JP2018193010A - vehicle - Google Patents

Abstract

To suppress increase in vibration of a vehicle body in a width direction.SOLUTION: A vehicle comprises: N number (N is an integer of 3 or more) of wheels including a pair of wheels which are so located as to be separated from each other in a width direction of the vehicle, which include one or more front wheels and one or more rear wheels; a vehicle body which is connected to N number of wheels and can be rolled in the width direction; an operation input part to which an operation amount, which represents a revolution direction and a revolution degree by operation thereof, is inputted; an inclination part which inclines the vehicle body in the width direction of the vehicle according to the operation amount inputted to the operation input part; and a front wheel support part which so supports one or more front wheels as to be rotatable in a longitudinal direction with respect to the vehicle body following a change in inclination of the vehicle body irrespective of the operation amount inputted to the operation input part. The inclination part includes a roll suppression part which suppresses roll vibration so that a delay in a phase of vibration of a steering angle of one or more front wheels with respect to roll vibration of the vehicle body in the width direction becomes less than 90 degrees.SELECTED DRAWING: Figure 12

Description

  The present specification relates to a vehicle that turns by tilting a vehicle body.

  There has been proposed a technique for inclining the frame of a vehicle when traveling on a curve. For example, a vehicle has been proposed in which a rear frame having a rear wheel is connected to a front frame having a front wheel, and the rear frame can tilt with respect to the front frame.

Special table 2003-533403 gazette

  By the way, when traveling with the vehicle body tilted, vibrations in the width direction of the vehicle body may increase. For example, vibrations in the width direction of the vehicle body may increase due to changes in the steering angle of the wheels.

  This specification discloses a technique capable of suppressing an increase in vibration in the width direction of the vehicle body.

  This specification discloses the following application examples, for example.

[Application Example 1]
A vehicle,
N wheels (N is an integer greater than or equal to 3) including a pair of wheels disposed apart from each other in the width direction of the vehicle, including one or more front wheels and one or more rear wheels, N Wheels,
A vehicle body connected to the N wheels and capable of rolling in the width direction;
An operation input unit for inputting an operation amount indicating a turning direction and a degree of turning by operating;
An inclination part for inclining the vehicle body in the width direction of the vehicle according to the operation amount input to the operation input part;
A front wheel support portion that supports the one or more front wheels so as to be pivotable in the left-right direction with respect to the vehicle body following a change in the inclination of the vehicle body regardless of the operation amount input to the operation input unit; ,
With
The inclined portion includes a roll suppressing portion that suppresses the roll vibration such that a phase delay of the steering angle vibration of the one or more front wheels with respect to the roll vibration in the width direction of the vehicle body is less than 90 degrees.
vehicle.

  According to this configuration, since the roll vibration is suppressed by the roll suppressing portion of the inclined portion so that the phase delay of the rudder angle vibration with respect to the roll vibration is less than 90 degrees, the vibration in the width direction of the vehicle body increases. This can be suppressed.

[Application Example 2]
The vehicle according to application example 1,
The roll suppression unit suppresses the roll vibration so that the phase delay is less than 90 degrees when the inclination angle of the vehicle body by the inclination part is within a specific range.
vehicle.

  According to this configuration, it is possible to suppress an increase in vibration in the width direction of the vehicle body when the inclination angle of the vehicle body is within a specific range.

[Application Example 3]
The vehicle according to application example 2,
The inclined portion limits the inclination angle within a predetermined allowable range,
The specific range of the tilt angle includes a predetermined partial range including a tilt angle of the largest size of the allowable range,
vehicle.

  According to this configuration, it is possible to suppress the vibration in the width direction of the vehicle body from increasing when the inclination angle is large.

[Application Example 4]
The vehicle according to application example 2 or 3,
The tilt portion tilts the vehicle body so that the tilt angle approaches a target tilt angle specified using the operation amount input to the operation input unit,
The specific range of the tilt angle includes a range larger than an allowable width than a size of the target tilt angle.
vehicle.

  According to this configuration, it is possible to suppress an increase in vibration in the width direction of the vehicle body when the magnitude of the inclination angle is greater than the allowable width than the target inclination angle.

[Application Example 5]
The vehicle according to any one of Application Examples 2 to 4,
The inclined portion is
A tilt mechanism for tilting the vehicle body in the width direction of the vehicle;
A tilt control unit that controls the tilt mechanism according to the operation amount input to the operation input unit;
Including
The roll suppression unit includes the tilt control unit,
When the tilt angle is within the specific range, the tilt control unit has a magnitude of torque for tilting the vehicle body by the tilt mechanism as compared with a case where the tilt angle is outside the specific range. Reduce
vehicle.

  According to this configuration, when the inclination angle of the vehicle body is within a specific range, an increase in the change rate of the inclination angle is suppressed, so that an increase in vibration in the width direction of the vehicle body can be appropriately suppressed.

[Application Example 6]
The vehicle according to any one of Application Examples 1 to 5,
The roll suppression unit includes a low-pass filter that passes a low frequency component of the operation amount input to the operation input unit,
The tilt portion tilts the vehicle body by using the low frequency component of the operation amount.
vehicle.

  According to this configuration, since the vehicle body is tilted using the low frequency component of the operation amount, a phase delay of 90 degrees or more due to the high frequency component of the operation amount is suppressed. As a result, it is possible to suppress an increase in vibration in the width direction of the vehicle body.

[Application Example 7]
The vehicle according to Application Example 6,
The slope includes a band changing unit that shifts the pass band of the low-pass filter to a lower frequency side when the vehicle speed of the vehicle is low than when the vehicle speed is high.
vehicle.

  When the vehicle speed is low, the phase of the rudder angle vibration is likely to be delayed compared to when the vehicle speed is high. According to the above configuration, when the vehicle speed is low, the pass band of the low-pass filter is shifted to the low frequency side as compared with the case where the vehicle speed is high, so that the phase of 90 degrees or more due to the high frequency component of the operation amount The delay is suppressed. As a result, it is possible to suppress an increase in vibration in the width direction of the vehicle body.

[Application Example 8]
The vehicle according to any one of Application Examples 1 to 7,
When the high frequency component of the operation amount input to the operation input unit is strong, the roll suppressing unit is associated with the same operation amount as compared with the case where the high frequency component of the operation amount is weak. Decrease the tilt angle of the car body,
vehicle.

  According to this configuration, when the high-frequency component of the operation amount is strong, the inclination angle of the vehicle body associated with the same operation amount is reduced, so that an increase in the vibration in the width direction of the vehicle body can be suppressed.

[Application Example 9]
The vehicle according to any one of Application Examples 1 to 8,
The roll suppressing portion includes a damper that imparts resistance to the roll of the vehicle body to the vehicle body.
vehicle.

  According to this configuration, since the roll at a high frequency of the vehicle body is suppressed by the damper, the roll vibration is suppressed so that the phase delay is less than 90 degrees. As a result, it is possible to suppress an increase in vibration in the width direction of the vehicle body.

[Application Example 10]
The vehicle according to any one of Application Examples 1 to 9,
The front wheel support portion includes a support member that rotatably supports the one or more front wheels,
The vehicle directly or indirectly connects the operation input unit and the support member, and the one or more front wheels are tilted regardless of the operation amount input to the operation input unit. An elastic body is provided that allows a left-right rotation with respect to the vehicle body following the change in
vehicle.

  According to this configuration, the user can correct the direction of the one or more front wheels by operating the operation input unit, so that traveling stability can be improved.

  The technology disclosed in the present specification can be realized in various aspects, and can be realized in aspects such as a vehicle, a vehicle control device, a vehicle control method, and the like.

2 is a right side view of the vehicle 10. FIG. 2 is a top view of the vehicle 10. FIG. 2 is a bottom view of the vehicle 10. FIG. 2 is a rear view of the vehicle 10. FIG. 1 is a schematic diagram showing a state of a vehicle 10. It is explanatory drawing of the balance of the force at the time of turning. It is explanatory drawing which shows the simplified relationship between the steering angle AF and the turning radius R. It is explanatory drawing of the force which acts on the rotating front wheel 12F. It is a graph which shows the example of the vibration of roll angle Tr, and the vibration of steering angle AF. 2 is a block diagram showing a configuration related to control of a vehicle 10. FIG. It is a flowchart which shows the example of a control process. It is a block diagram which shows the function for inclination control. It is a graph which shows the relationship between the vehicle speed V and the cut-off frequency fcl. It is a graph which shows the example of the relationship between the magnitude | size of 1st target inclination-angle T1, and high frequency intensity | strength Sh. It is a graph which shows the example of the relationship between the torque tq of the lean motor 25 represented by the command value Cv, and the inclination angle T. It is explanatory drawing which shows the position of the wheels 12F, 12L, and 12R seen facing the perpendicular downward direction DD. It is a graph which shows the example of the relationship between torque tq, 1st target inclination-angle T1, and inclination-angle T. It is a graph which shows the example of the vibration of the inclination angle T in the case of vibrating the handle angle Am. It is explanatory drawing of another Example of an inclination mechanism.

A. First embodiment:
A1. Configuration of vehicle 10:
FIGS. 1-4 is explanatory drawing which shows the vehicle 10 as one Example. 1 shows a right side view of the vehicle 10, FIG. 2 shows a top view of the vehicle 10, FIG. 3 shows a bottom view of the vehicle 10, and FIG. 4 shows a rear view of the vehicle 10. . 2-4, the part used for description is illustrated among the structures of the vehicle 10 shown in FIG. 1, and illustration of the other part is abbreviate | omitted. 1 to 4 show six directions DF, DB, DU, DD, DR, and DL. The forward direction DF is a forward direction of the vehicle 10, and the rear direction DB is a direction opposite to the forward direction DF. The upward direction DU is a vertically upward direction, and the downward direction DD is a direction opposite to the upward direction DU. The right direction DR is the right direction as viewed from the vehicle 10 traveling in the forward direction DF, and the left direction DL is the opposite direction of the right direction DR. The directions DF, DB, DR, and DL are all horizontal directions. The right and left directions DR and DL are perpendicular to the forward direction DF.

  In this embodiment, the vehicle 10 is a single-seater small vehicle. The vehicle 10 (FIGS. 1 and 2) includes a vehicle body 90, one front wheel 12F connected to the vehicle body 90, and the vehicle 10 connected to the vehicle body 90 in the width direction (that is, a direction parallel to the right direction DR). This is a tricycle having two rear wheels 12L and 12R which are arranged apart from each other. The front wheel 12 </ b> F is rotatable in the left-right direction and is disposed at the center in the width direction of the vehicle 10. The rear wheels 12 </ b> L and 12 </ b> R are drive wheels and are arranged symmetrically with respect to the center in the width direction of the vehicle 10.

  The vehicle body 90 (FIG. 1) has a main body portion 20. The main body portion 20 includes a front portion 20a, a bottom portion 20b, a rear portion 20c, and a support portion 20d. The bottom 20b is a plate-like portion that extends in a horizontal direction (that is, a direction perpendicular to the upward direction DU). The front portion 20a is a plate-like portion that extends obliquely from the end portion on the front direction DF side of the bottom portion 20b toward the front direction DF side and the upward direction DU side. The rear portion 20c is a plate-like portion that extends obliquely from the end on the rear DB side of the bottom portion 20b toward the rear DB side and the upper DU side. The support portion 20d is a plate-like portion extending from the upper end of the rear portion 20c toward the rear direction DB. The main body 20 includes, for example, a metal frame and a panel fixed to the frame.

  The vehicle body 90 (FIG. 1) further includes a seat 11 fixed on the bottom portion 20b, an accelerator pedal 45 and a brake pedal 46 disposed on the front DF side of the seat 11 on the bottom portion 20b, and a seat of the seat 11. A control device 110 disposed below the surface and fixed to the bottom portion 20b; a battery 120 fixed to a portion of the bottom portion 20b below the control device 110; and an end of the front portion 20a on the front DF side. A fixed front wheel support device 41 and a shift switch 47 attached to the front wheel support device 41 are provided. Although not shown, other members (for example, a roof, a headlamp, etc.) can be fixed to the main body 20. The vehicle body 90 includes a member fixed to the main body portion 20.

  The accelerator pedal 45 is a pedal for accelerating the vehicle 10. The depression amount of the accelerator pedal 45 (also referred to as “accelerator operation amount”) represents the acceleration force desired by the user. The brake pedal 46 is a pedal for decelerating the vehicle 10. The amount of depression of the brake pedal 46 (also referred to as “brake operation amount”) represents the deceleration force desired by the user. The shift switch 47 is a switch for selecting a travel mode of the vehicle 10. In the present embodiment, one of the four driving modes of “drive”, “neutral”, “reverse”, and “parking” can be selected. “Drive” is a mode in which the drive wheels 12L and 12R are driven forward, “Neutral” is a mode in which the drive wheels 12L and 12R are rotatable, and “Reverse” is a drive of the drive wheels 12L and 12R. The “parking” is a mode in which at least one wheel (for example, the rear wheels 12L and 12R) cannot rotate.

  The front wheel support device 41 (FIG. 1) is a device that rotatably supports the front wheel 12F in the turning direction of the vehicle 10 about the rotation axis Ax1. The front wheel support device 41 includes a front fork 17 that rotatably supports the front wheel 12F, and a steering motor 65 that rotates the front fork 17 (that is, the front wheel 12F) about the rotation axis Ax1. Further, the vehicle 10 is provided with a handle 41a as an operation input unit for inputting a turning direction desired by the user and a degree of turning by an operation by the user. A support bar 41ax extending along the rotation axis of the handle 41a is fixed to the handle 41a. The support rod 41ax is connected to the front wheel support device 41 so as to be rotatable along the rotation axis. Further, the vehicle 10 is provided with an elastic body 50 that couples the support bar 41ax and the front fork 17.

  The front fork 17 (FIG. 1) is, for example, a telescopic type fork incorporating a suspension (coil spring and shock absorber). The steering motor 65 is an electric motor having a stator and a rotor, for example. One of the stator and the rotor is fixed to the main body 20, and the other is fixed to the front fork 17.

  The handle 41a (FIG. 1) is rotatable about a support bar 41ax extending along the rotation axis of the handle 41a. The turning direction (right or left) of the handle 41a indicates the turning direction desired by the user. The degree of rotation of the handle 41a from a predetermined direction indicating straight travel (here, the rotation angle, hereinafter also referred to as “handle angle”) indicates the degree of rotation desired by the user. In this embodiment, “handle angle = 0” indicates straight travel, “handle angle> zero” indicates right turn, and “handle angle <zero” indicates left turn. Thus, the difference between the positive and negative handle angles indicates the turning direction. The absolute value of the handle angle indicates the degree of turning. Such a handle angle is an example of an operation amount that represents the turning direction and the degree of turning input to the handle 41a.

  The front wheel steering angle AF is an angle in the traveling direction D12 of the rotating front wheel 12F with respect to the front direction DF when the vehicle 10 is viewed in the downward direction DD (hereinafter, the front wheel steering angle AF is simply referred to as “front wheel steering angle AF”). Also called steering angle AF). The traveling direction D12 is a direction perpendicular to the rotation axis of the front wheel 12F. In this embodiment, “AF = zero” indicates “direction D12 = forward DF”, and “AF> zero” indicates that the turning direction is the right direction DR (that is, the direction D12 indicates the right direction DR side). “AF <zero” indicates that the turning direction is the left direction DL (that is, the direction D12 faces the left direction DL). When the orientation of the handle 41a is changed by the user, the control device 110 (FIG. 1) changes the orientation of the front fork 17 (that is, the rudder angle AF (FIG. 2) of the front wheels 12F) according to the orientation of the handle 41a. Thus, the steering motor 65 can be controlled.

  The operation mode of the front wheel support device 41 includes a first mode in which the front wheel 12F is supported in a state in which the steering angle AF of the front wheel 12F can be turned in the left-right direction regardless of the handle angle input to the handle 41a, and the steering motor 65. And the second mode in which the rudder angle AF is controlled. Details of the first mode will be described later.

  As shown in FIG. 1, in this embodiment, when the vehicle 10 is disposed on the horizontal ground GL, the rotation axis Ax1 of the front wheel support device 41 is inclined obliquely with respect to the ground GL. Specifically, the direction toward the downward direction DD parallel to the rotation axis Ax1 is directed obliquely forward. The intersection P2 between the rotation axis Ax1 of the front wheel support device 41 and the ground GL is located on the front direction DF side with respect to the contact center P1 of the front wheel 12F with the ground GL. As shown in FIGS. 1 and 3, the contact center P <b> 1 is the center of the contact area Ca <b> 1 between the front wheel 12 </ b> F and the ground GL. The center of the contact area indicates the position of the center of gravity of the contact area. The center of gravity of the region is the position of the center of gravity when it is assumed that the mass is evenly distributed in the region. The distance Lt in the backward direction DB between these points P1 and P2 is called a trail. The positive trail Lt indicates that the contact center P1 is located on the rear side DB side with respect to the intersection point P2. An angle CA formed by the vertically upward direction DU and the direction toward the vertically upward direction DU along the rotation axis Ax1 is also referred to as a caster angle. The fact that the caster angle CA is larger than zero indicates that the direction toward the vertical upward direction DU along the rotation axis Ax1 is inclined obliquely backward.

  The two rear wheels 12L and 12R (FIG. 4) are rotatably supported by the rear wheel support portion 80. The rear wheel support portion 80 is fixed to the link mechanism 30, the lean motor 25 fixed to the upper portion of the link mechanism 30, the first support portion 82 fixed to the upper portion of the link mechanism 30, and the front portion of the link mechanism 30. Second support portion 83 (FIG. 1). In FIG. 1, for the sake of explanation, a portion hidden in the right rear wheel 12 </ b> R among the link mechanism 30, the first support portion 82, and the second support portion 83 is also indicated by a solid line. In FIG. 2, the rear wheel support portion 80, the rear wheels 12 </ b> L and 12 </ b> R, and the connecting portion 75 that are hidden in the main body portion 20 are indicated by solid lines for the sake of explanation. 1-3, the link mechanism 30 is shown in a simplified manner.

  The first support portion 82 (FIG. 4) is disposed on the upward DU side of the link mechanism 30. The first support portion 82 includes a plate-like portion extending in parallel with the right direction DR from the upper direction DU side of the left rear wheel 12L to the upper direction DU side of the right rear wheel 12R. The second support portion 83 (FIGS. 1 and 2) is disposed between the left rear wheel 12 </ b> L and the right rear wheel 12 </ b> R on the front direction DF side of the link mechanism 30.

  The right rear wheel 12R (FIG. 1) includes a wheel 12Ra having a rim and a tire 12Rb attached to the rim of the wheel 12Ra. The wheel 12Ra (FIG. 4) is connected to the right electric motor 51R. The right electric motor 51R has a stator and a rotor (not shown). One of the rotor and the stator is fixed to the wheel 12Ra, and the other is fixed to the rear wheel support portion 80. The rotation axis of the right electric motor 51R is the same as the rotation axis of the wheel 12Ra, and is parallel to the right direction DR. The configuration of the left rear wheel 12L is the same as the configuration of the right rear wheel 12R. Specifically, the left rear wheel 12L includes a wheel 12La and a tire 12Lb. The wheel 12La is connected to the left electric motor 51L. One of the rotor and the stator of the left electric motor 51L is fixed to the wheel 12La, and the other is fixed to the rear wheel support portion 80. These electric motors 51L and 51R are in-wheel motors that directly drive the rear wheels 12L and 12R.

  1 and 4 show a state in which the vehicle body 90 stands upright without being inclined (a state in which an inclination angle T described later is zero). In this state, the rotation axis ArL of the left rear wheel 12L and the rotation axis ArR of the right rear wheel 12R are located on the same straight line. 1 and 3 show the contact center PbR of the right rear wheel 12R with the ground GL and the contact center PbL of the left rear wheel 12L with the ground GL. As shown in FIG. 3, the right contact center PbR is the center of the contact area CaR between the right rear wheel 12R and the ground GL. The left contact center PbL is the center of the contact area CaL between the left rear wheel 12L and the ground GL. In the state of FIG. 1, the positions of these contact centers PbR and PbL in the forward direction DF are approximately the same.

  The link mechanism 30 (FIG. 4) is a so-called parallel link. The link mechanism 30 includes three vertical link members 33L, 21, 33R arranged in order toward the right direction DR, and two horizontal link members 31U, 31D arranged in order in the downward direction DD. . The vertical link members 33L, 21 and 33R are parallel to the vertical direction when the vehicle 10 is stopped. The lateral link members 31U and 31D are parallel to the horizontal direction when the vehicle 10 is stopped. The two vertical link members 33L and 33R and the two horizontal link members 31U and 31D form a parallelogram link mechanism. The upper horizontal link member 31U connects the upper ends of the vertical link members 33L and 33R. The lower horizontal link member 31D connects the lower ends of the vertical link members 33L and 33R. The middle vertical link member 21 connects the central portions of the horizontal link members 31U and 31D. These link members 33L, 33R, 31U, 31D, and 21 are rotatably connected to each other, and the rotation axis is parallel to the front direction DF. A left electric motor 51L is fixed to the left vertical link member 33L. A right electric motor 51R is fixed to the right vertical link member 33R. A first support portion 82 and a second support portion 83 (FIG. 1) are fixed to the upper part of the middle vertical link member 21. The link members 33L, 21, 33R, 31U, 31D and the support portions 82, 83 are made of metal, for example.

  The lean motor 25 is an electric motor having a stator and a rotor, for example. One of the stator and the rotor of the lean motor 25 is fixed to the middle vertical link member 21 and the other is fixed to the upper horizontal link member 31U. The rotational axis of the lean motor 25 is the same as the rotational axis of the connecting portion of the link members 31U and 21 and is located at the center in the width direction of the vehicle 10. When the rotor of the lean motor 25 rotates with respect to the stator, the upper horizontal link member 31U is inclined with respect to the middle vertical link member 21. Thereby, the vehicle 10 inclines. Hereinafter, the torque generated by the lean motor 25 (in this embodiment, the torque that tilts the upper horizontal link member 31U with respect to the middle vertical link member 21) is also referred to as tilt torque. The tilt torque is torque that tilts the vehicle body 90.

  FIG. 5 is a schematic diagram showing the state of the vehicle 10. In the figure, a simplified rear view of the vehicle 10 is shown. FIG. 5A shows a state where the vehicle 10 is standing upright, and FIG. 5B shows a state where the vehicle 10 is tilted. As shown in FIG. 5A, when the upper horizontal link member 31U is orthogonal to the middle vertical link member 21, all the wheels 12F, 12L, 12R stand upright with respect to the flat ground GL. The entire vehicle 10 including the vehicle body 90 stands upright with respect to the ground GL. The vehicle upward direction DVU in the figure is the upward direction of the vehicle 10. When the vehicle 10 is not inclined, the vehicle upward direction DVU is the same as the upward direction DU. As will be described later, the vehicle body 90 is rotatable with respect to the rear wheel support portion 80. Therefore, in this embodiment, the direction of the rear wheel support portion 80 (specifically, the direction of the middle / longitudinal link member 21 that is the reference of the movement of the link mechanism 30) is adopted as the vehicle upward direction DVU.

  As shown in FIG. 5B, when the upper horizontal link member 31U is inclined with respect to the middle vertical link member 21, one of the right rear wheel 12R and the left rear wheel 12L moves toward the vehicle upward direction DVU. The other moves in the direction opposite to the vehicle upward direction DVU. That is, the link mechanism 30 and the lean motor 25 change the relative positions in the direction perpendicular to the rotation axis between the pair of wheels 12L and 12R that are disposed apart from each other in the width direction. As a result, in a state where all the wheels 12F, 12L, and 12R are in contact with the ground GL, the wheels 12F, 12L, and 12R are inclined with respect to the ground GL. The entire vehicle 10 including the vehicle body 90 is inclined with respect to the ground GL. In the example of FIG. 5B, the right rear wheel 12R moves to the vehicle upward direction DVU, and the left rear wheel 12L moves to the opposite side. As a result, the entire vehicle 10 including the wheels 12F, 12L, 12R and eventually the vehicle body 90 is inclined to the right direction DR side. As will be described later, when the vehicle 10 turns to the right direction DR, the vehicle 10 tilts to the right direction DR. When the vehicle 10 turns to the left direction DL side, the vehicle 10 tilts to the left direction DL side.

  In FIG. 5B, the vehicle upward direction DVU is inclined to the right direction DR side with respect to the upward direction DU. Hereinafter, the angle between the upward direction DU and the upward direction DVU when viewing the vehicle 10 facing the front direction DF is referred to as an inclination angle T. Here, “T> zero” indicates an inclination toward the right direction DR, and “T <zero” indicates an inclination toward the left direction DL. When the vehicle 10 is tilted, the vehicle body 90 is also tilted in the same direction. The tilt angle T of the vehicle 10 can be referred to as the tilt angle T of the vehicle body 90.

  The lean motor 25 has a lock mechanism (not shown) that fixes the lean motor 25 so as not to rotate. By operating the lock mechanism, the upper horizontal link member 31U is fixed to the middle vertical link member 21 so as not to rotate. As a result, the tilt angle T is fixed. For example, when the vehicle 10 is parked, the tilt angle T is fixed to zero. The locking mechanism is preferably a mechanical mechanism that does not consume power while the lean motor 25 (and thus the link mechanism 30) is being fixed.

  5A and 5B show the tilt axis AxL. The tilt axis AxL is located on the ground GL. The link mechanism 30 and the lean motor 25 can tilt the vehicle 10 right and left around the tilt axis AxL. In the present embodiment, the tilt axis AxL is located on the ground GL and is a straight line that passes through the contact center P1 between the front wheel 12F and the ground GL and is parallel to the front direction DF. The link mechanism 30 that rotatably supports the rear wheels 12 </ b> L and 12 </ b> R and the lean motor 25 as an actuator that operates the link mechanism 30 constitute an inclination mechanism 89 that inclines the vehicle body 90 in the width direction of the vehicle 10. The inclination angle T is an inclination angle by the inclination mechanism 89.

  As shown in FIGS. 1, 5A, and 5B, the vehicle body 90 (specifically, the main body 20) has a roll axis AxR that extends from the rear DB side toward the front DF side. It is connected to the rear wheel support portion 80 so as to be rotatable about the center. As shown in FIGS. 2 and 4, in this embodiment, the main body 20 is connected to the rear wheel support 80 by a suspension system 70 and a connecting part 75. The suspension system 70 includes a left suspension 70L and a right suspension 70R. In this embodiment, each of the suspensions 70L and 70R is a telescopic suspension that incorporates a coil spring and a shock absorber. The suspensions 70L and 70R can be expanded and contracted along the central axes 70La and 70Ra (FIG. 4) of the suspensions 70L and 70R. As shown in FIG. 4, when the vehicle 10 is standing upright, the central axes of the suspensions 70L and 70R are approximately parallel to the vertical direction. The upper ends of the suspensions 70L and 70R are coupled to the support portion 20d of the main body 20 so as to be rotatable around a rotation axis parallel to the first axial direction (for example, the front direction DF). The lower ends of the suspensions 70L and 70R are coupled to the first support portion 82 of the rear wheel support portion 80 so as to be rotatable about a rotation axis parallel to the second axial direction (for example, the right direction DR). In addition, the structure of the connection part of suspension 70L, 70R and another member may be other various structures (for example, ball joint).

  As shown in FIGS. 1 and 2, the connecting portion 75 is a bar extending in the front direction DF. The connecting portion 75 is disposed at the center in the width direction of the vehicle 10. An end portion on the front direction DF side of the connecting portion 75 is connected to the rear portion 20 c of the main body portion 20. The configuration of the connecting portion is, for example, a ball joint. The connecting portion 75 can move in any direction within a predetermined range with respect to the rear portion 20c. The end portion on the rear DB side of the connecting portion 75 is connected to the second support portion 83 of the rear wheel support portion 80. The configuration of the connecting portion is, for example, a ball joint. The connecting portion 75 can move in any direction with respect to the second support portion 83 within a predetermined range.

  Thus, the main body 20 (and thus the vehicle body 90) is coupled to the rear wheel support 80 via the suspension system 70 and the coupling 75. The vehicle body 90 can move with respect to the rear wheel support portion 80. A roll axis AxR in FIG. 1 indicates a central axis when the vehicle body 90 rotates in the right direction DR or the left direction DL with respect to the rear wheel support portion 80. In the present embodiment, the roll axis AxR is a straight line passing through the contact center P1 between the front wheel 12F and the ground GL and the vicinity of the connecting portion 75. The vehicle body 90 can be rotated in the width direction about the roll axis AxR by expansion and contraction of the suspensions 70L and 70R. In this embodiment, the tilt axis AxL of the tilt by the tilt mechanism 89 is different from the roll axis AxR.

  5A and 5B, the vehicle body 90 that rotates about the roll axis AxR is indicated by a dotted line. A roll axis AxR in the drawing indicates the position of the roll axis AxR on a plane including the suspensions 70L and 70R and perpendicular to the front direction DF. As shown in FIG. 5B, even when the vehicle 10 is tilted, the vehicle body 90 can further rotate in the right direction DR and the left direction DL about the roll axis AxR.

  The vehicle body upward direction DBU in the figure is the upward direction of the vehicle body 90. When the vehicle body 90 is not inclined with respect to the rear wheel support portion 80, the vehicle body upward direction DBU is the same as the vehicle upward direction DVU. As shown in FIG. 5A, when the vehicle 10 is not inclined and the vehicle body 90 is not inclined with respect to the rear wheel support portion 80, the vehicle body upward direction DBU is the same as the upward direction DU. is there. The vehicle body 90 can rotate right and left with respect to the rear wheel support portion 80 about the roll axis AxR. In this case, the vehicle body upward direction DBU can be inclined to the right and left with respect to the vehicle upward direction DVU. Such inclination of the vehicle body 90 can occur when the vehicle 10 is not inclined as shown in FIG. 5A and when the vehicle 10 is inclined as shown in FIG. 5B. For example, the vehicle 10 traveling on the ground GL can vibrate according to the unevenness of the ground GL. Due to this vibration, the vehicle body 90 can rotate (and hence vibrate) in the width direction of the vehicle with respect to the rear wheel support portion 80. Hereinafter, the angle between the upward direction DU and the vehicle body upward direction DBU when viewing the vehicle 10 facing the front direction DF is referred to as a roll angle Tr. Here, “Tr> zero” indicates an inclination toward the right direction DR, and “Tr <zero” indicates an inclination toward the left direction DL. The roll angle Tr may be a value different from the tilt angle T.

  The vehicle body 90 rotates in the width direction of the vehicle 10 with respect to the vertical upward direction DU (and thus the ground GL) by the rotation by the rear wheel support portion 80 and the rotation by the suspension system 70 and the connecting portion 75. Can move. In this manner, the rotation in the width direction of the vehicle body 90 realized by integrating the entire vehicle 10 is also referred to as a roll. In the present embodiment, the roll of the vehicle body 90 is mainly caused through the entire rear wheel support portion 80, the suspension system 70, and the connecting portion 75. The roll is also generated by deformation of members of the vehicle 10 such as the vehicle body 90 and the tires 12Rb and 12Lb.

  1, FIG. 5 (A), and FIG. 5 (B) show the center of gravity 90c. The center of gravity 90c is the center of gravity of the vehicle body 90 in a fully loaded state. The full load state is a state in which the vehicle 10 is loaded with passengers (and luggage if possible) so that the total weight of the vehicle 10 becomes an allowable total vehicle weight. For example, the maximum weight of luggage may not be specified, and the maximum capacity may be specified. In this case, the center of gravity 90 c is the center of gravity in a state where the maximum number of passengers associated with the vehicle 10 has boarded the vehicle 10. As the weight of the occupant, a reference weight (for example, 55 kg) previously associated with the maximum number of passengers is employed. In addition to the maximum capacity, the maximum weight of luggage may be specified. In this case, the center of gravity 90c is the center of gravity of the vehicle body 90 in a state where a maximum number of passengers and a maximum weight of luggage are loaded.

  As illustrated, in the present embodiment, the center of gravity 90c is disposed on the lower direction DD side of the roll axis AxR. Therefore, when the vehicle body 90 vibrates around the roll axis AxR, it is possible to suppress the vibration amplitude from becoming excessively large. In the present embodiment, in order to arrange the center of gravity 90c on the lower direction DD side of the roll axis AxR, the battery 120, which is a relatively heavy element among the elements of the vehicle body 90 (FIG. 1), is arranged at a low position. Specifically, the battery 120 is fixed to the bottom portion 20 b that is the lowest portion of the main body portion 20 of the vehicle body 90. Therefore, the center of gravity 90c can be easily made lower than the roll axis AxR.

  FIG. 6 is an explanatory diagram of force balance during turning. In the drawing, rear views of the rear wheels 12L and 12R when the turning direction is the right direction are shown. As will be described later, when the turning direction is the right direction, the control device 110 (FIG. 1) leans so that the rear wheels 12L and 12R (and thus the vehicle 10) are inclined in the right direction DR with respect to the ground GL. The motor 25 may be controlled.

A first force F <b> 1 in the drawing is a centrifugal force acting on the vehicle body 90. The second force F <b> 2 is gravity that acts on the vehicle body 90. Here, the mass of the vehicle body 90 is m (kg), the gravitational acceleration is g (approximately 9.8 m / s ² ), the inclination angle of the vehicle 10 with respect to the vertical direction is T (degrees), and the vehicle 10 when turning Is V (m / s), and the turning radius is R (m). The first force F1 and the second force F2 are expressed by the following formulas 1 and 2.
F1 = (m * V ² ) / R (Formula 1)
F2 = m * g (Formula 2)
Here, * is a multiplication symbol (hereinafter the same).

A force F1b in the figure is a component of the first force F1 in a direction perpendicular to the vehicle upward direction DVU. The force F2b is a component of the second force F2 in a direction perpendicular to the vehicle upward direction DVU. The force F1b and the force F2b are expressed by the following formulas 3 and 4.
F1b = F1 * cos (T) (Formula 3)
F2b = F2 * sin (T) (Formula 4)
Here, “cos ()” is a cosine function, and “sin ()” is a sine function (hereinafter the same).

The force F1b is a component that rotates the vehicle upward direction DVU to the left direction DL side, and the force F2b is a component that rotates the vehicle upward direction DVU to the right direction DR side. When the vehicle 10 continues to turn stably while maintaining the inclination angle T (and further, the speed V and the turning radius R), the relationship between F1b and F2b is expressed by the following formula 5: F1b = F2b ( Formula 5)
When the above formulas 1 to 4 are substituted into the formula 5, the turning radius R is expressed by the following formula 6.
^{R = V 2 / (g *} tan (T)) ( Equation 6)
Here, “tan ()” is a tangent function (hereinafter the same).
Equation 6 is satisfied without depending on the mass m of the vehicle body 90. Here, the following is obtained by replacing “T” in Expression 6 with a parameter Ta (here, an absolute value of the tilt angle T) that represents the magnitude of the tilt angle without distinguishing between the left direction and the right direction. Equation 6a is established regardless of the inclination direction of the vehicle body 90.
^{R = V 2 / (g *} tan (Ta)) ( Equation 6a)

  FIG. 7 is an explanatory diagram showing a simplified relationship between the steering angle AF and the turning radius R. FIG. In the drawing, the wheels 12F, 12L, and 12R viewed in the downward direction DD are shown. In the drawing, the front wheel 12F rotates in the right direction DR, and the vehicle 10 turns in the right direction DR. The front center Cf in the figure is the center of the front wheel 12F. The front center Cf is located on the rotation axis of the front wheel 12F. When the vehicle 10 is viewed in the downward direction DD, the front center Cf is located at approximately the same position as the contact center P1 (FIG. 1). The rear center Cb is the center of the two rear wheels 12L and 12R. When the vehicle body 90 is not inclined, the rear center Cb is located at the center between the rear wheels 12L and 12R on the rotation axis of the rear wheels 12L and 12R. When the vehicle 10 is viewed in the downward direction DD, the position of the rear center Cb is the same as the center position between the contact centers PbL and PbR of the two rear wheels 12L and 12R. The center Cr is the center of turning (referred to as turning center Cr). The wheel base Lh is a distance in the front direction DF between the front center Cf and the rear center Cb. As shown in FIG. 1, the wheel base Lh is a distance in the front direction DF between the rotation shaft of the front wheel 12F and the rotation shafts of the rear wheels 12L and 12R.

As shown in FIG. 7, the front center Cf, the rear center Cb, and the turning center Cr form a right triangle. The interior angle of the point Cb is 90 degrees. The interior angle of the point Cr is the same as the steering angle AF. Therefore, the relationship between the steering angle AF and the turning radius R is expressed by the following Expression 7.
AF = arctan (Lh / R) (Formula 7)
Here, “arctan ()” is an inverse function of the tangent function (hereinafter the same).

  There are various differences between the actual behavior of the vehicle 10 and the simplified behavior of FIG. For example, the actual wheels 12F, 12L, and 12R can slide with respect to the ground GL. Further, the actual front wheel 12F and the rear wheels 12L and 12R are inclined. Therefore, the actual turning radius may be different from the turning radius R of Equation 7. However, Expression 7 can be used as a good approximation expression indicating the relationship between the steering angle AF and the turning radius R.

  When the vehicle 10 tilts to the right direction DR side as shown in FIG. 5B during forward movement, the center of gravity 90c of the vehicle body 90 moves to the right direction DR side, so the traveling direction of the vehicle 10 is to the right direction DR side. Change. As a result, the front wheel support device 41 (FIG. 1) (as a result, the rotation axis Ax1 (FIG. 5B)) also moves to the right direction DR side. On the other hand, the contact center P1 between the front wheel 12F and the ground GL cannot immediately move to the right direction DR side due to friction. In this embodiment, as described with reference to FIG. 1, the front wheel 12F has a positive trail Lt. That is, the contact center P1 is located on the rear side DB side with respect to the intersection P2 between the rotation axis Ax1 and the ground GL. As a result, when the vehicle 10 is tilted to the right direction DR side while moving forward, the direction of the front wheel 12F (that is, the traveling direction D12 (FIG. 2)) is naturally the new traveling direction of the vehicle 10, that is, the tilt. It can be rotated in a direction (right direction DR in the example of FIG. 5B). The rotation direction RF in FIG. 5B indicates the rotation direction of the front wheel 12F around the rotation axis Ax1 when the vehicle body 90 is inclined to the right direction DR side. When the front wheel support device 41 is operating in the first mode, the direction of the front wheel 12F naturally rotates in the tilt direction following the start of the change of the tilt angle T. Then, the vehicle 10 turns in the inclination direction.

  Further, when the turning radius is the same as the turning radius R expressed by the above formula 6 (and thus the formula 6a), the forces F1b and F2b (FIG. 6, formula 5) are balanced, so that the behavior of the vehicle 10 is Stability is improved. The vehicle 10 turning at an inclination angle T tries to turn at a turning radius R expressed by Equation 6. Further, since the vehicle 10 has the positive trail Lt, the traveling direction D12 of the front wheel 12F is naturally the same as the traveling direction of the vehicle 10. Therefore, when the vehicle 10 turns at an inclination angle T, the direction of the front wheel 12F that can turn in the left-right direction (that is, the steering angle AF) is specified from the turning radius R expressed by Equation 6 and Equation 7. It is possible to calm down in the direction of the rudder angle AF. Thus, the rudder angle AF changes following the inclination of the vehicle body 90.

  As described above, the front wheel support device 41 operating in the first mode can be rotated in the left-right direction with respect to the vehicle body 90 following the change in the inclination of the vehicle body 90 regardless of the information input to the handle 41a. The front wheel 12F is supported. For example, even when the handle 41a is maintained in a predetermined direction indicating straight travel, the front wheel 12F changes to the tilt angle T when the tilt angle T of the vehicle body 90 changes to the right. Following it, it can turn to the right (that is, the steering angle AF can change to the right).

  As described with reference to FIG. 1, the support bar 41ax fixed to the handle 41a and the front fork 17 as an example of a support member that rotatably supports the front wheel 12F are connected by an elastic body 50. In other words, the elastic body 50 indirectly connects the handle 41a and the front fork 17 via the support bar 41ax. In this embodiment, the elastic body 50 is a coil spring. When the user rotates the handle 41a to the right or left, the rightward or leftward force applied to the handle 41a by the user is transmitted to the front fork 17 via the elastic body 50. That is, by operating the handle 41a, the user can apply a rightward or leftward force to the front fork 17 and thus to the front wheel 12F. Thereby, when the user does not turn the front wheel 12F in the intended direction (that is, when the steering angle AF is different from the intended angle), the user operates the handle 41a to turn the front wheel 12F (that is, the steering angle AF). Can be corrected. Thereby, running stability can be improved. For example, when the steering angle AF changes according to external factors such as road surface unevenness and wind, the user can correct the steering angle AF by operating the handle 41a.

  The elastic body 50 loosely connects the support bar 41ax and the front fork 17. For example, the spring constant of the elastic body 50 is set to a sufficiently small value. Such an elastic body 50 allows the front wheel 12F to follow the change in the inclination of the vehicle body 90 regardless of the handle angle input to the handle 41a when the front wheel support device 41 is operating in the first mode. It is allowed to rotate in the left-right direction with respect to. Therefore, since the steering angle AF can be changed to a steering angle suitable for the tilt angle T, traveling stability is improved. Note that when the elastic body 50 realizes loose connection, that is, when the front wheel 12F is allowed to rotate as described above, the vehicle 10 can operate as follows. For example, even when the handle 41a is rotated to the left, the front wheel 12F can be rotated to the right when the vehicle body 90 is tilted to the right. Further, when the handle 41a is rotated to the right and left with the vehicle 10 stopped on an asphalt paved flat and dry road, the one-to-one relationship between the handle angle and the steering angle AF is as follows. Not maintained. Since the force applied to the handle 41a is transmitted to the front fork 17 via the elastic body 50, the steering angle AF can be changed according to the change in the handle angle. However, the steering angle AF when the direction of the handle 41a is adjusted so that the steering wheel angle becomes one specific value is not fixed to one value but can change. For example, the handle 41a is rotated rightward in a state where both the handle 41a and the front wheel 12F are directed straight. Thereby, the front wheel 12F turns to the right. After this, the handle 41a is returned again in the straight direction. Here, the front wheel 12 </ b> F can be maintained in a state in which the front wheel 12 </ b> F does not face straight and faces right. Even if the handle 41a is rotated to the right or left, the vehicle 10 may not be able to turn in the direction of the handle 41a. Further, when the vehicle 10 is stopped, the amount of change in the steering angle AF with respect to the amount of change in the steering wheel angle may be smaller than when the vehicle 10 is traveling.

  The elastic body 50 may be directly connected to the handle 41a, and the handle 41a and the front fork 17 may be directly coupled. The elastic body 50 may be another type of member that can be elastically deformed. The elastic body 50 may be various elastic bodies such as a torsion spring and rubber. Further, the elastic body 50 may be omitted.

  In the present embodiment, when the vehicle body 90 is tilted, a force that rotates the steering angle AF in the tilting direction acts on the front wheels 12F without depending on the trail Lt. FIG. 8 is an explanatory diagram of the force acting on the rotating front wheel 12F. In the figure, a perspective view of the front wheel 12F is shown. In the example of FIG. 8, the direction D12 of the front wheel 12F is the same as the front direction DF. The rotation axis Ax2 is a rotation axis of the front wheel 12F. When the vehicle 10 moves forward, the front wheel 12F rotates around the rotation axis Ax2. In the figure, a rotation axis Ax1 and a front axis Ax3 of the front wheel support device 41 (FIG. 1) are shown. The rotation axis Ax1 extends from the upper direction DU side toward the lower direction DD side. The front axis Ax3 is an axis that passes through the center of gravity 12Fc of the front wheel 12F and is parallel to the direction D12 of the front wheel 12F. Note that the rotational axis Ax2 of the front wheel 12F also passes through the center of gravity 12Fc of the front wheel 12F.

  As described with reference to FIG. 1 and the like, in this embodiment, the front wheel support device 41 that supports the front wheel 12F is fixed to the vehicle body 90. Therefore, when the vehicle body 90 is tilted, the front wheel support device 41 is tilted together with the vehicle body 90, so that the rotation axis Ax2 of the front wheel 12F is also inclined in the same direction. When the vehicle body 90 of the traveling vehicle 10 is tilted to the right direction DR side, torque Tq1 (FIG. 8) for tilting to the right direction DR side acts on the front wheel 12F that rotates about the rotation axis Ax2. This torque Tq1 includes a force component that tends to tilt the front wheel 12F toward the right direction DR with the front axis Ax3 as the center. Thus, the motion of the object when an external torque is applied to the rotating object is known as precession. For example, the rotating object rotates around an axis perpendicular to the rotation axis and the external torque axis. In the example of FIG. 8, the rotating front wheel 12 </ b> F rotates about the rotation axis Ax <b> 1 of the front wheel support device 41 toward the right direction DR by applying the torque Tq <b> 1. Thus, due to the angular momentum of the rotating front wheel 12F, the direction of the front wheel 12F (that is, the steering angle AF) changes following the inclination of the vehicle body 90.

  In the above, the case where the vehicle 10 inclines to the right direction DR side was demonstrated. The same applies when the vehicle 10 is tilted to the left direction DL side.

  When the vehicle 10 repeats the right turn and the left turn, the tilt angle T vibrates between the right and the left. Thereby, the vehicle body upward direction DBU which is the direction of the vehicle body 90 also vibrates between the right and the left. The steering angle AF can vibrate following the vibration of the vehicle body 90. Specifically, the rudder angle AF can vibrate following the vibration of the roll angle Tr of the vehicle body 90 (FIGS. 5A and 5B).

  FIG. 9 is a graph showing an example of the vibration of the roll angle Tr and the vibration of the steering angle AF. The horizontal axis indicates the time TM, and the vertical axis indicates the roll angle Tr and the steering angle AF. Graph GTr shows an example of vibration of roll angle Tr, and graphs GAF1 and GAF2 show examples of vibration of steering angle AF, respectively. As indicated by these graphs GAF1 and GAF2, the steering angle AF vibrates following the vibration of the roll angle Tr. Further, the phase of vibration of the steering angle AF is delayed from the phase of vibration of the roll angle Tr. Hereinafter, the phase delay amount of the steering angle AF with respect to the roll angle Tr is also referred to as “steering angle delay phase difference” or simply “delay phase difference”. Delay phase differences Dpa1 and Dpa2 in the figure indicate the amount of delay in the phase of the steering angle AF from the roll angle Tr. The delay phase difference Dpa1 of the first graph GAF1 is smaller than the delay phase difference Dpa2 of the second graph GAF2. In the drawing, in order to make the graph easy to see, the amplitude of the steering angle AF is shown as the same amplitude as the amplitude of the roll angle Tr. Actually, the amplitude of the steering angle AF may be different from the amplitude of the roll angle Tr.

  The delay in the change of the steering angle AF can be caused by various causes. For example, a change in the direction of the front wheel 12F (that is, the steering angle AF) is suppressed by the moment of inertia of a member (for example, the front fork 17) that rotates with the front wheel 12F around the rotation axis Ax1 of the front wheel support device 41. The Further, the change in the steering angle AF is suppressed by the resistance of rotation (for example, friction) about the rotation axis Ax1. As a result, the change in the steering angle AF can be delayed with respect to the change in the roll angle Tr. Further, a change in the traveling direction of the vehicle 10 is suppressed by an inertia moment (also referred to as a yaw moment) related to the turning of the vehicle 10. As a result, the change in the traveling direction can be delayed with respect to the change in the roll angle Tr. The change in the steering angle AF can be delayed due to the delay in the change in the traveling direction. In addition, when the user vibrates the handle 41a in the left-right direction at a high frequency, the tilt angle T can also vibrate at a high frequency in the left-right direction. In such a case, the delay of the change in the steering angle AF can be large.

  When the delay phase difference is 90 degrees, the front wheel 12F that rotates between the right and the left can increase the amplitude of vibration of the vehicle body 90. A second graph GAF2 in FIG. 9 shows a case where the delay phase difference Dpa2 is 90 degrees. In the figure, two states Sa and Sb are shown. The first state Sa is a state in which the vehicle body 90 is inclined in the right direction DR with the maximum amplitude (maximum roll angle Tr). The second state Sb is a state in which the vehicle body 90 rotates from the first state Sa toward the left direction DL and the roll angle Tr becomes zero degrees. In this second state Sb, the angular velocity of vibration of the vehicle body 90 is the fastest. On the other hand, since the steering angle AF is delayed by 90 degrees from the roll angle Tr, in this second state Sb, the steering angle AF (second graph GAF2) faces the right direction DR with the maximum amplitude (maximum steering angle AF). ing. Since the front wheel 12F having such a steering angle AF turns the vehicle 10 in the right direction DR, a centrifugal force directed to the left direction DL acts on the vehicle body 90. A centrifugal force directed to the left direction DL further acts on the vehicle body 90 that rotates at the maximum angular velocity toward the left in this way. As a result, the amplitude of vibration of the vehicle body 90 can increase. An increase in the amplitude of vibration of the vehicle body 90 may reduce the running stability of the vehicle 10. For example, the vehicle body 90 may vibrate unintentionally during traveling. Therefore, in this embodiment, the control device 110 (FIG. 1) controls the vehicle 10 so as to suppress the vibration of the vehicle body 90 from increasing.

A2. Control of vehicle 10:
FIG. 10 is a block diagram showing a configuration related to control of the vehicle 10. The vehicle 10 includes a vehicle speed sensor 122, a steering wheel angle sensor 123, a front wheel steering angle sensor 124, a lean angle sensor 125, an accelerator pedal sensor 145, a brake pedal sensor 146, a shift switch 47, The control device 110 includes a right electric motor 51R, a left electric motor 51L, a lean motor 25, and a steering motor 65.

  The vehicle speed sensor 122 is a sensor that detects the vehicle speed of the vehicle 10. In this embodiment, the vehicle speed sensor 122 is attached to the lower end of the front fork 17 (FIG. 1), and detects the rotational speed of the front wheels 12F, that is, the vehicle speed.

  The handle angle sensor 123 is a sensor that detects the direction of the handle 41a (that is, the handle angle). In this embodiment, the handle angle sensor 123 is attached to a support bar 41ax fixed to the handle 41a (FIG. 1).

  The front wheel rudder angle sensor 124 is a sensor that detects the front wheel rudder angle AF of the front wheel 12F (hereinafter also simply referred to as the rudder angle sensor 124). In this embodiment, the steering angle sensor 124 is attached to the steering motor 65 (FIG. 1).

  The lean angle sensor 125 is a sensor that detects the tilt angle T. The lean angle sensor 125 is attached to the lean motor 25 (FIG. 4). As described above, the direction of the upper horizontal link member 31U with respect to the middle vertical link member 21 corresponds to the inclination angle T. The lean angle sensor 125 detects the direction of the upper horizontal link member 31U relative to the middle vertical link member 21, that is, the inclination angle T.

  The accelerator pedal sensor 145 is a sensor that detects an accelerator operation amount. In this embodiment, the accelerator pedal sensor 145 is attached to the accelerator pedal 45 (FIG. 1). The brake pedal sensor 146 is a sensor that detects a brake operation amount. In this embodiment, the brake pedal sensor 146 is attached to the brake pedal 46 (FIG. 1).

  In addition, each sensor 122, 123, 124, 125, 145, 146 is comprised using the resolver or the encoder, for example.

  The control device 110 includes a main control unit 100, a drive device control unit 101, a lean motor control unit 102, and a steering motor control unit 103. Control device 110 operates using power from battery 120 (FIG. 1). Each of the control units 100, 101, 102, and 103 has a computer. Each computer has a processor (for example, CPU), a volatile storage device (for example, DRAM), and a nonvolatile storage device (for example, flash memory). A program for the operation of the control unit is stored in advance in the nonvolatile storage device (not shown). The processor executes various processes by executing a program.

  The processor of the main control unit 100 receives signals from the sensors 122, 123, 124, 125, 145, and 146 and the shift switch 47, and controls the vehicle 10 according to the received signals. Specifically, the processor of the main control unit 100 controls the vehicle 10 by outputting instructions to the drive device control unit 101, the lean motor control unit 102, and the steering motor control unit 103 (details will be described later).

  The processor of the drive device control unit 101 controls the electric motors 51 </ b> L and 51 </ b> R according to instructions from the main control unit 100. The processor of the lean motor control unit 102 controls the lean motor 25 in accordance with an instruction from the main control unit 100. The processor of the steering motor control unit 103 controls the steering motor 65 in accordance with an instruction from the main control unit 100. Each of these control units 101, 102, 103 has an electric circuit (for example, an inverter circuit) that supplies electric power from the battery 120 to the motors 51L, 51R, 25, 65 to be controlled.

  Hereinafter, the processing performed by the processor of the control unit is simply expressed as the control unit executing the processing.

  FIG. 11 is a flowchart illustrating an example of a control process executed by the control device 110 (FIG. 10). The flowchart of FIG. 11 shows a control procedure of the rear wheel support unit 80 and the front wheel support device 41. In the embodiment of FIG. 10, when the vehicle speed V is equal to or higher than a predetermined threshold value Vth, the control device 110 supports the front wheels 12F so that the front wheels 12F change following the inclination of the vehicle body 90. The front wheel support device 41 is operated in one mode. When the vehicle speed V is less than the threshold value Vth, the control device 110 operates the front wheel support device 41 in the second mode in which the direction of the front wheels 12F (that is, the steering angle AF) is actively controlled. In addition, the control device 110 performs lean control for tilting the vehicle 10 in each of the case where the vehicle speed V is equal to or higher than the threshold value Vth and the case where the vehicle speed V is lower than the threshold value Vth. In FIG. 11, each process is provided with a symbol that combines a letter “S” and a number following the letter “S”.

  In S <b> 100, the main control unit 100 acquires signals from the sensors 122, 123, 124, 125, 145, and 146 and the shift switch 47. As a result, the main control unit 100 specifies the speed V, the steering wheel angle, the steering angle AF, the tilt angle T, the accelerator operation amount, the brake operation amount, and the travel mode.

  In S110, the main control unit 100 determines whether or not a condition for operating the front wheel support device 41 in the first mode is satisfied (hereinafter referred to as “release condition”). In the present embodiment, the release condition is “the travel mode is“ drive ”or“ neutral ”and the speed V is equal to or higher than the threshold value Vth”. The threshold value Vth is larger than zero, for example, 15 km / h. When the vehicle 10 moves forward, the release condition is satisfied when the vehicle speed V is equal to or higher than the threshold value Vth.

  When the release condition is satisfied (S110: Yes), in S120, the main control unit 100 supplies an instruction for operating the front wheel support device 41 in the first mode to the steering motor control unit 103. The steering motor control unit 103 stops power supply to the steering motor 65 for maintaining the steering angle AF at the target steering angle in accordance with the instruction. As a result, the front wheel support device 41 supports the front wheel 12F in a state in which the front wheel support device 41 is rotatable about both the right direction DR side and the left direction DL side about the rotation axis Ax1. As a result, the steering angle AF of the front wheel 12F changes following the inclination of the vehicle body 90.

  In S <b> 130, the main control unit 100 executes tilt control for controlling the lean motor 25. FIG. 12 is a block diagram illustrating functions for tilt control among the functions realized by the main control unit 100. The main control unit 100 operates as a low-pass filter processing unit 910, a band changing unit 915, a high-frequency intensity specifying unit 920, a target tilt angle determining unit 930, and a command value determining unit 940. In this embodiment, the processor of the main control unit 100 implements the functions of the processing units 910, 915, 920, 930, and 940 by executing a program.

  The low-pass filter processing unit 910 performs processing as a low-pass filter that passes the low-frequency component of the handle angle Am specified in S100 (FIG. 11). When the user operates the handle 41a, since the handle 41a is operated irregularly, the handle angle Am is likely to change irregularly. Therefore, the handle angle Am can include various frequency components. In the present embodiment, the low-pass filter processing unit 910 attenuates a high-frequency component having a cutoff frequency fcl or higher among the variable handle angle Am, and allows a low-frequency component having a cutoff frequency fcl or lower to pass. As a result, the low-pass filter processing unit 910 outputs the low frequency component Aml of the handle angle Am. When the user slowly operates the handle 41a, the handle angle represented by the low frequency component Aml is approximately the same as the original handle angle Am. When the user vibrates the handle 41a at a high frequency, the handle angle represented by the low frequency component Aml does not vibrate like the original handle angle Am, but the average handle angle of the original handle angle Am. Is shown.

  The band changing unit 915 changes the pass band of the low-pass filter processing unit 910 using the vehicle speed V. In the present embodiment, the cutoff frequency fcl of the low-pass filter processing unit 910 is changed according to the vehicle speed V. FIG. 13 is a graph showing the relationship between the vehicle speed V and the cutoff frequency fcl. The horizontal axis indicates the vehicle speed V, and the vertical axis indicates the cutoff frequency fcl. As shown in the drawing, when the vehicle speed V is low, the cut-off frequency fcl is smaller than when the vehicle speed V is high (that is, the passband is shifted to the low frequency side). The reason for this will be described later.

  The high frequency intensity specifying unit 920 (FIG. 12) extracts the high frequency component of the handle angle Am and specifies the intensity Sh of the high frequency component (also referred to as high frequency intensity Sh). In the present embodiment, the high frequency intensity specifying unit 920 extracts a high frequency component having a cutoff frequency fch or higher from the variable steering wheel angle Am, and calculates the intensity Sh of the extracted high frequency component. The cut-off frequency fch may be the same as the cut-off frequency fcl of the low-pass filter processing unit 910 or may be different from the cut-off frequency fcl. The high frequency intensity Sh may be various values indicating the magnitude of the amplitude of the high frequency component. For example, as the high frequency intensity Sh, an average value of amplitudes at each of a plurality of frequencies is calculated.

  The target inclination angle determination unit 930 determines the first target inclination angle T1 using the low frequency component Aml and the high frequency intensity Sh. In the present embodiment, the first target tilt angle T1 is determined as follows. The target tilt angle determination unit 930 calculates a reference target tilt angle Ts by multiplying a handle angle (unit: degrees) represented by the low frequency component Aml by a predetermined coefficient (for example, 30/60). As a correspondence relationship between the steering wheel angle and the reference target inclination angle Ts, various relations can be adopted in place of the proportional relation such that the absolute value of the reference target inclination angle Ts increases as the absolute value of the steering wheel angle increases. . Information indicating the correspondence relationship between the steering wheel angle and the reference target inclination angle Ts is stored in advance in the nonvolatile storage device of the main control unit 100. The target inclination angle determination unit 930 refers to this information, and specifies the reference target inclination angle Ts corresponding to the steering wheel angle according to the correspondence relationship determined in advance by the referenced information.

  The target tilt angle determination unit 930 determines the first target tilt angle T1 using the reference target tilt angle Ts and the high frequency intensity Sh. FIG. 14 is a graph showing an example of the relationship between the magnitude of the first target tilt angle T1 and the high frequency intensity Sh. The horizontal axis represents the high frequency intensity Sh, and the vertical axis represents the magnitude (here, absolute value) of the first target tilt angle T1. This graph shows the first target tilt angle T1 when the reference target tilt angle Ts is constant. Such first target tilt angle T1 may be a target tilt angle associated with the same handle angle Am (for example, the same handle angle represented by the low frequency component Aml). As shown in the drawing, when the intensity Sh is large, the magnitude of the first target inclination angle T1 is smaller than when the intensity Sh is small. In the present embodiment, when Sh = 0, the first target tilt angle T1 is the same as the reference target tilt angle Ts. As the intensity Sh increases, the first target inclination angle T1 gradually decreases (for example, the inclination of the graph of FIG. 14 (the change in the first target inclination angle T1 relative to the change in the intensity Sh). The ratio) is predetermined). Although illustration is omitted, when the intensity Sh is constant, the magnitude of the first target inclination angle T1 is larger as the magnitude of the reference target inclination angle Ts (here, the absolute value) is larger.

  The command value determination unit 940 uses the first target tilt angle T1 and the current tilt angle T to generate a command value Cv for controlling the lean motor 25 so that the tilt angle T becomes the first target tilt angle T1. decide. The command value Cv is a parameter for controlling the lean motor control unit 102. The format of the command value Cv may be an arbitrary format. The command value Cv may be information representing the direction and magnitude of torque to be output by the lean motor 25, for example.

  In this embodiment, the command value determination unit 940 determines the command value Cv so as to suppress the increase in the delay phase difference described with reference to FIG. 9 when the tilt angle T is within a specific range. . FIG. 15 is a graph showing an example of the relationship between the torque tq of the lean motor 25 represented by the command value Cv and the tilt angle T. The horizontal axis indicates the tilt angle T, and the vertical axis indicates the magnitude of torque tq (here, the absolute value). In the present embodiment, the tilt mechanism 89 (FIG. 4) has the tilt angle T within a predetermined allowable range RT from the largest left maximum tilt angle TLx in the left direction to the largest right maximum tilt angle TRx in the right direction. Is configured to be variable. Specifically, the plurality of link members of the tilt mechanism 89 come into contact with each other and limit the tilt angle T within the allowable range RT when the tilt angle T is about to change outside the allowable range RT. For example, the left stopper 31L and the right stopper 31R are fixed to the upper horizontal link member 31U (FIG. 4). When the inclination angle T is within the allowable range RT, the stoppers 31L and 31R are separated from the middle / longitudinal link member 21. Although illustration is omitted, when the inclination angle T is the left maximum inclination angle TLx, the left stopper 31L contacts the middle / longitudinal link member 21. Thereby, the vehicle body 90 cannot be further tilted in the left direction DL. Further, when the inclination angle T is the maximum right inclination angle TRx, the right stopper 31R contacts the middle / longitudinal link member 21. Thereby, the vehicle body 90 cannot be further tilted in the right direction DR. Thus, the tilt mechanism 89 mechanically limits the tilt angle T within the allowable range RT. In the present embodiment, the configuration of the tilt mechanism 89 is bilaterally symmetric. Accordingly, the magnitude (here, absolute value) of the left maximum inclination angle TLx is the same as the magnitude (here, absolute value) of the right maximum inclination angle TRx.

  The allowable range RT is determined as follows, for example. FIG. 16 shows the positions of the wheels 12F, 12L, and 12R as viewed in the vertical downward direction DD. Here, it is assumed that the vehicle 10 is traveling on a horizontal and flat ground. The hatched area AC is an area represented by a convex hull composed of contact areas Ca1, CaR, CaL with the ground of each of the three wheels 12F, 12L, 12R (the convex hull area AC and Call).

  A projection position 90cp in the figure is a projection position on the ground when the center of gravity 90c is projected on the ground. The projection direction of the projection position 90cp is the direction of the resultant force of the gravity F2 (FIG. 6) and the centrifugal force F1 (that is, the direction opposite to the vehicle upward direction DVU). In order to improve the running stability of the vehicle 10, it is preferable that the projection position 90cp is located within the convex hull region AC. When the projection position 90cp is located outside the convex hull region AC, traveling stability can be reduced. For example, one of the rear wheels 12L and 12R can be lifted from the ground.

  The projection position 90cp moves according to a change in the inclination angle T of the vehicle body 90, and the like. In the present embodiment, the allowable range RT (FIG. 15) of the inclination angle T is determined in advance so that the projection position 90cp is maintained in the convex hull region AC in various traveling states.

  FIG. 15 shows a first range R1 and a second range R2. The first range R1 is a predetermined range, and is a partial range including the largest right maximum inclination angle TRx in the allowable range RT. The second range R2 is a predetermined range, and is a partial range including the maximum left left inclination angle TLx in the allowable range RT. The width of the second range R2 is the same as the width of the first range R1. As shown in the drawing, in these ranges R1 and R2, the magnitude of the torque tq is smaller than the remaining range R3 of the allowable range RT. That is, when the inclination angle T is large, the torque tq is small compared to when the inclination angle T is small. Therefore, when the inclination angle T is large, the magnitude of the torque tq of the lean motor 25 is small, so that a sudden change in the inclination angle T is suppressed.

  FIG. 17 is a graph showing an example of the relationship among the torque tq, the first target tilt angle T1, and the tilt angle T. The horizontal axis represents the first target tilt angle T1, and the vertical axis represents the tilt angle T. The line Leq shows T = T1. The right tolerance line LwR is such that when the first target inclination angle T1 is a positive value (that is, when the inclination direction is the right direction), the inclination angle T is equal to the first target inclination angle T1. It is a line which shows that it is the same as what added the tolerance | permissible_width | variety w. The right excess region RR indicated by hatching is a region where the inclination angle T is larger than the size indicated by the right tolerance line LwR. When the first target inclination angle T1 is a negative value (that is, when the inclination direction is the left direction), the left tolerance line LwL has a magnitude of the inclination angle T that is equal to the first target inclination angle T1. It is a line which shows that it is the same as what added the tolerance | permissible_width | variety w. The left excess region RL indicated by hatching is a region in which the inclination angle T is larger than the size indicated by the left allowable line LwL. The range of the inclination angle T represented by such excess regions RR and RL is a range in which the inclination angle T is larger than the first target inclination angle T1 by the allowable width w or more.

  When the combination of the first target inclination angle T1 and the inclination angle T is located in the excess areas RR and RL, the command value determining unit 940 (FIG. 12) is located outside the excess areas RR and RL. In comparison, the magnitude of the torque tq is reduced. For example, the magnitude of the torque tq outside the excess regions RR and RL is set to be the same as the magnitude of the torque tq in the range R3 in FIG. In the excess regions RR and RL, the torque tq is set so that the larger the inclination angle T is, the smaller the torque tq is, like the torque tq in the ranges R1 and R2 in FIG. Adjusted. Thus, since the magnitude of the torque tq in the excess regions RR and RL is small, when the magnitude of the inclination angle T is larger than the magnitude of the first target inclination angle T1 by the allowable width w or more, the inclination angle T Sudden changes are suppressed. Note that, at the boundary between the excess regions RR and RL and other regions, it is preferable that the torque tq changes smoothly according to the change in the combination of the target inclination angle T1 and the inclination angle T.

  In the embodiment of FIG. 17, the allowable width w is a constant value regardless of the first target inclination angle T1. However, the allowable width w may be changed according to the first target inclination angle T1. For example, the allowable width w may be smaller as the first target inclination angle T1 is larger. In general, the allowable width w may be various values of zero or more.

  The command value determination unit 940 (FIG. 12) uses the tilt angle T and the first target tilt angle T1 to determine the command value Cv so as to represent the torque tq having the characteristics described with reference to FIGS. . Even if the combination of the tilt angle T and the first target tilt angle T1 is outside the excess regions RR and RL in FIG. 17, if the tilt angle T is within the ranges R1 and R2 in FIG. The size of becomes smaller. Various methods may be adopted as a method of determining the command value Cv. The command value determination unit 940 refers to, for example, predetermined correspondence information (for example, map data) indicating a correspondence relationship between the tilt angle T, the first target tilt angle T1, and the command value Cv, and the tilt angle T And the first target inclination angle T1 may be used to determine the command value Cv.

  The command value determination unit 940 supplies the determined command value Cv to the lean motor control unit 102. The lean motor control unit 102 (FIG. 10) controls the lean motor 25 according to the command value Cv. Thereby, the inclination angle T approaches the first target inclination angle T1. And the control apparatus 110 complete | finishes S130 of FIG.

  In S140 of FIG. 11, as described above, the front wheel 12F naturally rotates in the tilt direction of the vehicle body 90. Specifically, the front wheel 12F naturally rotates in the direction of the steering angle AF specified by the turning radius R expressed by Expression 6 and Expression 7. The rotation of the front wheel 12F starts naturally as the inclination angle T changes. That is, the steering angle AF changes following the inclination of the vehicle body 90. Then, the process of FIG. 11 ends. The control device 110 repeatedly executes the process of FIG. When the release condition is satisfied, the control device 110 continuously performs the operation of the front wheel support device 41 in the first mode and the control of the lean motor 25 in S130. As a result, the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.

When the release condition is not satisfied (S110: No), the main control unit 100 proceeds to S160. In the present embodiment, the release condition is not satisfied in any of the following cases.
1) When the travel mode is “drive” or “neutral” and the speed V is less than the threshold value Vth.
2) When the driving mode is “parking”.
3) When the traveling mode is “reverse”.

  In S <b> 160, the main control unit 100 supplies an instruction for operating the front wheel support device 41 in the second mode to the steering motor control unit 103. In this embodiment, the steering motor control unit 103 supplies power to the steering motor 65 in accordance with the instruction. In the present embodiment, the steering motor control unit 103 controls the steering motor 65 so that the steering angle AF is maintained at the target steering angle determined in S180 (details will be described later) that are repeatedly executed. Free rotation of the front wheels 12F (steering angle AF) is prohibited by the steering motor 65.

  The process of S170 is the same as the process of S130. The main control unit 100 specifies the first target tilt angle T1. Then, the main control unit 100 supplies the lean motor control unit 102 with a command value Cv for controlling the lean motor 25 so that the tilt angle T becomes the first target tilt angle T1.

In S170, the tilt angle T may be controlled so as to approach the low speed target tilt angle T2 having a size smaller than the first target tilt angle T1. The low speed target inclination angle T2 may be expressed by the following Expression 11, for example.
T2 = (V / Vth) * T1 (Formula 11)
The low-speed target inclination angle T2 expressed by Equation 11 changes in proportion to the vehicle speed V from zero to a threshold value Vth. The magnitude of the low speed target inclination angle T2 is equal to or smaller than the magnitude of the target inclination angle T1. The reason for this is as follows. The traveling direction is changed more frequently at low speed than at high speed. Therefore, at low speeds, traveling with frequent changes in the traveling direction can be stabilized by reducing the magnitude of the inclination angle T. The relationship between the low speed target inclination angle T2 and the vehicle speed V may be various other relations such that the larger the vehicle speed V, the larger the size of the low speed target inclination angle T2.

  In S180 after starting the control of the lean motor 25 (S170), the main control unit 100 determines the first target steering angle AFt1. The first target rudder angle AFt1 is determined according to the steering wheel angle and the vehicle speed V. In the present embodiment, the target tilt angle specified in S170 and the steering angle AF specified by the above formulas 6 and 7 are used as the first target steering angle AFt1. Then, the main control unit 100 supplies an instruction for controlling the steering motor 65 so that the steering angle AF becomes the first target steering angle AFt1 to the steering motor control unit 103. The steering motor control unit 103 drives the steering motor 65 according to the instruction so that the steering angle AF becomes the first target steering angle AFt1. Thereby, the steering angle AF of the vehicle 10 is changed to the first target steering angle AFt1.

  In S180, the rudder angle AF may be controlled to a second target rudder angle AFt2 that is larger than the first target rudder angle AFt1. For example, when the steering wheel angle is the same, the second target rudder angle AFt2 may be determined so that the second target rudder angle AFt2 increases as the vehicle speed V decreases. According to this configuration, the minimum turning radius of the vehicle 10 when the speed V is low can be reduced. In any case, when the vehicle speed V is the same, the second target rudder angle AFt2 is determined so that the second target rudder angle AFt2 increases as the steering wheel angle increases. preferable. Further, when the vehicle speed V changes between the vehicle speed V less than the threshold value Vth and the vehicle speed V greater than or equal to the threshold value Vth, the steering angle AF and the tilt angle so that the steering angle AF and the tilt angle T change smoothly. The angle T is preferably controlled.

  The main control unit 100 starts the rotation (S180) of the front wheel 12F after the start of the change of the tilt angle T (S170) and before the end of the change of the tilt angle T (S170). Instead, the main control unit 100 may start the rotation (S180) of the front wheel 12F after the change of the inclination angle T (S170) is completed.

  In response to the end of S170 and S180, the process of FIG. 11 ends. The control device 110 repeatedly executes the process of FIG. When the release condition is not satisfied, the control device 110 continuously performs the operation of the front wheel support device 41 in the second mode, the control of the lean motor 25 in S170, and the control of the steering angle AF in S180. . As a result, the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.

  Although not shown, the main control unit 100 (FIG. 10) and the drive device control unit 101 function as a drive control unit that controls the electric motors 51L and 51R according to the accelerator operation amount and the brake operation amount. In the present embodiment, specifically, when the accelerator operation amount increases, the main control unit 100 supplies an instruction for increasing the output power of the electric motors 51L and 51R to the drive device control unit 101. . The drive device control unit 101 controls the electric motors 51L and 51R according to the instruction so that the output power increases. When the accelerator operation amount decreases, the main control unit 100 supplies an instruction for reducing the output power of the electric motors 51L and 51R to the drive device control unit 101. The drive device control unit 101 controls the electric motors 51L and 51R according to the instruction so that the output power decreases.

  When the amount of brake operation becomes greater than zero, the main control unit 100 supplies an instruction for reducing the output power of the electric motors 51L and 51R to the drive device control unit 101. The drive device control unit 101 controls the electric motors 51L and 51R according to the instruction so that the output power decreases. Note that the vehicle 10 preferably includes a brake device that reduces the rotational speed of at least one of the wheels 12F, 12L, and 12R by friction. And when a user steps on the brake pedal 46, it is preferable that a brake device reduces the rotational speed of at least one wheel.

  As described above, in the present embodiment, the vehicle 10 (FIGS. 1 to 5) includes the pair of rear wheels 12 </ b> L and 12 </ b> R that are disposed apart from each other in the width direction of the vehicle 10, and one front wheel 12 </ b> F. The vehicle body 90 connected to the wheels 12L, 12R, and 12F and capable of rolling in the width direction, and the operation input (in this case, the steering wheel angle Am) representing the turning direction and the degree of turning are input. And a handle 41a which is an example of a section. Further, the vehicle 10 includes an inclination mechanism 89 (FIG. 4) and a control device 110 (FIG. 10). The main control unit 100 (FIG. 12) and the lean motor control unit 102 of the control device 110 are examples of tilt control units that control the tilt mechanism 89 (the entire main control unit 100 and lean motor control unit 102 are tilted). Also referred to as control unit 112). The tilt mechanism 89 and the tilt control unit 112 are examples of tilt units that tilt the vehicle body 90 in the width direction of the vehicle 10 in accordance with an operation amount input to the operation input unit (the tilt mechanism 89 and the tilt control unit 112). Is also referred to as an inclined portion 88 (FIG. 1)). The vehicle 10 includes a front wheel support device 41. The front wheel support device 41 is a front wheel support unit that supports the front wheel 12F so as to be pivotable in the left-right direction with respect to the vehicle body 90 following the change in the inclination of the vehicle body 90 regardless of the operation amount input to the operation input unit. It is an example.

  Then, as described with reference to FIG. 15, the command value determination unit 940 of the control device 110 (FIG. 12) determines that the inclination angle T is specific when the inclination angle T of the vehicle body 90 is within the specific ranges R1 and R2. The magnitude of the torque tq of the lean motor 25 is reduced as compared with the case outside the ranges R1 and R2. Thereby, the increase in the change speed (for example, angular velocity) of the inclination angle T is suppressed. As a result, the steering angle delay phase difference (FIG. 9) can be suppressed to less than 90 degrees, so that the roll vibration of the vehicle body is suppressed from increasing. The ranges R1 and R2 are predetermined ranges including the largest tilt angles TRx and TLx in the allowable range RT of the tilt angle T. In such ranges R1 and R2 of the tilt angle T, an increase in the change speed of the tilt angle T is suppressed, so that the steering angle delay phase difference increases and reaches 90 degrees appropriately. . As a result, the vibration in the width direction of the vehicle body 90 is appropriately suppressed.

  Further, as described with reference to FIG. 12, the command value determination unit 940 causes the inclination angle T to approach the target inclination angle T1 specified using the operation amount input to the operation input unit (in this case, the handle 41a). Thus, the command value Cv for controlling the lean motor 25 is determined. Then, as described with reference to FIG. 17, the command value determination unit 940 includes the case where the inclination angle T is outside the specific ranges RR and RL when the inclination angle T is within the specific ranges RR and RL. In comparison, the magnitude of the torque tq of the lean motor 25 is reduced. Thereby, the increase in the change speed (for example, angular velocity) of the inclination angle T is suppressed. As a result, the steering angle delay phase difference (FIG. 9) can be suppressed to less than 90 degrees, so that the roll vibration of the vehicle body is suppressed from increasing. In addition, the ranges RR and RL are ranges that are larger than the size of the target inclination angle T1 by an allowable width w or more. In such ranges RR and RL of the tilt angle T, an increase in the change speed of the tilt angle T is suppressed, so that it is appropriately suppressed that the steering angle delay phase difference increases and reaches 90 degrees. . As a result, the vibration in the width direction of the vehicle body 90 is appropriately suppressed.

  In addition, as described with reference to FIG. 12, the low-pass filter processing unit 910 passes the low frequency component of the operation amount (here, the handle angle Am) input to the operation input unit (here, the handle 41a). Then, the target inclination angle determination unit 930 determines the target inclination angle T1 using the low frequency component Aml of the steering wheel angle Am. Then, the main control unit 100 and the lean motor control unit 102 cause the tilt mechanism 89 to tilt the vehicle body 90 so that the tilt angle T becomes the target tilt angle T1. Thereby, it is suppressed that the inclination angle T vibrates at a high frequency due to the high frequency component of the handle angle Am. As a result, the steering angle delay phase difference (FIG. 9) can be suppressed to less than 90 degrees, so that the roll vibration of the vehicle body is suppressed from increasing.

  Further, as described in FIG. 13, the band changing unit 915 (FIG. 12) sets the pass band of the low-pass filter processing unit 910 to a lower frequency side when the vehicle speed V is low than when the vehicle speed V is high. Shift to. The reason for this is as follows. As described with reference to FIG. 8, when the vehicle 10 moves forward, the rotating front wheel 12F rotates due to the inclination of the vehicle body 90 so that the steering angle AF rotates in the inclination direction. Thus, the torque for rotating the front wheel 12F increases as the rotational speed of the front wheel 12F increases, that is, as the vehicle speed V increases. Therefore, when the vehicle speed V is high, a delay in the change in the steering angle AF with respect to the change in the tilt angle T (and consequently the change in the roll angle Tr) is suppressed. That is, when the vehicle speed V is low, the steering angle delay phase difference is likely to increase compared to when the vehicle speed V is high. As described above, in the present embodiment, the band changing unit 915 shifts the pass band of the low-pass filter processing unit 910 to the lower frequency side when the vehicle speed V is low than when the vehicle speed V is high. Accordingly, even when the vehicle speed V is low, the phase delay of the steering angle AF due to the high frequency component of the steering wheel angle Am is appropriately suppressed.

  FIG. 18 is a graph showing an example of vibration of the tilt angle T when the handle angle Am is vibrated. The horizontal axis represents the vibration frequency fAm at the handle angle Am (also referred to as the handle frequency fAm), and the vertical axis represents the vibration frequency fT at the tilt angle T (also referred to as the tilt frequency fT). When the user operates the handle 41a, the handle 41a is easily vibrated irregularly. Accordingly, in the graph of FIG. 18, when the vibration frequency of the handle angle Am is the frequency fAm, the vibration of the handle angle Am includes various low frequency components having a handle frequency fAm or less.

  Graphs fV1, fV2, and fV3 show examples of the relationship between the steering frequency fAm and the inclination frequency fT at vehicle speeds V1, V2, and V3, respectively (where 0 <V1 <V2 <V3). As described above, since the tilt angle T changes according to the handle angle Am, the tilt frequency fT increases as the handle frequency fAm increases. Further, as described in FIG. 12, the target inclination angle T1 is determined using the low frequency component Aml instead of the original handle angle Am. Accordingly, the influence of the high frequency component higher than the cutoff frequency fcl on the vibration of the tilt angle T is small. The cut-off frequencies fcl1, fcl2, and fcl3 in FIG. 18 are the cut-off frequencies fcl at vehicle speeds V1, V2, and V3, respectively (fcl1 <fcl2 <fcl3).

  In any of the three graphs fV1, fV2, and fV3, when the handle frequency fAm increases from zero, the slope frequency fT increases from zero. When the handle frequency fAm increases beyond the cut-off frequencies fcl1, fcl2, and fcl3, the increase of the gradient frequency fT becomes moderate. And even if the handle frequency fAm further increases, the tilt frequency fT hardly increases.

  The inclination frequencies fT1, fT2, and fT3 in the figure indicate inclination frequencies fT at which the steering angle delay phase difference is 90 degrees at vehicle speeds V1, V2, and V3, respectively (also referred to as 90 degree frequencies fT1, fT2, and fT3). ). As described with reference to FIG. 8, the higher the vehicle speed V, the more the delay in the steering angle AF vibration is suppressed. Accordingly, the 90-degree frequencies fT1, fT2, and fT3 are larger as the vehicle speed V is higher.

  As shown in FIG. 13, when the vehicle speed V is slow, the cutoff frequency fcl is smaller than when the vehicle speed V is fast. Therefore, as the graphs fV1, fV2, and fV3 indicate, the inclination frequency fT is suppressed to a smaller frequency as the vehicle speed V is slower. In this embodiment, regardless of the vehicle speed V, the relationship between the vehicle speed V and the cut-off frequency fcl shown in FIG. 13 is determined in advance so that the inclination frequency fT is less than 90 degrees. In the graph of FIG. 18, at any vehicle speed V1, V2, V3, the inclination frequency fT is maintained below the 90-degree frequency fT1, fT2, fT3 of the corresponding vehicle speed V. In this way, the steering angle delay phase difference can be suppressed to less than 90 degrees regardless of the vehicle speed V, so that the roll vibration of the vehicle body is suppressed from increasing. Further, when the vehicle speed V is high, the cutoff frequency fcl is large, so that a rapid change in the tilt angle T can be realized while maintaining the steering angle delay phase difference below 90 degrees.

  Further, as shown in FIG. 14, the target inclination angle determination unit 930 has the same handle angle Am (for example, low) when the high frequency intensity Sh of the handle angle Am is strong, compared to when the high frequency intensity Sh is weak. The target inclination angle T1 associated with the same steering wheel angle represented by the frequency component Aml is reduced. Therefore, when the high frequency intensity Sh of the handle angle Am is strong, the magnitude of the tilt angle T associated with the same handle angle Am is smaller than when the high frequency intensity Sh is weak. In this way, when the high frequency intensity Sh is strong, an increase in the inclination angle T is suppressed, so that an increase in roll vibration of the vehicle body is suppressed.

B. Second embodiment:
FIG. 19 is an explanatory diagram of another embodiment of the tilt mechanism. The only difference from the embodiment of FIG. 4 is that a damper 150 is added to the link mechanism 30a of the tilt mechanism 89a of this embodiment. The structure of the other parts of the tilt mechanism 89a (and thus the rear wheel support part 80a and the vehicle 10a including the rear wheel support part 80a) is the same as the structure of the corresponding part in the embodiment of FIGS. Yes (the same reference numerals are assigned to the same elements as the corresponding elements, and the description is omitted).

  In the present embodiment, the damper 150 is connected to the upper horizontal link member 31U and the middle vertical link member 21. The damper 150 provides the upper horizontal link member 31U and the middle vertical link member 21 with a resistance force against the rotation of the upper horizontal link member 31U with respect to the middle vertical link member 21. As described with reference to FIG. 5B, the rotation of the upper horizontal link member 31U with respect to the middle vertical link member 21 changes the inclination angle T. Therefore, this resistance force is a resistance force against a change in the tilt angle T, and consequently a resistance force against the roll of the vehicle body 90. In this manner, the damper 150 imparts a resistance force against the roll of the vehicle body 90 to the vehicle body 90. In the present embodiment, the damper 150 provides resistance against the roll of the vehicle body 90 to the rear wheels 12R and 12L and the vehicle body 90 via the rear wheel support portion 80 including the middle vertical link member 21 and the upper horizontal link member 31U. To grant. Thereby, the damper 150 suppresses roll vibration of the vehicle body 90 at a high frequency. As a result, an increase in the steering angle delay phase difference to 90 degrees is suppressed, so that an increase in roll vibration of the vehicle body is suppressed.

  In addition, as a structure of the damper 150, you may employ | adopt the arbitrary structures which attenuate | dampen kinetic energy. For example, a damper that generates a damping force using the viscous resistance of a liquid may be employed, and a damper that generates a damping force using the friction of a plurality of members may be employed. Further, the connection position of the damper 150 may be an arbitrary position at which a resistance force against the roll can be applied to the vehicle body 90.

C. Variation:
(1) The process for controlling the inclination of the vehicle body 90 may be various other processes instead of the processes of the above embodiments. For example, in the graph of FIG. 13, the cut-off frequency fcl may change stepwise according to the change in the vehicle speed V or may change so as to draw a curve. In any case, it is preferable that the cut-off frequency fcl is smaller when the vehicle speed V is low than when the vehicle speed V is high. Further, the band changing unit 915 may be omitted from the main control unit 100 (FIG. 12). In this case, the cut-off frequency fcl may be a predetermined frequency regardless of the vehicle speed V. Further, the low-pass filter processing unit 910 may be omitted from the main control unit 100 (FIG. 12). In this case, the target inclination angle determination unit 930 may determine the target inclination angle T1 using the steering wheel angle Am as it is.

  In the graph of FIG. 14, the magnitude of the target inclination angle T1 may change stepwise according to a change in the high frequency intensity Sh, or may change so as to draw a curve. In any case, the magnitude of the target inclination angle T1 is preferably smaller when the intensity Sh is large than when the intensity Sh is small. Further, it is preferable that the target inclination angle T1 is larger as the steering wheel angle Am is larger. Further, it is preferable that the target inclination angle T1 is larger as the handle angle represented by the low frequency component Aml is larger. Further, the high frequency intensity specifying unit 920 may be omitted from the main control unit 100 (FIG. 12). In this case, the target tilt angle determination unit 930 may determine the target tilt angle T1 using only at least one of the handle angle Am and the low frequency component Aml.

  In the graph of FIG. 15, the magnitude of the torque tq of the driving device (here, the lean motor 25) of the inclined portion 88 may change stepwise according to the change of the inclination angle T. Further, the magnitude of the torque tq may change in accordance with the change in the tilt angle T within the range R3. Further, the magnitude of the torque tq may change linearly with respect to the change in the inclination angle T within the ranges R1 and R2. In any case, the command value determination unit 940 makes the magnitude of the torque tq within the ranges R1 and R2 smaller than the magnitude of the torque tq outside the ranges R1 and R2 (that is, within the range R3). Is preferred. However, the magnitude of the torque tq within the ranges R1 and R2 may be the same as the magnitude of the torque tq within the range R3.

  In the graph of FIG. 17, the allowable width w may be changed according to the change in the target tilt angle T1. For example, the allowable width w may be larger as the target inclination angle T1 is smaller. Here, the allowable width w may change continuously with respect to the change in the target inclination angle T1, or may change in a stepped manner. However, the adjustment of the torque tq using the allowable width w may be omitted.

  It should be noted that the specific ranges of the inclination angle T in which the magnitude of the torque for tilting the vehicle body 90 by the tilt mechanism 89 (that is, the torque of the drive device of the tilt mechanism 89) is small are the ranges R1, R2 (FIG. 15) and the range RR. , RL (FIG. 17) may be replaced with other various ranges. For example, any of the ranges R1 and R2 and the ranges RR and RL may be omitted from the specific range. In any case, in at least a part of the specific range of the inclination angle T, the magnitude of the inclination angle T is preferably larger than zero.

(2) The roll suppression unit that suppresses roll vibration so that the steering angle delay phase difference is less than 90 degrees includes the processing units 910, 915, 920, 930, and 940 in FIG. 12 and the damper 150 in FIG. Instead, various other devices may be used. For example, a rotary damper connected to the handle 41a may be employed. The rotary damper connects, for example, the handle 41a and the vehicle body 90 directly or indirectly through another member. Such a rotary damper can suppress the vibration of the handle 41a with respect to the vehicle body at a high frequency. Therefore, it is possible to suppress high frequency vibrations from being input to the handle 41a. As a result, high frequency roll vibration is suppressed. Moreover, you may utilize the lean motor 25 with small maximum torque as a roll suppression part. In general, a large torque of the lean motor 25 is necessary to vibrate the vehicle body 90 at a high frequency. Here, when the maximum torque of the lean motor 25 is smaller than the torque required to vibrate the vehicle body 90 at a high frequency, the lean motor 25 cannot vibrate the vehicle body 90 at a high frequency. As a result, roll vibration at a high frequency of the vehicle body 90 is suppressed.

(3) The front wheel support device 41 described with reference to FIGS. 1 to 3 is configured as a front wheel support portion that supports the front wheel to follow the change in the inclination of the vehicle body 90 so as to be rotatable in the left-right direction with respect to the vehicle body 90. Various other configurations can be employed instead of the configuration. For example, the steering motor 65 may be omitted, and the handle 41a and the front fork 17 may be connected via a clutch instead. When the clutch is released, the state of the front wheel 12F is a first state that can be rotated in the left-right direction following the change in the inclination of the vehicle body 90 regardless of the operation amount input to the operation input unit. When the clutch is connected, the state of the front wheel 12F is a second state in which free rotation is prohibited. Further, the support member that supports the front wheel so as to be rotatable in the front-rear direction may be various members instead of the front fork 17. For example, the support member may be a cantilever member.

  In general, the front wheel support portion follows the change in the inclination of the vehicle body (for example, the vehicle body 90) regardless of the operation amount input to the operation input unit (for example, the handle 41a), and moves in the horizontal direction with respect to the vehicle body. It is preferable to support the front wheel in a rotatable manner. Here, when the front wheel can rotate in the left-right direction, the front wheel can rotate in the left direction and can rotate in the right direction. The front wheel support portion supporting the front wheel in this way can be rephrased as follows. That is, the front wheel support unit follows the change in the inclination of the vehicle body in the left-right direction so that the steering angle of the front wheel with respect to one operation amount input to the operation input unit is not limited to one steering angle. A front wheel is supported so that rotation is possible. For example, when the vehicle 10 goes straight in a state where the handle 41a faces a predetermined direction indicating straight travel, a zero steering angle AF corresponds to a zero steering wheel angle. When the vehicle 41 is turning in the right direction and the handle 41a is directed in a predetermined direction indicating straight travel, the right turn is made to the zero handle angle before the inclination angle T changes to zero. The rudder angle AF shown corresponds.

  Such a front wheel support portion is, for example, a support member (for example, the front fork 17, a cantilevered support member, etc.) that supports the front wheel so as to be able to rotate back and forth, and a rotation shaft (for example, A rotation support portion (for example, a steering motor 65, a bearing, or the like) that supports the support member so as to be rotatable in the left-right direction around the rotation axis Ax1) may be included. And the center (for example, point P1) of the contact area of a front wheel and the ground may be located in the back rather than the intersection (for example, intersection P2) of the rotation axis of a rotation support part, and the ground. When the trail Lt is positive in this way, the rudder angle of the front wheels easily changes following the change in the inclination of the vehicle body 90. And it is preferable that the operation input part and the support member are not mechanically connected, or are loosely connected by the elastic body. In this case, the front wheel supported by the front wheel support portion can easily rotate in the left-right direction with respect to the vehicle body following the change in the inclination of the vehicle body, regardless of the operation amount input to the operation input unit. The caster angle CA may be zero or different from zero (the caster angle CA is preferably equal to or greater than zero).

  In any case, the front wheel support part can turn the front wheel in the left-right direction with respect to the vehicle body following the change in the inclination of the vehicle body regardless of the operation amount input to the operation input unit (for example, the handle 41a). It is preferable to be able to operate in a plurality of operation modes including a first mode supported by the second mode and a second mode in which free rotation of the front wheels is prohibited. Then, the control device 110 operates the front wheel support portion in the first mode when a predetermined condition (for example, the release condition of S110 in FIG. 11) is satisfied, and when the predetermined condition is not satisfied. The front wheel support portion may be operated in the second mode.

  Here, the release condition, which is a condition for allowing the rotation of the front wheel following the inclination of the vehicle body, may be various other conditions instead of the release condition described in FIG. For example, the control device 110 may switch the operation mode of the front wheel support unit in accordance with a user instruction. In general, it is preferable that the condition for allowing the rotation of the front wheels following the inclination of the vehicle body is a condition including that the speed is equal to or higher than a predetermined threshold. However, the front wheel support part may be configured to support the front wheel only in the state of the first mode.

(4) As the configuration of the tilt mechanism for tilting the vehicle body 90 in the width direction, various other configurations can be adopted instead of the configuration including the link mechanism 30 (FIG. 4). For example, as the tilting mechanism, a base that rotatably supports the rear wheels 12L and 12R, a hinge that rotatably connects the vehicle body 90, and an inclination angle of the vehicle body 90 with respect to the base (that is, an inclination angle). A configuration including an electric motor for controlling T) may be employed. Further, the drive device for the tilt mechanism may be another type of drive device instead of the electric motor. For example, the drive device of the tilt mechanism may include a pump, and the tilt mechanism may be driven by hydraulic pressure (for example, hydraulic pressure) from the pump. The tilt mechanism may be mechanically connected to the operation input unit. When the user operates the operation input unit, the tilt mechanism may be driven by a force input to the operation input unit. In general, various configurations that can tilt the vehicle body 90 with respect to the ground GL can be employed. Here, unlike a simple suspension, it is preferable to employ a mechanism capable of maintaining the inclination angle T of the vehicle body 90 at a target inclination angle.

  Moreover, the structure (for example, stoppers 31L and 31R (FIG. 4)) for mechanically limiting the tilt angle T within the allowable range RT may be omitted from the tilt mechanism. In this case, the control device 110 may limit the tilt angle T within the allowable range RT by controlling the lean motor 25.

(5) As a vehicle control method, various other methods can be adopted instead of the method described in FIG. For example, regardless of the vehicle speed V, the front wheel support device 41 may operate in the first mode. Then, the second mode may be omitted. For example, S110, S160, S170, and S180 in FIG. 11 may be omitted. The front wheel support portion may be configured to support the front wheel only in the first state. For example, the steering motor 65 may be replaced with a bearing.

(6) The operation input unit to which the operation amount indicating the turning direction and the degree of turning is input by operation may be other various devices instead of the handle 41a shown in FIG. For example, a lever that can tilt in the right direction DR and the left direction DL may be employed. Here, the inclination direction of the lever may indicate the turning direction. Further, the inclination angle of the lever may indicate the degree of turning. In addition, instead of a device that receives an operation amount by mechanical movement (for example, rotation or inclination), a device that electrically receives an operation amount may be employed. For example, the operation amount may be input to the touch panel.

(7) As the configuration of the vehicle, various other configurations can be adopted instead of the above-described configuration. For example, a part of the function for tilt control of the main control unit 100 of the control device 110 may be realized by the lean motor control unit 102. The control device 110 may be configured by one control unit. Further, a computer such as the control device 110 (FIG. 8) may be omitted. For example, an electric circuit that does not include a computer may control the motors 51R, 51L, 25, and 65 in accordance with signals from the sensors 122, 123, 124, 125, 145, and 146 and the switch 47. Moreover, it replaces with an electrical circuit and the machine which operate | moves using hydraulic pressure or the driving force of a motor may control motor 51R, 51L, 25, 65. Various configurations can be adopted as the total number and arrangement of the plurality of wheels. For example, the total number of front wheels may be 2, and the total number of rear wheels may be 1. Further, the total number of front wheels may be 2, and the total number of rear wheels may be 2. In addition, the pair of wheels arranged away from each other in the width direction may be front wheels or wheels that can change the rudder angle. In any case, the vehicle is N wheels (N is an integer of 3 or more) including a pair of wheels arranged apart from each other in the width direction of the vehicle, and includes one or more front wheels and a front wheel. It is preferable to provide N wheels including one or more rear wheels arranged on the rear DB side. According to this configuration, the vehicle can stand on its own when the vehicle is stopped. Moreover, it is preferable that a front wheel has a positive trail (FIG. 1). Thereby, the rudder angle of the front wheel can be easily changed following the inclination of the vehicle body. Further, the drive device that drives the drive wheels may be any device that rotates the wheels instead of the electric motor (for example, an internal combustion engine). Further, the driving device may be omitted. That is, the vehicle may be a human-powered vehicle. Further, the maximum number of vehicles may be two or more instead of one.

(8) In each of the above embodiments, a part of the configuration realized by hardware may be replaced with software, and conversely, part or all of the configuration realized by software is replaced with hardware. You may do it. For example, the function of the control device 110 of the vehicle 10 in FIG. 10 may be realized by a dedicated hardware circuit.

  When a part or all of the functions of the present invention are realized by a computer program, the program is provided in a form stored in a computer-readable recording medium (for example, a non-temporary recording medium). be able to. The program can be used in a state where it is stored in the same or different recording medium (computer-readable recording medium) as provided. The “computer-readable recording medium” is not limited to a portable recording medium such as a memory card or a CD-ROM, but is connected to an internal storage device in a computer such as various ROMs or a computer such as a hard disk drive. An external storage device may also be included.

  As mentioned above, although this invention was demonstrated based on the Example and the modification, Embodiment mentioned above is for making an understanding of this invention easy, and does not limit this invention. The present invention can be changed and improved without departing from the spirit and scope of the claims, and equivalents thereof are included in the present invention.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Seat, 12F ... Front wheel, 12L ... Left rear wheel, 12R ... Right rear wheel, 12Fc ... Center of gravity, 12La ... Wheel, 12Lb ... Tire, 12Ra ... Wheel, 12Rb ... Tire, 17 ... Front fork, 20 ... Main body, 20a ... Front part, 20b ... Bottom part, 20c ... Rear part, 20d ... Supporting part, 21 ... Middle vertical link member, 25 ... Lean motor, 30, 30a ... Link mechanism, 31D ... Lower horizontal link member, 31L ... Left stopper, 31R ... right stopper, 31U ... upper horizontal link member, 33L ... left vertical link member, 33R ... right vertical link member, 41 ... front wheel support device, 41a ... handle, 41ax ... support rod, 45 ... accelerator pedal, 46 ... Brake pedal, 47 ... Shift switch, 50 ... Elastic body, 51L ... Left electric motor, 51R ... Right electric motor, 65 ... Steering motor, 70 ... Suspension 70L ... left suspension, 70R ... right suspension, 70La ... central axis, 75 ... coupling part, 80 ... rear wheel support part, 80a ... rear wheel support part, 82 ... first support part, 83 ... second support part , 88: Inclining part, 89, 89a ... Inclining mechanism, 90 ... Car body, 90c ... Center of gravity, 90cp ... Projection position, 100 ... Main control part, 101 ... Drive device control part, 102 ... Lean motor control part, 103 ... Steering motor Control unit, 110 ... control device, 112 ... tilt control unit, 120 ... battery, 122 ... vehicle speed sensor, 123 ... steering wheel angle sensor, 124 ... front wheel rudder angle sensor, 125 ... lean angle sensor, 145 ... accelerator pedal sensor, 146 ... Brake pedal sensor, 150 ... damper, 910 ... low pass filter processing unit, 915 ... band changing unit, 920 ... high frequency intensity specifying unit, 930 Target tilt angle determination unit, 940 ... command value determination unit, T ... tilt angle, V ... speed, R ... turning radius, m ... mass, V ... vehicle speed, fcl ... cut-off frequency, fch ... cut-off frequency, w ... permissible Width, F1 ... first force (centrifugal force), F2 ... second force (gravity), P1 ... contact center, P2 ... intersection, CA ... caster angle, DF ... forward direction, DB ... rearward direction, DR ... rightward direction, DL ... Left direction, DU ... Vertical upward direction, DD ... Vertical downward direction, DBU ... Upward direction of vehicle body, DVU ... Upward direction of vehicle, D12 ... Advancing direction, AC ... Convex hull region, AF ... Front wheel steering angle, GL ... Ground, Lh ... wheel base, Am ... handle angle, Cr ... turning center, Tr ... roll angle, Lt ... trail, AxL ... tilt axis, AxR ... roll axis

Claims (10)

A vehicle,
N wheels (N is an integer greater than or equal to 3) including a pair of wheels disposed apart from each other in the width direction of the vehicle, including one or more front wheels and one or more rear wheels, N Wheels,
A vehicle body connected to the N wheels and capable of rolling in the width direction;
An operation input unit for inputting an operation amount indicating a turning direction and a degree of turning by operating;
An inclination part for inclining the vehicle body in the width direction of the vehicle according to the operation amount input to the operation input part;
A front wheel support portion that supports the one or more front wheels so as to be pivotable in the left-right direction with respect to the vehicle body following a change in the inclination of the vehicle body regardless of the operation amount input to the operation input unit; ,
With
The inclined portion includes a roll suppressing portion that suppresses the roll vibration such that a phase delay of the steering angle vibration of the one or more front wheels with respect to the roll vibration in the width direction of the vehicle body is less than 90 degrees.
vehicle. The vehicle according to claim 1,
The roll suppression unit suppresses the roll vibration so that the phase delay is less than 90 degrees when the inclination angle of the vehicle body by the inclination part is within a specific range.
vehicle. The vehicle according to claim 2,
The inclined portion limits the inclination angle within a predetermined allowable range,
The specific range of the tilt angle includes a predetermined partial range including a tilt angle of the largest size of the allowable range,
vehicle. The vehicle according to claim 2 or 3,
The tilt portion tilts the vehicle body so that the tilt angle approaches a target tilt angle specified using the operation amount input to the operation input unit,
The specific range of the tilt angle includes a range larger than an allowable width than a size of the target tilt angle.
vehicle. The vehicle according to any one of claims 2 to 4,
The inclined portion is
A tilt mechanism for tilting the vehicle body in the width direction of the vehicle;
A tilt control unit that controls the tilt mechanism according to the operation amount input to the operation input unit;
Including
The roll suppression unit includes the tilt control unit,
When the tilt angle is within the specific range, the tilt control unit has a magnitude of torque for tilting the vehicle body by the tilt mechanism as compared with a case where the tilt angle is outside the specific range. Reduce
vehicle. A vehicle according to any one of claims 1 to 5,
The roll suppression unit includes a low-pass filter that passes a low frequency component of the operation amount input to the operation input unit,
The tilt portion tilts the vehicle body by using the low frequency component of the operation amount.
vehicle. The vehicle according to claim 6,
The slope includes a band changing unit that shifts the pass band of the low-pass filter to a lower frequency side when the vehicle speed of the vehicle is low than when the vehicle speed is high.
vehicle. The vehicle according to any one of claims 1 to 7,
When the high frequency component of the operation amount input to the operation input unit is strong, the roll suppressing unit is associated with the same operation amount as compared with the case where the high frequency component of the operation amount is weak. Decrease the tilt angle of the car body,
vehicle. A vehicle according to any one of claims 1 to 8,
The roll suppressing portion includes a damper that imparts resistance to the roll of the vehicle body to the vehicle body.
vehicle. The vehicle according to any one of claims 1 to 9,
The front wheel support portion includes a support member that rotatably supports the one or more front wheels,
The vehicle directly or indirectly connects the operation input unit and the support member, and the one or more front wheels are tilted regardless of the operation amount input to the operation input unit. An elastic body is provided that allows a left-right rotation with respect to the vehicle body following the change in
vehicle.

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