocity ω is equal to or smaller than the predetermined value a, in step 35, as shown in FIGS. 11 and 12, the first steering angle θ at which the stopper 61 is regulated by the regulating part 2b is determined in advance. The control unit 110 controls the motor 62 so that the value α becomes (ST35), ends the control, and returns to the start. In this embodiment, the motor 62 is not rotated and the stopper 61 is not moved.

  If the steering angular velocity ω is larger than the predetermined value a in step 34, the steering angle θ at which the stopper 61 is regulated by the regulating part 2b is set to the first value α in step 36 as shown in FIGS. The controller 110 controls the motor 62 to move the stopper 61 (ST36) so that the predetermined second value β is smaller than that (ST36), the control is terminated, and the process returns to the start.

  In the control according to the third embodiment, it is possible to respond finely to the state of the vehicle, and it is possible to reduce the unstable state of the vehicle when the handle 6 is steered. In addition, when the vehicle suddenly handles, it is possible to reduce the unstable state of the vehicle by applying braking force and decelerating.

  As described above, according to the embodiment of the present invention, the steering angle switching control for switching the maximum steering angle of the steering units 3 and 6 including the frame 2 and the steering units 3 and 6 that rotate with respect to the frame 2. In the apparatus, a moving member 61 that rotates together with the steering units 3 and 6, a motor 62 that moves the moving member 61, a regulating unit 2 b that is provided on the frame 2 and regulates the rotation angle of the moving member 61, and the steering units 3 and 6. The steering angular velocity sensor 101 for detecting the steering angular velocity of the vehicle, the motor 62 is controlled in accordance with the angular velocity detected by the steering angular velocity sensor 101, and the angle until the moving member 61 is regulated by the regulating unit 2b is changed. And a controller 110 that applies braking force to the vehicle in accordance with the running state, so that the vehicle state can be dealt with finely and the vehicle is unstable when steering the steering wheel. While reducing the braking force imparted, it is possible to reduce the unstable state of the vehicle by decelerating.

  In addition, as the steering angular velocity of the steering units 3 and 6 increases, the control unit 110 decreases the angle until the moving member 61 is regulated by the regulating unit 2b. When the steering wheel is suddenly steered, the steering angle is restricted to be small, and the unstable state can be reduced.

  Further, the vehicle speed sensor 102 for detecting the vehicle speed is further provided, and the control unit 110 applies a braking force to the vehicle according to the vehicle speed detected by the vehicle speed sensor 102, so that the state of the vehicle can be determined based on the vehicle speed. It becomes possible to control accurately.

  DESCRIPTION OF SYMBOLS 1 ... Three wheel vehicle, 2 ... Body frame (frame), 2a ... Post receiving part, 2b ... Restriction part, 3 ... Front fork (steering part), 4 ... Front wheel, 5 ... Rear wheel, 6 ... Steering wheel (steering part), 6a ... handle post (steering part), 22 ... rear frame (support member), 23 ... first support frame (support member), 24 ... second support frame (support member), 25 ... third support frame (support member) 28a: Front second link member (second link member), 31: Rear wheel tilt motor, 32: Reduction gear, 33 ... Shaft integrated link member (first link member), 41 ... Wheel motor, 42R ... Wheel motor cover (Third link member), 42L ... wheel motor cover (fourth link member), 61 ... stopper (moving member), 62 ... motor (actuator), L ... link mechanism, 101 ... steering angular velocity Capacitors (steering angular velocity detection means), 102 ... vehicle speed sensor (vehicle speed detecting means), 106 ... steering angle sensor (steering angle detection means), 110 ... control unit

Claims (3)

Frame,
A steering unit that rotates relative to the frame;
In the steering angle switching control device for switching the maximum steering angle of the steering unit comprising:
A moving member that rotates together with the steering unit;
An actuator for moving the moving member;
A restricting portion that is provided on the frame and restricts a rotation angle of the moving member;
Steering angular velocity detecting means for detecting a steering angular velocity of the steering section;
The actuator is controlled in accordance with the angular velocity detected by the steering angular velocity detecting means, the angle until the moving member is regulated by the regulating unit is changed, and the braking force is applied to the vehicle in accordance with the traveling state of the vehicle. A control unit to be assigned,
A steering angle switching control device comprising: 2. The steering angle switching control device according to claim 1, wherein the control unit reduces an angle until the moving member is regulated by the regulating unit as the steering angular velocity of the steering unit is faster. Vehicle speed detecting means for detecting the vehicle speed further,
The steering angle switching control device according to claim 1, wherein the control unit applies a braking force to the vehicle according to a vehicle speed detected by the vehicle speed detection unit.

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