JP2013023018A - Apparatus and method for controlling tilting of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve precision of control to tilt a vehicle body inside of a turn during turning traveling.SOLUTION: A target ground tilting angle φ* is calculated at which a vehicle body is tilted to the inside of turning along a rolling direction during turning traveling, a compensation amount φr is calculated which corresponds to a rolling movement amount to the outside of the turning during the turning traveling. In accordance with the target ground tilting angle φ* and the compensation amount φr, drive of a drive motor 3 is controlled. Furthermore, in accordance with a vehicle model (Gy0(s)) having a primary response delay characteristic, the compensation amount φr is calculated in accordance with a lateral acceleration, a time constant of the vehicle model (Gy0(s)) is determined in accordance with a ratio of roll equivalent viscosity Cand roll rigidity K. Moreover, in accordance with a vehicle model (Gy(s)), the lateral acceleration of the vehicle body is estimated according to a steering operation of a driver and a vehicle speed, and the compensation amount φr is calculated in accordance with the estimated lateral acceleration.

Description

  The present invention relates to a vehicle body tilt control device and a vehicle body tilt control method.

  The prior art described in Patent Document 1 discloses that the vehicle body is tilted inwardly by turning the bell crank of the suspension by an actuator according to the steering operation of the driver during turning.

Japanese Utility Model Publication No. 56-93311

However, since a roll motion corresponding to the lateral acceleration occurs during turning, a difference may occur between the target inclination angle with respect to the ground when the vehicle body is tilted and the actual inclination angle.
The subject of this invention is improving the precision of the control which tilts a vehicle body inside turning at the time of turning driving | running | working.

  In order to solve the above problems, an actuator for tilting the vehicle body along the roll direction is provided, and a target tilt angle for tilting the vehicle body inward along the roll direction during turning is determined according to the driver's steering operation. calculate. Further, a compensation amount corresponding to the roll motion to the outside of the turn during turning is calculated according to the lateral acceleration of the vehicle body, and the actuator is driven and controlled according to the target inclination angle and the compensation amount.

  According to the apparatus of the present invention, the amount of compensation corresponding to the roll motion to the outside of the turn is calculated according to the lateral acceleration, and the actuator is driven and controlled according to the target inclination angle and the amount of compensation, thereby turning the vehicle. In some cases, it is possible to improve the accuracy of control for tilting the vehicle body inward of the turn.

It is a schematic diagram of vehicle body tilting. It is the schematic of a suspension structure. 1 is a schematic configuration diagram of an entire vehicle. It is a functional block diagram which shows a vehicle body tilt control process. It is a flowchart which shows a vehicle body tilt control process. It is a figure explaining the influence of the roll motion with respect to a vehicle body tilt. It is a time chart which shows an effect. It is a figure which shows a simulation result. It is a block diagram which shows the vehicle body tilt control process of 2nd Embodiment. It is a schematic block diagram of the whole vehicle which shows 3rd Embodiment. It is a block diagram which shows 3rd Embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
<< First Embodiment >>
"Constitution"
FIG. 1 is a schematic diagram of vehicle body tilting.
A vehicle body 2 is suspended from the wheel 1 via a suspension, and the suspension can tilt the vehicle body 2 by driving a drive motor 3. Specifically, the vehicle body 2 is tilted inward during turning.

FIG. 2 is a schematic view of the suspension structure.
Since the suspension structure of the left and right wheels is the same structure that is symmetrical to the left and right, only the left wheel side will be described here. This suspension is a double wishbone suspension, and a knuckle (upright) 11 that supports the wheel 1 is swingable via an upper link 12 and a lower link 13 on the vehicle body frame 14. It is connected to.

The upper link 12 is composed of an A arm, and each of the wheel side attachment point and the vehicle body side attachment point is connected to the knuckle 11 and the vehicle body frame 14 via a rubber bush. The lower link 13 is also composed of an A arm, and each of the wheel side mounting point and the vehicle body side mounting point is connected to the knuckle 11 and the vehicle body frame 14 via a rubber bush.
A lean arm 15 having a pivot shaft in the longitudinal direction of the vehicle body and projecting evenly toward the left and right sides is pivotally supported at the center position in the vehicle width direction of the vehicle body frame 14. A shock absorber 16 and a coil spring 17 are interposed between the tip of the lean arm 15 and the lower link 13. Further, the drive motor 3 is connected to the rotation shaft of the lean arm 15 via a reduction gear (not shown).

  Accordingly, when the drive motor 3 is rotated, the lean arm 15 is rotated with respect to the vehicle body frame 14 and the left end and the right end of the lean arm 15 are displaced in the vertical direction, so that the lower link is provided via the shock absorber 16 and the coil spring 17. 13 swings. When the left end is lowered, the right end of the lean arm 15 is raised, and when the left end is raised, the right end is lowered, so that the left and right wheels have reverse suspension strokes.

  That is, when the drive motor 3 is rotated clockwise in front view of the vehicle, the left wheel side becomes a rebound stroke and the right wheel side becomes a bound stroke due to the rotation of the lean arm 15 (tilting that lowers the left side). At this time, a force in the rebound direction that pushes down the lower link 13 acts on the left wheel side, and the left side of the vehicle body 2 is lifted by the reaction force received from the left wheel, and as a result, the vehicle body 2 tilts to the right side.

  Conversely, when the drive motor 3 is rotated counterclockwise when viewed from the front of the vehicle, the left wheel side becomes a bound stroke and the right wheel side becomes a rebound stroke due to the rotation of the lean arm 15 (tilting to lower the right side). At this time, a force in the rebound direction that pushes down the lower link 13 acts on the right wheel side, and the right side of the vehicle body 2 is lifted by the reaction force received from the right wheel, and as a result, the vehicle body 2 tilts to the left side.

FIG. 3 is a schematic configuration diagram of the entire vehicle.
The suspension structure described above is provided on the front wheel and the rear wheel, and each is driven and controlled by an individual drive motor 3. When the front and rear wheel drive motors 3 are distinguished, the front wheel drive motor 3f and the rear wheel drive motor 3r will be described.
Although the drive motor 3 is used as an actuator for rotating the lean arm 15, other actuators using hydraulic pressure or air pressure may be used. Further, the vehicle body may be tilted by stroking the left and right suspensions in opposite directions with, for example, an electromagnetic shock absorber or the like capable of generating thrust in the expansion and contraction direction.

In addition to the drive motors 3f and 3r described above, the vehicle 20 includes a steering angle sensor 21, a wheel speed sensor 22, motor rotation angle sensors 23f and 23r, a turning state detection sensor 24, and a vehicle control controller 25. Is provided.
The steering angle sensor 21 detects the steering angle of the steering wheel, and inputs the detected value to the vehicle controller 25. The wheel speed sensor 22 detects the rotational speed of the wheel and inputs the detected value to the vehicle controller 25. The motor rotation angle sensors 23f and 23r detect the rotation angles of the drive motors 3f and 3r, respectively, and input detected values to the vehicle controller 25. The turning state detection sensor 24 detects a turning state such as a lateral acceleration, a yaw rate, a vehicle body roll angle, and a roll rate, and inputs a detection value to the vehicle controller 25.

The vehicle controller 25 executes the vehicle body tilt control process, and drives the drive motors 3f and 3r according to the current command value, thereby realizing the tilt operation of the vehicle body 2.
The vehicle controller 25 is composed of a microcomputer, and operates the drive motors 3f and 3r based on information input from the steering angle sensor 21, the wheel speed sensor 22, the motor rotation angle sensors 23f and 23r, and the turning state detection sensor 24. At the same time as the control, the control operation is canceled.

Next, the vehicle body tilt control process executed by the vehicle controller 25 will be described.
FIG. 4 is a block diagram showing the vehicle body tilt control process.
The target ground inclination angle calculation unit 213 calculates the target ground inclination angle (lean angle) φ ^* of the vehicle body according to the steering angle and the vehicle speed according to the vehicle model (Gφ (s)).
The actuator command angle calculation unit 214 calculates an actuator command angle φu ^* that is a command value to the drive motor 3 according to the target ground inclination angle φ ^* according to the vehicle model (Gφu (s)). The vehicle model (Gφu (s)) is calculated from a dynamic model (a balance equation of force when the lean arm is driven from the lean actuator) when the vehicle is viewed from the front (or the rear), and has the following phase A model with a leading term.

  In consideration of the fact that the vehicle model (Gφu (s)) has a phase advance term, the vehicle model Gφ (s) is a vehicle model having a phase delay characteristic with an order difference of 1 or more. For example, in order to match the phase with the turning direction (yaw direction), a yaw response model of a vehicle represented by a first-order phase delay characteristic is used.

m _u : Vehicle mass h _u : Center of gravity height g: Gravitational acceleration I _φ : Roll inertia K _φ : Roll stiffness C _φ : Roll equivalent viscosity The lateral acceleration estimation unit 210 is a rack and pinion according to the vehicle model (Gy (s)). The lateral acceleration is estimated in accordance with the turning angle determined by the gear ratio (1 / N) and the steering angle of the steering mechanism and the vehicle speed. This (Gy (s)) uses the following formula obtained from a general two-wheel model.

m: vehicle mass h _u : center of gravity height l _f (l _r ): distance from the center of gravity position to the front axis (rear axis) l: l _f + l _r
I _z : Yaw inertia K _f (K _r ): Cornering power of front wheels (rear wheels) V: Vehicle speed N: Steering gear ratio In the roll compensation amount calculation unit 211, the lateral acceleration is adjusted according to the vehicle model (Gy0 (s)). Accordingly, a roll compensation amount φr for the actuator command angle φu ^* is calculated. The absolute value of the roll compensation amount φr corresponds to the amount of change in the ground inclination angle that rolls outward in accordance with the lateral acceleration, and the real number of the roll compensation amount φr is a value that faces inward of the turn. The vehicle model (Gy0 (s)) is obtained by an expression having the following first-order lag characteristics, for example.

s 2 ^{Y (s):} In the lateral acceleration input adder unit 215, a value obtained by adding the compensation amount φr actuator command angle? u ^*, a new actuator command angle? u ^*, and outputs.

FIG. 5 is a flowchart showing the vehicle body tilt control process.
In step S101, the lateral acceleration acting on the vehicle is estimated according to the turning angle and the vehicle speed according to the vehicle model (Gy (s)) described above.
In the subsequent step S102, the compensation amount φr for the actuator command angle φu ^* is calculated according to the lateral acceleration in accordance with the vehicle model (Gy0 (s)) described above.

In the following step S103, the target vehicle body inclination angle φ ^* is calculated according to the steering angle and the vehicle speed in accordance with the vehicle model (Gφ (s)) described above.
In the subsequent step S104, an actuator command angle φu ^* which is a command value to the drive motor 3 is calculated according to the target ground inclination angle φ ^* according to the vehicle model (Gφu (s)) described above.

In step S105, as shown below, by adding the compensation amount φr actuator command angle? U ^*, corrects the actuator command angle? U ^*.
φu ^* = φu ^* + φr
In the subsequent step S106, the drive motor 3 is driven and controlled in accordance with the actuator command angle φu ^* , and then the process returns to a predetermined main program.

<Action>
First, the influence of the roll motion on the vehicle body tilt will be described.
FIG. 6 is a diagram illustrating the influence of the roll motion on the vehicle body tilt.
When the vehicle is turning, the vehicle body receives lateral acceleration and rolls outside the vehicle, so that the target ground inclination angle φ ^* that tilts the vehicle body inside the vehicle turns is canceled. Therefore, a difference occurs between the target ground inclination angle φ ^* and the actual ground inclination angle.

In order to cope with this phenomenon, in the present embodiment, the lateral acceleration is estimated according to the turning angle and the vehicle speed (step S101), and the roll compensation amount φr is calculated according to the lateral acceleration (step S102). Then, the target ground inclination angle φ ^* is calculated according to the steering angle and the vehicle speed (step S103), and the actuator command angle φu ^* is calculated according to the target ground inclination angle φ ^* (step S104).

Then, the actuator command angle φu ^* is compensated by adding the roll compensation amount φr to the actuator command angle φu ^* (step S105), and the drive motor 3 is driven and controlled according to the compensated actuator command angle φu ^*. (Step S106).
Accordingly, by considering the roll compensation amount φr according to the lateral acceleration, it is possible to improve the accuracy of control for tilting the vehicle body to the inside of the turn during traveling.

FIG. 7 is a time chart showing the effects.
If the roll to the outside of the turn is not compensated, the ground inclination angle acts in the cancel direction, so the target ground inclination angle is not reached. On the other hand, as in this embodiment, by compensating for the amount of roll to the outside of the turn, the amount of actuator command φu ^* is increased in anticipation of the amount of roll to the outside of the turn. Can be achieved.

FIG. 8 is a diagram showing a simulation result.
When the compensation for the roll was performed, the actual ground inclination angle with respect to the target ground inclination angle φ ^* was improved by about 36% compared with the case where the compensation was not performed. In this way, a compensation amount corresponding to the amount of roll motion to the outside of the turn is calculated, and the actuator is driven and controlled after compensating the actuator command angle φu ^* by this compensation amount. The accuracy of tilting control can be improved.

The calculation of the compensation amount [phi] r, using a vehicle model having a first-order response delay characteristics (Gy0 (s)), the time constant is determined according to the ratio between the roll equivalent viscous C _phi and roll stiffness K _phi. As a result, the characteristics of the vehicle suspension such as the coil spring, the stabilizer, and the shock absorber are considered in advance, and the compensation amount φr that allows for the roll response can be calculated.

Further, according to the vehicle model (Gy (s)), the lateral acceleration of the vehicle body is estimated according to the turning angle and the vehicle speed. Thereby, even if there is no lateral acceleration sensor, the effect of this embodiment can be obtained.
Further, a lean arm 15 pivotally supported by the vehicle body in a state in which one end is coupled to the left wheel suspension and the other end is coupled to the right wheel suspension and is swingable via a rotation shaft in the longitudinal direction of the vehicle body. I have. And it was set as the structure which inclines a vehicle body along a roll direction by rotating the lean arm 15 with a rotating shaft with the drive motor 3. FIG. Thereby, the vehicle body can be inclined along the roll direction with a relatively simple structure.

  From the above, the drive motor 3 corresponds to the “actuator”, the target ground inclination angle calculation unit 213 and the processing in step S103 correspond to “target inclination angle calculation means”, and the roll compensation amount calculation unit 211 and step S102 The processing corresponds to “compensation amount calculation means”. The actuator command angle calculation unit 214, the addition unit 215, and the processes in steps S104 to S106 correspond to “control means”. Further, the lateral acceleration estimating unit 210 and the processing in step S101 correspond to “lateral acceleration estimating means”.

"effect"
(1) According to the vehicle body tilt control apparatus of the present embodiment, the target ground inclination angle φ ^* that causes the vehicle body to incline in the turning direction along the roll direction at the time of turning travel is calculated, and the roll motion to the outside of the turning at the time of turning travel is performed. A compensation amount φr corresponding to the minute is calculated. Then, the drive motor 3 is driven and controlled according to the target ground inclination angle φ ^* and the compensation amount φr.
In this way, by calculating the compensation amount φr corresponding to the roll motion to the outside of the turn according to the lateral acceleration, and driving and controlling the drive motor 3 according to the target ground inclination angle φ ^* and the compensation amount φr, It is possible to improve the accuracy of control for tilting the vehicle body to the inside of the turn during turning.

(2) According to the vehicle body tilt control device of the present embodiment, the compensation amount φr is calculated according to the lateral acceleration according to the vehicle model (Gy0 (s)) having the first-order response delay characteristic, and the vehicle model (Gy0 ( The time constant of s)) is determined according to the ratio of the roll equivalent viscosity C _φ to the roll stiffness K _φ .
As a result, the characteristics of the vehicle suspension such as the coil spring, the stabilizer, and the shock absorber are considered in advance, and the compensation amount φr that allows for the roll response can be calculated.

(3) According to the vehicle body tilt control device of the present embodiment, the lateral acceleration of the vehicle body is estimated according to the driver's steering operation and the vehicle speed according to the vehicle model (Gy (s)), and according to the estimated lateral acceleration. To calculate the compensation amount φr.
As described above, by calculating the compensation amount φr according to the estimated lateral acceleration, it is possible to obtain the operational effects of the present embodiment without a lateral acceleration sensor.

(4) According to the vehicle body tilt control device of the present embodiment, one end is connected to the left wheel suspension and the other end is connected to the right wheel suspension, and can be swung via a rotating shaft in the vehicle longitudinal direction. A lean arm 15 pivotally supported by the vehicle body. Then, the drive motor 3 rotates the lean arm 15 about the rotation axis, so that the vehicle body is inclined along the roll direction.
Thus, the vehicle body can be inclined along the roll direction with a relatively simple structure.

(5) According to the vehicle body tilt control method of the present embodiment, the target ground inclination angle φ ^* that causes the vehicle body to incline in the turning direction along the roll direction at the time of turning travel is calculated, and the roll motion to the outside of the turning at the time of turning travel is performed. A compensation amount φr corresponding to the minute is calculated. Then, the target ground inclination angle φ ^* is compensated by the compensation amount φr, and the drive motor 3 is driven and controlled in accordance with the compensated target ground inclination angle φ ^* , so that the vehicle body is turned inside along the roll direction when turning. Tilt to.
In this way, by calculating the compensation amount φr corresponding to the roll motion to the outside of the turn according to the lateral acceleration, and driving and controlling the drive motor 3 according to the target ground inclination angle φ ^* and the compensation amount φr, It is possible to improve the accuracy of control for tilting the vehicle body to the inside of the turn during turning.

<< Second Embodiment >>
"Constitution"
In the second embodiment, lateral acceleration is detected by a sensor (turning state detection sensor 24).
FIG. 9 is a block diagram showing the vehicle body tilt control process of the second embodiment.
Here, the above-described lateral acceleration estimation unit 210 is omitted, and the lateral acceleration sensor value is input to the roll compensation amount calculation unit 211, and is the same as in the first embodiment described above. The detailed description is omitted.

<Action>
In this embodiment, instead of omitting the lateral acceleration estimation unit 210, the roll compensation amount φr is calculated according to the lateral acceleration sensor value.
Thereby, the calculation process for estimating the lateral acceleration can be omitted, and the estimation error of the lateral acceleration does not affect the roll compensation amount φr.
Other functions and effects are the same as those of the first embodiment described above.
From the above, the turning state detection sensor 24 corresponds to the “lateral acceleration detection means”.

"effect"
(1) According to the vehicle body tilt control device of the present embodiment, the turning state detection sensor 24 that detects the lateral acceleration of the vehicle body is provided, and the roll compensation amount is determined according to the lateral acceleration sensor value detected by the turning state detection sensor 24. φr is calculated.
In this way, by detecting the lateral acceleration of the vehicle body and calculating the roll compensation amount φr according to the detected lateral acceleration sensor value, the calculation process for estimating the lateral acceleration can be omitted, and the lateral acceleration The estimation error does not affect the roll compensation amount φr.

<< Third Embodiment >>
"Constitution"
In the third embodiment, yaw rate control is added.
FIG. 10 is a schematic configuration diagram of the entire vehicle showing the third embodiment.
The steering system includes a steering control mechanism 30 that can control the turning angle of the front wheels independently of the driver's steering operation. The steering control mechanism 30 is, for example, a steering by wire, a steering angle ratio variable mechanism (VGR), or the like.
FIG. 11 is a block diagram showing the third embodiment.
The target yaw rate calculation unit 310 calculates the target yaw rate according to the steering angle and the vehicle speed according to the vehicle model (Gγ (s)). The vehicle model (Gγ (s)) uses the following yaw rate response model calculated from the planar two-wheel model.

The target turning angle calculation unit 311 calculates a target turning angle necessary to achieve the target yaw rate according to the vehicle model (Gf (s)), and drives and controls the steering control mechanism 30.
The lateral acceleration estimation unit 210 estimates the lateral acceleration according to the turning angle and the vehicle speed in accordance with the vehicle model (Gy (s)) described above, but makes the parameter in Equation 2 the same as the parameter in Equation 5. That is, the parameter of the vehicle model (Gy (s)) for estimating the lateral acceleration is made the same as the parameter of the vehicle model (Gγ (s)) for calculating the target yaw rate.

About another structure, it is the same as 1st Embodiment mentioned above.
In the present embodiment, in order to control the yaw rate of the vehicle body, the steering control mechanism 30 capable of controlling the turning angle of the front wheels independently of the driver's steering operation is provided. However, the present invention is not limited to this. It is not a thing. That is, the yaw rate of the vehicle body may be controlled by applying a yaw moment to the vehicle body using a driving force difference or a braking force difference between the left and right wheels.

<Action>
In this embodiment, yaw rate control is applied, and the parameters of the vehicle model (Gy (s)) for estimating the lateral acceleration are made the same as the parameters of the vehicle model (Gγ (s)) for calculating the target yaw rate.
Thereby, the compensation amount φr for the roll motion that matches the characteristics of the yaw rate control can be calculated.
Other functions and effects are the same as those of the first embodiment described above.
From the above, the target yaw rate calculation unit 310 and the target turning angle calculation unit 311 correspond to “yaw rate control means”.

"effect"
(1) According to the vehicle body tilt control device of the present embodiment, the target yaw rate calculation unit 310 calculates the target yaw rate of the vehicle body, and controls the turning angle of the front wheels so that the yaw rate of the vehicle body follows this target yaw rate. . Then, the parameter of the vehicle model (Gy (s)) for estimating the lateral acceleration is made the same as the parameter of the vehicle model (Gγ (s)) for calculating the target yaw rate.
Thus, the parameters of the vehicle model (Gy (s)) for estimating the lateral acceleration are made the same as the parameters of the vehicle model (Gγ (s)) for calculating the target yaw rate, so that the characteristics of the yaw rate control are met. The compensation amount φr for the roll motion can be calculated.

1 Wheel 2 Car Body 3f Front Drive Motor 3r Rear Drive Motor 11 Knuckle 12 Upper Link 13 Lower Link 14 Body Frame 15f Front Lean Arm 15r Rear Lean Arm 16 Shock Absorber 17 Coil Spring 20 Vehicle 21 Steering Angle Sensor 22 Wheel Speed Sensor 23f Front motor rotation angle sensor 23r Rear motor rotation angle sensor 24 Turning state detection sensor 25 Vehicle controller 210 Lateral acceleration estimation unit 211 Roll compensation amount calculation unit 213 Target ground inclination angle calculation unit 214 Actuator command angle calculation unit 215 Addition unit 30 Steering control mechanism 310 Target yaw rate calculation unit 311 Target turning angle calculation unit

Claims (7)

An actuator for tilting the vehicle body along the roll direction;
A target inclination angle calculating means for calculating a target inclination angle for inclining the vehicle body along the roll direction toward the inside of the turn during turning according to a driver's steering operation;
A compensation amount calculating means for calculating a compensation amount corresponding to the roll motion to the outside of the turn during turning, according to the lateral acceleration of the vehicle body;
A vehicle body tilt control apparatus comprising: a control unit that drives and controls the actuator according to a target tilt angle calculated by the target tilt angle calculating unit and a compensation amount calculated by the compensation amount calculating unit. The compensation amount calculating means includes
In accordance with a vehicle model having a first-order response delay characteristic, the compensation amount is calculated according to the lateral acceleration of the vehicle body, and the time constant of the vehicle model is determined according to the ratio between the roll equivalent viscosity and the roll stiffness. The vehicle body tilt control device according to claim 1, wherein According to the vehicle model, the vehicle includes lateral acceleration estimating means for estimating the lateral acceleration of the vehicle body according to the driver's steering operation and vehicle speed,
The compensation amount calculating means includes
The vehicle body tilt control device according to claim 1, wherein the compensation amount is calculated according to a lateral acceleration estimated by the lateral acceleration estimating unit. A lateral acceleration detecting means for detecting the lateral acceleration of the vehicle body;
The compensation amount calculating means includes
The vehicle body tilt control device according to claim 1, wherein the compensation amount is calculated according to a lateral acceleration detected by the lateral acceleration detecting unit. A yaw rate control means for setting a target yaw rate of the vehicle body and causing the yaw rate of the vehicle body to follow the target yaw rate;
The lateral acceleration estimating means includes
4. The vehicle body tilt control device according to claim 3, wherein a parameter of the vehicle model for estimating the lateral acceleration is the same as a parameter of the vehicle model for setting the target yaw rate. One end is connected to the left wheel suspension, the other end is connected to the right wheel suspension, and includes a lean arm that is pivotally supported on the vehicle body in a state of being swingable via a rotation shaft in the vehicle longitudinal direction,
The actuator is
The vehicle body tilt control device according to any one of claims 1 to 5, wherein the vehicle body is tilted along a roll direction by rotating the lean arm about the rotation shaft. A target inclination angle for inclining the vehicle body in the turning direction along the roll direction when turning is calculated according to the steering operation of the driver,
Calculate the compensation amount corresponding to the roll motion to the outside of the turn when turning, according to the lateral acceleration of the vehicle body,
A vehicle body tilt control method, wherein the vehicle body is tilted inward along the roll direction during turn travel by drivingly controlling an actuator according to the target tilt angle and the compensation amount.

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