JP2020075690A - Vehicle control device - Google Patents

Abstract

To secure satisfactory ride comfort.SOLUTION: A vehicle control device 60 comprises a pendulum mechanism that is interposed between an under body and an upper body of a vehicle to allow the upper body to oscillate with respect to the under body. Further the vehicle control device 60 comprises: actuators (51 and 52) that generate driving force by which inclination angles (α, β) of the upper body oscillating around a supporting point formed by the pendulum mechanism can be changed; and a posture control ECU 55 as an oscillation control part that controls actuation of the actuators (51 and 52). The posture control ECU 55 controls the actuation of the actuators (51 and 52) so that if actual values (α, β) of the inclination angles are smaller than estimated values of the inclination angles based on acceleration of the vehicle, the inclination angles (α, β) are increased and if the actual values (α, β) are larger than the estimated values, the inclination angles (α, β) are decreased.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle control device.

  BACKGROUND ART Conventionally, for example, as shown in Patent Document 1, there is a seat device in which a pendulum mechanism that allows rocking of the seat with respect to the floor is interposed between the floor of the vehicle and the seat. Furthermore, for example, Patent Document 2 discloses a configuration in which a similar pendulum mechanism is interposed between an underbody (chassis) and an upper body of a vehicle (FIG. 10 and paragraphs [0090] to [0090]. 0092]). Further, in this conventional vehicle, the pendulum mechanism is provided with a damping device for damping the swing of the upper body.

  That is, since the pendulum mechanism allows the swing of the upper body based on the acceleration of the vehicle, the occupant hardly feels a change in acceleration (for example, lateral G) generated in the vehicle. Further, by providing the damping device as described above, it is possible to control the magnitude of the swing and quickly converge. As a result, a good ride comfort can be secured.

Japanese Patent Laid-Open No. 2018-52447 JP, 2004-352196, A

  However, the vehicle may be affected by an external factor such as a crosswind, or a disturbance such as an occupant moving in the passenger compartment. In such a case, in the above-mentioned configuration of the related art, the riding comfort may be reduced due to the change of the inclination angle around the swing fulcrum, and therefore there is still room for improvement in this respect. It was.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle control device capable of ensuring a good ride comfort.

  A vehicle control device for solving the above-mentioned problems is a pendulum mechanism which is interposed between an underbody and an upper body of a vehicle to allow the upper body to swing with respect to the underbody, and a fulcrum formed by the pendulum mechanism. When the actuator that generates a driving force that can change the tilt angle of the swinging upper body and the actual value of the tilt angle is smaller than the estimated value of the tilt angle based on the acceleration of the vehicle, A swing control unit that controls the operation of the actuator to increase the tilt angle and decrease the tilt angle when the actual value is larger than the estimated value.

  According to the above configuration, the inclination angle of the upper body, that is, the swinging posture, caused by the operation of the pendulum mechanism is optimized regardless of the influence of disturbance such as the movement of the center of gravity depending on the riding position of the occupant or external factors such as side wind. Can be converted. In particular, even when the inclination angle caused by autonomous swing based on the acceleration of the vehicle is insufficient, the insufficient amount can be compensated by the driving force of the actuator. As a result, a good ride comfort can be secured.

  Furthermore, by combining an actuator with a pendulum mechanism that swings autonomously, the swinging posture of the upper body can be controlled with a small output. And thereby, size reduction and energy saving of an apparatus can be achieved.

  In the vehicle control device for solving the above-mentioned problems, the swing control unit executes the feedback control based on a deviation between the estimated value and the actual value to cause the actuator to follow the estimated value. It is preferred to control the operation of.

According to the above configuration, it is possible to more preferably optimize the swinging posture of the upper body due to the operation of the pendulum mechanism regardless of the influence of disturbance.
In the vehicle control device for solving the above-mentioned problems, it is preferable that the pendulum mechanism includes a widthwise swinging portion that allows the swinging of the upper body in the widthwise direction of the vehicle.

  That is, a widthwise acceleration is generated in the traveling vehicle due to the turning. In this respect, according to the above configuration, based on the acceleration in the width direction, the lower end portion side where the center of gravity is formed is automatically swung out in the vehicle width direction and the direction in which the inertial force (centrifugal force) acts. , Its upper body swings. Thus, it is possible to ensure a good riding comfort when the vehicle is traveling.

In the vehicle control device for solving the above-mentioned problems, it is preferable that the pendulum mechanism includes a front-rear direction rocking portion that allows rocking of the upper body in a front-rear direction of the vehicle.
That is, a forward-backward acceleration is generated in the traveling vehicle due to the acceleration / deceleration. In this respect, according to the above configuration, based on the longitudinal acceleration, the lower end portion side where the center of gravity is formed is swung out in the vehicle longitudinal direction and the direction in which the inertial force acts, and the upper body is autonomously formed. Swings. Thus, it is possible to ensure a good riding comfort when the vehicle is traveling.

  In the vehicle control device for solving the above-mentioned problems, the pendulum mechanism includes a first-direction oscillating portion and a second-direction oscillating portion that allow the oscillating of the upper body in a first direction and a second direction orthogonal to each other. Preferably.

  According to the above configuration, the first-direction oscillating portion and the second-direction oscillating portion are interlocked with each other to allow omnidirectional oscillating in a plane (for example, a horizontal plane) including the first direction and the second direction. be able to. And thereby, more comfortable riding comfort can be secured.

  In the vehicle control device for solving the above-mentioned problems, the pendulum mechanism may include an arc-shaped body extending in a direction in which the upper body is allowed to swing, and a rotating body that is in sliding contact with a curved surface of the arc-shaped body. preferable.

  According to the above configuration, the upper body can be stably supported above the underbody, and the upper body can be swung smoothly. Then, the swing fulcrum of the upper body can be arbitrarily set based on the curved shape of the arcuate body.

  In the vehicle control device for solving the above-mentioned problems, the rocking control unit includes an acceleration estimating unit that estimates an acceleration of the vehicle based on a state quantity of the vehicle, and the tilt based on the estimated acceleration. It is preferable to provide a tilt angle estimated value calculation unit that calculates an estimated angle value.

  That is, noise may be mixed in the output signal of the acceleration sensor. As a result, there is a possibility that the estimated value of the calculated tilt angle may greatly change. However, according to the above configuration, such a variation in the control target value can be suppressed. Thus, the swinging posture of the upper body can be stably controlled.

  In the vehicle control device for solving the above problem, the swing control unit includes a correction value calculation unit that calculates a correction value of the estimated acceleration based on an output signal of an acceleration sensor provided in the vehicle. Preferably.

According to the above configuration, the estimated value of the tilt angle generated in the upper body can be calculated more accurately.
In the vehicle control device for solving the above-mentioned problems, the swing control section includes, as the acceleration estimation section, a width-direction acceleration calculation section that calculates a width-direction acceleration of the vehicle based on a steering angle and a vehicle speed of the vehicle. Preferably.

According to the above configuration, it is possible to accurately calculate (estimate) the widthwise acceleration of the vehicle.
In the vehicle control device for solving the above-mentioned problems, the swing control unit serves as the acceleration estimation unit, and calculates a longitudinal acceleration calculation unit that calculates longitudinal acceleration of the vehicle based on an accelerator opening degree and a braking force of the vehicle. Is preferably provided.

According to the above configuration, the longitudinal acceleration of the vehicle can be accurately calculated (estimated).
It is preferable that the vehicle control device that solves the above-described problem includes a clutch device that can disconnect the transmission path of the driving force.

  According to the above configuration, the actuator can be separated from the upper body in the drive force transmission path. Thus, the upper body can be freely swung based on the operation of the pendulum mechanism.

  For example, when a situation in which the inclination angle of the upper body suddenly changes based on the operation of the pendulum mechanism occurs at the time of a vehicle collision, the clutch device disconnects the transmission path of the driving force, so that the actuator is The load on the swinging upper body can be prevented. As a result, the occupant of the vehicle can hardly feel the impact at the time of the collision. Further, for example, even during vehicle maintenance, by disconnecting the transmission path of the driving force by the clutch device, the upper body can be smoothly swung by maintenance equipment or external force such as human power. And thereby, workability can be improved.

  The vehicle control device for solving the above-mentioned problems controls the operation of the clutch device by controlling the operation of the clutch device when a response delay occurs in the operation of the actuator with respect to the change in the inclination angle caused by the swing of the upper body. It is preferable to include a clutch control unit that disconnects the force transmission path.

  That is, a response delay occurs in the operation of the actuator with respect to the change in the tilt angle generated in the upper body, and this actuator becomes a load of the upper body that swings based on the acceleration of the vehicle. However, according to the above configuration, in such a case, the actuator can be promptly separated from the upper body in the transmission path of the driving force. As a result, the actuator does not hinder the swing of the upper body, so that a good ride comfort can be secured.

In the vehicle control device for solving the above problem, it is preferable that the clutch control unit disconnects the transmission path when a change in acceleration of the vehicle exceeds a predetermined threshold value.
That is, a large change in the acceleration of the vehicle causes a steep change in the inclination angle of the upper body. As a result, a response delay is likely to occur in the operation of the actuator. Therefore, according to the above configuration, it is possible to appropriately disconnect the drive force transmission path so that the actuator does not hinder the swing of the upper body.

  In the vehicle control device for solving the above-mentioned problems, the actuator uses a motor as a drive source, and the clutch control unit transmits the transmission when the motor cannot rotate at a rotation speed that does not cause the response delay. It is preferable to cut the route.

  According to the above configuration, the response delay of the actuator occurs because the inclination angle of the upper body sharply changes beyond the rotational performance of the motor that is the drive source thereof. Therefore, according to the above configuration, it is possible to appropriately disconnect the drive force transmission path so that the actuator does not hinder the swing of the upper body.

  In the vehicle control device for solving the above-mentioned problems, the clutch control unit may calculate a rotation speed of the motor that does not cause the response delay, based on an angular acceleration of the tilt angle generated by the swing of the upper body. preferable.

  According to the above configuration, it is possible to accurately calculate the rotation speed of the motor required to prevent the response delay of the actuator.

  According to the present invention, a good ride comfort can be secured.

The perspective view of a vehicle. The side view of a vehicle. Front view of the vehicle. The perspective view of a pendulum mechanism. The top view of a pendulum mechanism. Operation | movement explanatory drawing (side view) of a pendulum mechanism. Operation | movement explanatory drawing (front view) of a pendulum mechanism. The block diagram which shows the schematic structure of a vehicle control apparatus. (A) is a side view of the front-back swing actuator (vehicle side view), and (b) is a side view of the width swing actuator (vehicle front view). The control block diagram of a vehicle control device. The block diagram which shows the schematic structure of the vehicle control apparatus in 2nd Embodiment. (A) is a schematic block diagram of the front-back direction rocking actuator in 2nd Embodiment, (b) is a schematic block diagram of a width direction rocking actuator. The control block diagram of the attitude control ECU in a 2nd embodiment. The control block diagram of a clutch control part. 6 is a flowchart showing a processing procedure of clutch control based on a change in vehicle acceleration. FIG. 6 is an explanatory diagram of a map that defines the relationship between the angular acceleration of the tilt angle generated in the upper body and the rotation speed of the motor that is required to prevent a response delay of the actuator. 6 is a flowchart showing a processing procedure of clutch control based on whether or not the motor can rotate at a rotation speed at which a response delay of the actuator does not occur. Explanatory drawing of the map which defines the relationship between the acceleration of the vehicle and the estimated value of the inclination angle generated in the upper body. 9 is a flowchart showing a procedure of clutch control processing based on a change in angular acceleration of a tilt angle generated in the upper body. 5 is a flowchart showing a procedure of clutch control processing by monitoring reversal of the rotation direction of a motor that is a drive source of an actuator. The control block diagram of the clutch control part of example of another.

[First Embodiment]
Hereinafter, a first embodiment embodying a vehicle control device will be described with reference to the drawings.
As shown in FIGS. 1 to 3, a vehicle 1 according to this embodiment includes an underbody (chassis) 3 supported by wheels 2 via a suspension device (suspension) not shown, and an underbody 3 supported above the underbody 3. And an upper body 4 which is formed. The vehicle 1 of the present embodiment is provided with the pendulum mechanism 10 that allows the upper body 4 to swing with respect to the underbody 3 by being interposed between the underbody 3 and the upper body 4. ..

  More specifically, as shown in FIGS. 2 to 5, the pendulum mechanism 10 of the present embodiment has a front end portion 3f of the underbody 3 from the rear side to the front side (from the right side to the left side in FIG. 2) of the vehicle 1. It is provided with a pair of left and right front support portions 13 having an arcuate body 11 that extends upward and upward. Further, the pendulum mechanism 10 includes arcuate bodies 15 that extend upwardly from the front side of the vehicle 1 toward the rear side (left side to right side in FIG. 2) at the rear end portion 3r of the underbody 3. It is provided with a pair of left and right rear support portions 17 and 17. In addition, in the vehicle 1 of the present embodiment, each of the front support portions 13 and 13 and the rear support portions 17 and 17 has an outer shape of a substantially triangular frame having the arcuate bodies 11 and 15 as hypotenuses. ing. Then, in the vehicle 1 of the present embodiment, by fixing each of the front support portions 13, 13 and the rear support portions 17, 17 to both sides of the underbody 3 in the vehicle width direction (left and right direction in FIG. 5), A pair of left and right vertical rocking support members 21 and 21 extending in the vehicle front-rear direction are formed.

  Further, the pendulum mechanism 10 of the present embodiment includes a pair of front and rear arcuate bodies 22, 22 fixed to the lower surface 4s of the upper body 4 at positions corresponding to the front end portion 3f and the rear end portion 3r of the underbody 3, respectively. I have it. Specifically, each of these arcuate bodies 22, 22 has a substantially arcuate outer shape in which the central portion in the longitudinal direction is convex downward, and extends in the vehicle width direction. Further, the vehicle 1 of this embodiment includes a middle body 25 interposed between the underbody 3 and the upper body 4. The pendulum mechanism 10 of the present embodiment is fixed to the middle body 25, and the curved surfaces of the arcuate bodies 22, 22 forming the pair of front and rear lateral swing support members 26, 26, and the above-mentioned curved surface. A plurality of rollers (rollers) are provided as rotating bodies that slidably contact the curved surfaces of the arcuate bodies 11, 15 forming the vertical rocking support members 21, 21.

  Specifically, in the vehicle 1 of the present embodiment, each of the side end surfaces 25a and 25b of the middle body 25 has a pair of front and rear main rollers 31 each having a substantially shaft-shaped outer shape and protruding outward in the vehicle width direction. (31f, 31r) are provided. In the middle body 25 of the present embodiment, the main rollers 31f and 31r are in contact with the respective arcuate bodies 11 and 15 provided on the underbody 3 from the upper side at their corresponding positions. Then, it is configured to be assembled above the underbody 3.

  That is, each main roller 31f provided at the front side (upper side in FIG. 5) of each side end surface 25a, 25b of the middle body 25 has a corresponding one of the arcuate bodies 11 constituting each front support portion 13 described above. It is in sliding contact with the upper curved surface 11u. Further, each main roller 31r provided at the rear side (lower side in FIG. 5) of each side end surface 25a, 25b of the middle body 25 respectively has an arc-shaped body 15 constituting each rear support portion 17 described above. Slidingly contacts the upper curved surface 15u. Then, in the vehicle 1 of the present embodiment, the main rollers 31f and 31r roll on the upper curved surfaces 11u and 15u of the arcuate bodies 11 and 15 that are in sliding contact with each other, so that the middle body 25 and The upper body 4 supported above the underbody 3 integrally swings in the vehicle front-rear direction.

  Further, a pair of left and right main rollers 32 (32a, 32b) each having a substantially shaft-shaped outer shape and extending in the vehicle front-rear direction are provided on the front end surface 25f and the rear end surface 25r of the middle body 25. Further, the upper body 4 of the present embodiment is configured such that the lower curved surfaces 22l of the arcuate members 22, 22 fixed to the lower surface 4s of the upper body 4 are in sliding contact with the main rollers 32 from above. It is configured to be assembled above the middle body 25. Then, in the vehicle 1 of the present embodiment, the main rollers 32 provided on the front end surface 25f and the rear end surface 25r of the middle body 25 are apparently slidably in contact with the lower curved surfaces 22l of the arcuate bodies 22. The underbody 3 supported above the upper body 4 via the middle body 25 rolls upward and swings in the vehicle width direction.

  In addition, in the vehicle 1 of the present embodiment, each side end surface 25a, 25b of the middle body 25 has a substantially shaft-like shape having a diameter smaller than that of each main roller 31 (31f, 31r), and each arc-shaped body. A pair of front and rear auxiliary rollers 33 (33f, 33r) which are in sliding contact with the respective lower curved surfaces 11l, 15l of 11, 15 are provided. Further, the front end surface 25f and the rear end surface 25r of the middle body 25 each have a substantially shaft shape having a smaller diameter than the main rollers 32 (32a, 32b), and each upper curved surface 22u of each arc-shaped body 22. A pair of front and rear auxiliary rollers 34 (34a, 34b), which are in sliding contact with each other, are provided. Further, flanges are provided at the tips of the main rollers 31 (31f, 31r) and the main rollers 32 (32a, 32b) so as to expand outward in the radial direction. Then, in the vehicle 1 of the present embodiment, the main body 31 (31f, 31r), 32 is not detached from the respective arcuate bodies 11, 15, 22 by this, and the underbody 3 is stably provided. The upper body 4, which is supported above, swings.

  More specifically, as shown in FIG. 6, in the vehicle 1 according to the present embodiment, the swing fulcrum P1 of the upper body 4 in the vehicle front-rear direction is the arcuate body 11 that constitutes each of the vertical swing support members 21. , 15 upper curved surfaces 11u, 15u. That is, the rolling locus Q1 of each of the main rollers 31 (31f, 31r) slidingly contacting each of the upper curved surfaces 11u, 15u draws an arc shape, so that each of the vertical rocking support members 21 and each of the main rollers. The swing fulcrum P1 of the upper body 4 supported above the underbody 3 via 31 is the center (focal point) position of this arc shape. Then, the vehicle 1 of the present embodiment forms the swing fulcrum P1 on the upper end portion 4a side of the upper body 4, whereby the center of gravity of the vehicle 1 is determined based on the longitudinal acceleration (acceleration / deceleration G) of the vehicle 1. The upper body 4 is configured to swing autonomously by swinging out the lower end portion 4b side on which is formed in the vehicle longitudinal direction, the direction in which the inertial force acts.

  Further, as shown in FIG. 7, the swing fulcrum P2 of the upper body 4 in the vehicle width direction is similarly defined by the lower curved surface 22l of each arcuate body 22 constituting each of the lateral swing support members 26. To be done. That is, also in this case, the rolling locus Q2 of each main roller 32 (32a, 32b) slidingly contacting the lower curved surface 221 draws an arc shape, so that each of the lateral rocking support members 26 and The swinging fulcrum P2 of the upper body 4 supported above the underbody 3 via the main roller 32 is the center (focal point) position of this arc shape. Then, the vehicle 1 of the present embodiment forms the swing fulcrum P2 on the upper end 4a side of the upper body 4, so that the center of gravity of the vehicle 1 is determined based on the width-direction acceleration (lateral G) of the vehicle 1. The lower body 4b is formed in such a manner that the upper body 4 swings autonomously by swinging out in the vehicle width direction and in the direction in which inertial force (centrifugal force) acts.

  The formation positions of the swing fulcrums P1 and P2 of the upper body 4 are, for example, in the vehicle interior space formed by the upper body 4, assuming that the occupant 35 of the vehicle 1 is standing upright at the center position. The head 35h of the occupant 35 is arranged at the position or above the head 35h. Then, in the vehicle 1 of the present embodiment, this makes it difficult for the occupant 35 to sense a change in acceleration that has occurred in the vehicle 1, and thus a good riding comfort is realized.

  That is, in the vehicle 1 according to the present embodiment, the vertical swing support members 21 formed by the arcuate bodies 11 and 15 fixed to the underbody 3 and the arcuate bodies 11 fixed to the middle body 25. The main-roller 31 as a rotating body that is in sliding contact with the upper curved surfaces 11u, 15u of the pedestal 15, 15 forms the front-rear oscillating portion 41 of the pendulum mechanism 10. In addition, each lateral swing support member 26 formed by each arcuate body 22 fixed to the lower surface 4s of the upper body 4 and the lower curved surface 22l of each arcuate body 22 fixed to the middle body 25 are slidable. Each of the main rollers 32, which are in contact with each other as a rotating body, forms a widthwise oscillating portion 42 of the pendulum mechanism 10. Then, the pendulum mechanism 10 of the present embodiment relates to the upper body 4 supported by the underbody 3 via the middle body 25 by interlocking the front-back direction swinging portion 41 and the width-direction swinging portion 42. The configuration is such that the vehicle 1 is allowed to swing in all directions in the horizontal direction.

  Further, as shown in FIG. 8, in the vehicle 1 of the present embodiment, the inclination angle of the upper body 4 that swings (see FIGS. 6 and 7) around the fulcrum (P1, P2) formed by the pendulum mechanism 10 thereof. A front-back swing actuator 51 and a width swing actuator 52 that generate a driving force capable of changing (α, β) are provided. Further, the operations of the front-back swing actuator 51 and the width swing actuator 52 are controlled by an attitude control ECU 55 as a swing control section. Then, in the vehicle 1 of the present embodiment, this optimizes the inclination angle (α, β) of the upper body 4 generated by the operation of the pendulum mechanism 10, that is, the swinging posture of the upper body 4. A vehicle control device 60 capable of performing the above is formed.

  More specifically, as shown in FIG. 9A, the longitudinal swing actuator 51 of the present embodiment has a bending rate substantially equal to that of the vertical swing support members 21 formed by the arcuate bodies 11 and 15. The sector gear 61 is provided and extends in the vehicle front-rear direction (left-right direction in FIG. 9A). In the vehicle 1 of the present embodiment, the sector gear 61 is fixed to the underbody 3 in a state of being substantially parallel to the vertical rocking support members 21 (see FIG. 5). Further, the front-back swing actuator 51 of this embodiment includes a pinion gear 63 that meshes with gear teeth 62 formed on the upper curved surface 61 u of the sector gear 61. Further, the front-rear swing actuator 51 includes a drive unit 65 that decelerates and outputs the rotation of the motor 64 that is a drive source. In the vehicle 1 of this embodiment, the drive unit 65 is fixed to the middle body 25. In the longitudinal swing actuator 51 of the present embodiment, the pinion gear 63 driven by the drive unit 65 rotates, so that the upper body 4 is integrated with the middle body 25 to which the drive unit 65 is fixed. 1 can be swung in the front-back direction.

  On the other hand, as shown in FIG. 9B, the widthwise swing actuator 52 of the present embodiment has a curved shape substantially equal to that of each of the arcuate bodies 22 forming each of the laterally swinging support members 26. A sector gear 66 extending in the width direction (the left-right direction in FIG. 9B) is provided. In the vehicle 1 of this embodiment, the sector gear 66 is fixed to the lower surface 4s of the upper body 4 in a state substantially parallel to the arcuate bodies 22 (see FIG. 5). In addition, the widthwise swing actuator 52 of the present embodiment includes a pinion gear 68 that meshes with gear teeth 67 formed on the lower curved surface 66l of the sector gear 66. Further, the width-direction swing actuator 52 includes a drive unit 70 that decelerates and outputs the rotation of the motor 69 serving as a drive source. In the vehicle 1 of this embodiment, the drive unit 70 is fixed to the middle body 25. The width-direction swing actuator 52 of the present embodiment rotates the pinion gear 68 driven by the drive unit 70 to rotate the upper body 4 supported above the underbody 3 via the middle body 25. It is possible to swing the vehicle 1 in the width direction.

  More specifically, as shown in FIG. 8, the attitude control ECU 55 of the present embodiment causes the upper body 4 to oscillate based on the output signals of the inclination angle sensors 71 and 72 provided in the vehicle 1. The front-back direction inclination angle α (see FIG. 6) and the width-direction inclination angle β (see FIG. 7) generated in the body 4 are detected. In the vehicle 1 of the present embodiment, the inclination angle sensors 71 and 72 are synchronized with the motors 64 and 69, which are drive sources of the longitudinal swing actuator 51 and the widthwise swing actuator 52, respectively. By counting the pulse signals, the longitudinal inclination angle α and the width direction inclination angle β thereof are detected. In addition, the attitude control ECU 55 of the present embodiment includes the output signal G1 of the acceleration sensor 73 that detects the longitudinal acceleration (longitudinal G) of the vehicle 1 and the acceleration sensor 74 that detects the lateral acceleration (lateral G) of the vehicle 1. Output signal G2 is input. Further, various vehicle state quantities and control signals such as the steering angle θh detected by the steering sensor 75, the vehicle speed V, the accelerator signal Sac and the brake signal Sbk, etc. are input to the attitude control ECU 55. Then, the attitude control ECU 55 of the present embodiment controls the operation of the longitudinal swing actuator 51 and the widthwise swing actuator 52 so as to optimize the swing posture of the upper body 4 based on the vehicle information. It is configured.

  As shown in FIG. 10, the attitude control ECU 55 of the present embodiment generates a front-rear tilt control unit 81 that generates a control signal Sm1 of the front-back swing actuator 51 and a control signal Sm2 of the width-direction swing actuator 52. And a width direction inclination control unit 82.

  Specifically, the longitudinal inclination control unit 81 of the present embodiment determines the longitudinal acceleration Gfr of the vehicle 1 based on the accelerator opening degree indicated by the accelerator signal Sac and the braking force of the vehicle indicated by the brake signal Sbk. A longitudinal acceleration computing unit 83 for computing (estimating) is provided. Further, the front-rear tilt control unit 81 includes a correction value calculation unit 84 that calculates a correction value γ1 of the front-rear direction acceleration Gfr calculated by the front-rear direction acceleration calculation unit 83 based on the output signal G1 of the acceleration sensor 73. Is provided. Then, the front-rear direction tilt control unit 81 of the present embodiment, based on the front-rear direction acceleration Gfr (Gfr ′) after adding the correction value γ1, causes the front-and-rear direction to occur in the upper body 4 due to the swing of the upper body 4. A front-back direction inclination angle estimated value calculation unit 85 for calculating an estimated value αe of the direction inclination angle is provided.

  Further, the front-rear tilt control unit 81 of the present embodiment is based on the deviation Δα between the estimated value αe of the front-rear tilt angle and the (actual value) front-rear tilt angle α detected by the tilt angle sensor 71. A feedback control unit 86 that executes feedback control calculation is provided. That is, the feedback control unit 86 calculates the control amount ε1 of the longitudinal swing actuator 51 so that the actual value (α) follows the estimated value αe of the longitudinal tilt angle. The front-rear tilt control unit 81 includes a control signal output unit 87 that outputs the control signal Sm1 to the drive circuit (not shown) based on the control amount ε1 calculated by the feedback control unit 86.

  On the other hand, the widthwise inclination control unit 82 is provided with a widthwise acceleration calculation unit 93 that calculates (estimates) the widthwise acceleration Gsd of the vehicle 1 based on the steering angle θh and the vehicle speed V. Further, the width direction inclination control section 82 calculates a correction value γ2 of the width direction acceleration Gsd calculated by the width direction acceleration calculation section 93 based on the output signal G2 of the acceleration sensor 74. Is provided. Then, the width direction inclination control unit 82 of the present embodiment, based on the width direction acceleration Gsd (Gsd ′) after adding the correction value γ2, the width generated in the upper body 4 by the swing of the upper body 4. A width direction tilt angle estimated value calculation unit 95 for calculating the estimated value βe of the direction tilt angle is provided.

  Further, the width-direction tilt control unit 82 of the present embodiment feeds back based on the deviation Δβ between the estimated value βe of the width-direction tilt angle and the width-direction tilt angle (actual value) β detected by the tilt angle sensor 72. A feedback control unit 96 that executes control calculation is provided. That is, the feedback control unit 96 calculates the control amount ε2 of the width-direction swing actuator 52 so that the actual value (β) follows the estimated value βe of the width-direction tilt angle. The width-direction tilt control unit 82 includes a control signal output unit 97 that outputs the control signal Sm2 to the drive circuit (not shown) based on the control amount ε2 calculated by the feedback control unit 96.

  The attitude control ECU 55 of the present embodiment, after passing through a low-pass filter (not shown), inputs the output signals G1 and G2 of the acceleration sensors 73 and 74 to the correction value calculation units 84 and 94. Further, the estimation of the inclination angles (α, β) according to the accelerations (Gfr, Gsd), that is, the calculation of the estimated values αe, βe in the longitudinal acceleration calculation unit 83 and the width direction acceleration calculation unit 93, respectively, is performed by simulation. Or a first-order approximation formula (y = Ax + B) obtained by experiments or the like. Further, in each of the feedback control units 86 and 96, PID (proportional / integral / derivative) control is executed as the feedback control. The control signal output units 87 and 97 control the operation of the motors 64 and 69, which are drive sources of the front-rear swing actuator 51 and the width swing actuator 52, as the control signals Sm1 and Sm2. It is configured to generate and output signals.

  That is, in the attitude control ECU 55 of the present embodiment, the front-rear tilt control unit 81 determines that the actual value (α) is smaller than the estimated value αe of the front-rear tilt angle calculated from the front-rear acceleration Gfr of the vehicle. A control signal Sm1 is generated that causes the front-back swing actuator 51 to generate a driving force in a direction in which the front-back tilt angle α of the upper body 4 increases. When the actual value (α) is larger than the estimated value αe of the front-rear tilt angle, the front-rear swing actuator 51 is caused to generate a driving force in a direction in which the front-rear tilt angle α of the upper body 4 decreases. Such a control signal Sm1 is generated.

  Similarly, when the actual value (β) is smaller than the estimated value βe of the front-rear direction inclination angle calculated from the vehicle width-direction acceleration Gsd, the width-direction inclination control unit 82 inclines the width direction inclination of the upper body 4. The control signal Sm2 that causes the width-direction swing actuator 52 to generate a driving force in the direction in which the angle β increases is generated. Further, when the actual value (β) is larger than the estimated value βe of the width direction inclination angle, the width direction inclination control unit 82 changes the driving force in the direction in which the width direction inclination angle β of the upper body 4 decreases. A control signal Sm2 that is generated by the direction swing actuator 52 is generated. The vehicle control device 60 of the present embodiment is thus configured to optimize the swinging posture of the upper body 4 due to the operation of the pendulum mechanism 10.

Next, the effect of this embodiment will be described.
(1) The vehicle control device 60 includes the pendulum mechanism 10 that is interposed between the underbody 3 and the upper body 4 of the vehicle 1 to allow the upper body 4 to swing with respect to the underbody 3. In addition, the vehicle control device 60 generates an actuator (51, 51) that generates a driving force capable of changing the inclination angle (α, β) of the upper body 4 swinging around the fulcrum (P1, P2) formed by the pendulum mechanism 10. 52) and an attitude control ECU 55 as a swing control unit that controls the operation of the actuators (51, 52). When the actual value (α, β) of the inclination angle is smaller than the estimated value (αe, βe) of the inclination angle based on the acceleration (Gfr, Gsd) of the vehicle 1, the attitude control ECU 55 determines that When the tilt angle (α, β) is increased and the actual value (α, β) is larger than the estimated value (αe, βe), the actuator (51, 52) is controlled to decrease the tilt angle. To do.

  According to the above configuration, the inclination angle (α, β) of the upper body 4 generated by the operation of the pendulum mechanism 10 is independent of the influence of disturbance such as the movement of the center of gravity depending on the riding position of the occupant or external factors such as cross wind. That is, the swinging posture can be optimized. In particular, even when the inclination angle (α, β) caused by the autonomous swing based on the acceleration of the vehicle 1 is insufficient, the insufficient amount can be compensated by the driving force of the actuator (51, 52). .. As a result, a good ride comfort can be secured.

  Furthermore, by combining the pendulum mechanism 10 that swings autonomously with the actuators (51, 52), the swinging posture of the upper body 4 can be controlled with a small output. And thereby, size reduction and energy saving of an apparatus can be achieved.

  (2) The attitude control ECU 55 determines the deviation (Δα, Δβ) between the estimated value (αe, βe) and the actual value (α, β) of the tilt angle generated in the upper body 4 due to the swing based on the acceleration of the vehicle 1. By executing the feedback control based on the above, the operation of the actuators (51, 52) is controlled so that the estimated values (αe, βe) of the inclination angle follow the actual values (α, β). Accordingly, it is possible to more preferably optimize the swinging posture of the upper body 4 due to the operation of the pendulum mechanism 10 without depending on the influence of disturbance.

(3) The pendulum mechanism 10 includes the widthwise swinging portion 42 that allows the upper body 4 to swing in the widthwise direction of the vehicle 1.
That is, in the traveling vehicle 1, acceleration in the width direction (width direction acceleration Gsd) is generated due to the turning. In this respect, according to the above configuration, based on the widthwise acceleration Gsd, the lower end portion 4b side on which the center of gravity is formed is automatically swung out in the vehicle width direction, the direction in which the inertial force (centrifugal force) acts. Then, the upper body 4 swings. Thus, it is possible to ensure a good riding comfort when the vehicle is traveling.

(4) The pendulum mechanism 10 includes the front-rear swing unit 41 that allows the upper body 4 to swing in the front-rear direction of the vehicle 1.
That is, in the traveling vehicle 1, a longitudinal acceleration (longitudinal acceleration Gfr) is generated due to the acceleration / deceleration. In this respect, according to the above configuration, based on the longitudinal acceleration Gfr, the lower end portion 4b side where the center of gravity thereof is formed is oscillated in the vehicle longitudinal direction, in the direction in which the inertial force acts, and the upper portion is autonomously formed. The body 4 swings. Thus, it is possible to ensure a good riding comfort when the vehicle is traveling.

  (5) In particular, by interlocking the front-back direction swinging portion 41 and the width-direction swinging portion 42, the upper body 4 can be allowed to swing in all directions in the horizontal direction of the vehicle 1. And thereby, more comfortable riding comfort can be secured.

  (6) The pendulum mechanism 10 includes arcuate bodies (11, 15, 22) extending in a direction that allows the swinging of the upper body 4, and curved surfaces (11u, 11l, 15u, 15l, 22u, 22l) of the arcuate bodies. ), Which is a roller (31 to 34) as a rotating body.

  According to the above configuration, the upper body 4 can be stably supported above the underbody 3, and the upper body 4 can be smoothly swung. Then, the swing fulcrum (P1, P2) of the upper body 4 can be arbitrarily set based on the curved shape of the arcuate body.

  (7) The attitude control ECU 55 includes a front-rear acceleration calculation unit 83 and a width-direction acceleration calculation unit 93 as an acceleration estimation unit that estimates the acceleration (Gfr, Gsd) of the vehicle 1 based on the state quantity of the vehicle 1. .. Then, based on the acceleration (Gfr, Gsd) of the vehicle 1 estimated in this way, the front-rear tilt angle as a tilt angle estimated value calculation unit for calculating the estimated value (αe, βe) of the tilt angle generated in the upper body 4 A vehicle control device comprising: an estimated value calculation unit 85 and a width direction inclination angle estimated value calculation unit 95.

  That is, noise may be mixed in the output signals (G1, G2) of the acceleration sensors (71, 72). As a result, the estimated value (αe, βe) of the calculated tilt angle may vary greatly. However, according to the above configuration, such a variation in the control target value can be suppressed. Thus, the swinging posture of the upper body 4 can be stably controlled.

  (8) The attitude control ECU 55, based on the output signals (G1, G2) of the acceleration sensors (73, 74) provided in the vehicle 1, the correction values (γ1, γ2) of the estimated acceleration (Gfr, Gsd). ) Is included in the correction value calculation unit (84, 94). As a result, the estimated values (αe, βe) of the tilt angle generated in the upper body 4 can be calculated more accurately.

  (9) The longitudinal acceleration calculation unit 83 calculates the longitudinal acceleration Gfr of the vehicle 1 as the state quantity of the vehicle 1 based on the accelerator opening degree indicated by the accelerator signal Sac and the braking force of the vehicle indicated by the brake signal Sbk. Is calculated (estimated). Then, the width-direction acceleration calculation unit 93 calculates (estimates) the width-direction acceleration Gsd of the vehicle 1 based on the steering angle θh and the vehicle speed V. Thereby, the longitudinal acceleration Gfr and the widthwise acceleration Gsd of the vehicle 1 can be accurately estimated.

  (10) The attitude control ECU 55 estimates the acceleration (Gfr, Gsd) of the vehicle 1 based on the state quantity (θh, V) of the vehicle 1 and the control signal (Sac, Sbk). Further, the correction values (γ1, γ2) are calculated based on the output signals (G1, G2) of the acceleration sensors (71, 72). Then, based on the corrected acceleration values (Gfr ', Gsd'), an estimated value (αe, βe) of the tilt angle generated in the upper body 4 by the operation of the pendulum mechanism 10 is calculated.

[Second Embodiment]
A second embodiment of the vehicle control device will be described below with reference to the drawings. For the sake of convenience of explanation, the same components as those in the first embodiment will be designated by the same reference numerals, and the description thereof will be omitted.

  As shown in FIGS. 11 and 12A and 12B, in the vehicle control device 100 of the present embodiment, the front-back direction swing actuator 101 and the width-direction swing actuator 102 each have a motor 64 as a drive source. , 69 are provided with clutch devices 111, 112 capable of disconnecting the transmission paths L1, L2 of the driving force.

  More specifically, the front-back direction swing actuator 101 and the width-direction swing actuator 102 of the present embodiment are similar to the front-back direction swing actuator 51 and the width-direction swing actuator 52 of the first embodiment, respectively. Drive units 121 and 122 for decelerating the rotations of 64 and 69 and outputting them to the pinion gears 63 and 68 are provided. Moreover, the clutch devices 111 and 112 of this embodiment have a structure as an electromagnetic clutch. Further, these clutch devices 111 and 112 respectively include the motors 64 and 69 and the speed reducers 131 and 132 in the transmission paths L1 and L2 of the driving force from the motors 64 and 69 to the pinion gears 63 and 68 and the sector gears 61 and 66, respectively. It is provided in the position between and. Also in the vehicle control device 100 of the present embodiment, the attitude control ECU 155 controls the operations of the front-back swing actuator 101 and the width swing actuator 102.

  In the vehicle control device 100 of the present embodiment, the drive unit 121 of the front-back swing actuator 101 and the drive unit 122 of the width swing actuator 102 have pinion gears 63, 68 closer than the clutch devices 111, 112, respectively. That is, the rotation sensors 141 and 142 having a configuration as a pulse sensor are provided at the position on the output side. Further, the attitude control ECU 155 of the present embodiment counts the pulse signals output by the rotation sensors 141 and 142. Thus, by using these rotation sensors 141, 142 for the inclination angle sensors 71, 72, even when the drive force transmission paths L1, L2 are disengaged by the operation of the clutch devices 111, 112, The inclination angle α in the front-rear direction and the inclination angle β in the width direction generated in the upper body 4 can be detected.

  As shown in FIG. 13, the attitude control ECU 155 of the present embodiment is provided in the front-rear direction swing actuator 101 and the width-direction swing actuator 102 in addition to the front-rear direction tilt controller 81 and the width-direction tilt controller 82. A clutch control unit 160 that generates control signals Sc1 and Sc2 for the clutch devices 111 and 112 is provided. Specifically, in the attitude control ECU 155 of the present embodiment, the clutch control unit 160 includes the front-rear direction inclination angle α and the width-direction inclination angle β generated in the upper body 4, the front-rear direction inclination control unit 81, and the width direction. The longitudinal acceleration Gfr and the widthwise acceleration Gsd (Gfr ′, Gsd ′) of the vehicle 1 used by the tilt control unit 82 are input. Further, whether the clutch control unit 160 of the present embodiment should disconnect the driving force transmission paths L1 and L2 generated by the front-rear swing actuator 101 and the width swing actuator 102 based on these vehicle state quantities. Determine whether or not. Then, the control signals Sc1 and Sc2 for the clutch devices 111 and 112 are generated based on the determination result.

  More specifically, as shown in FIG. 14, the clutch control unit 160 of the present embodiment, in response to changes in the front-rear direction inclination angle α and the width direction inclination angle β in the upper body 4 caused by the swing of the upper body 4, A response delay determination unit 161 for determining whether or not a response delay occurs in the operation of the front-back swing actuator 101 and the width swing actuator 102 is provided. Further, the response delay determination unit 161 determines whether to turn off the clutch devices 111 and 112, that is, whether to disconnect the driving force transmission paths L1 and L2, based on the determination of the occurrence of the response delay. To do. The clutch control unit 160 of this embodiment includes a switching control unit 162 that switches the control signals Sc1 and Sc2 of the clutch devices 111 and 112 based on the determination of the response delay determination unit 161.

  That is, a response delay occurs in the operation of the actuator (101, 102) with respect to the change in the inclination angle (α, β) generated in the upper body 4, so that the actuator (101, 102) causes the vehicle 1 to move. The load on the upper body 4 swings based on the acceleration (Gfr, Gsd). The response delay of the actuators (101, 102) occurs, for example, when a vehicle collides, when a vehicle climbs over a step on the road surface, or when a vehicle suddenly stops or runs on a sharp curve. As a result, the swinging of the upper body 4 is hindered, which may give an uncomfortable feeling to an occupant in the vehicle interior space formed by the upper body 4.

  Further, such a response delay of the actuators (101, 102) tends to occur even when the changing directions of the inclination angles (α, β) generated in the upper body 4 are reversed, for example, during so-called slalom traveling. is there. In such a case, the actuator (101, 102) also acts as a load on the swinging upper body 4, so that, for example, the speed reducer (131, 132), the pinion gears 63, 68, and the sector gear 61. , 66, and the like, the gear teeth collide with each other, which may cause abnormal noise or impact load, which may give an occupant of the vehicle 1 a feeling of strangeness.

  Based on this point, when the clutch control unit 160 of the present embodiment determines that a response delay occurs in the operation of either the front-back swing actuator 101 or the width-direction swing actuator 102, these clutch devices 111 , 112 are turned off, that is, control signals Sc1 and Sc2 are generated to the effect that the driving force transmission paths L1 and L2 should be disconnected. Then, the vehicle control device 100 of the present embodiment is configured such that the longitudinal swing actuator 101 and the width swing actuator 102 do not hinder the swing of the upper body 4.

  More specifically, the response delay determination unit 161 of the present embodiment includes an acceleration change determination unit 163 that performs the response delay occurrence determination based on the changes in the longitudinal acceleration Gfr and the widthwise acceleration Gsd of the vehicle 1. ing.

  Specifically, as shown in the flowchart of FIG. 15, in the response delay determination unit 161, the acceleration change determination unit 163 monitors the input longitudinal acceleration Gfr of the vehicle 1 to determine its unit. The acceleration change ΔGfr per time is calculated (step 1101). Further, the acceleration change determination unit 163 compares the acceleration change ΔGfr in the vehicle front-rear direction with a predetermined threshold TH1 (step 1102), and when the acceleration change ΔGfr exceeds the threshold TH1 (ΔGfr> TH1, step 1102: YES). ), It is determined that a response delay occurs in the front-back swing actuator 101 (step 1103). Then, the off operation of the clutch devices 111 and 112 provided on the transmission paths L1 and L2 of the driving force generated by the front-back swing actuator 101 and the width swing actuator 102 is determined (step 1104).

  Further, the acceleration change determination unit 163 calculates the acceleration change ΔGsd per unit time by monitoring the input widthwise acceleration Gsd of the vehicle 1 (step 1105). Further, the acceleration change determination unit 163 compares the acceleration change ΔGsd in the vehicle width direction with a predetermined threshold TH2 (step 1106), and when the acceleration change ΔGsd exceeds the threshold TH2 (ΔGsd> TH2, step 1106: YES). In step 1103, it is determined that a response delay occurs in the widthwise swing actuator 102. Also in this case, the OFF operation of the clutch devices 111 and 112 provided in the driving force transmission paths L1 and L2 is determined in step 1104.

  The acceleration change determination unit 163 determines that the acceleration change ΔGfr in the vehicle front-rear direction is the threshold TH1 (ΔGfr ≦ TH1, step 1102: NO) and the acceleration change ΔGsd in the vehicle width direction is equal to or less than the threshold TH2 (ΔGsd ≦ TH2, step 1106: NO) determines that there is no response delay in the actuator (101, 102) (step 1107). Then, the clutch control unit 160 of the present embodiment is configured to maintain the driving force transmission paths L1 and L2 in the connected state by determining the ON operation of the clutch devices 111 and 112. (Step 1108).

  Further, as shown in FIG. 14, in the response delay determination unit 161, the motors 64 and 69, which are the drive sources of the front-rear swing actuator 101 and the width swing actuator 102, cause the upper body 4 to swing. A motor rotation determination unit 164 is provided that determines whether or not a response delay has occurred, based on whether or not it is possible to follow the rotation. Specifically, the clutch control unit 160 of the present embodiment calculates the angular accelerations Gα and Gβ of the upper body 4 on the basis of the longitudinal tilt angle α and the widthwise tilt angle β of the upper body 4 that are input. The unit 165 is provided. Then, the motor rotation determination unit 164 of the present embodiment uses the angular acceleration Gα of the front-rear direction inclination angle α and the angular acceleration Gβ of the width direction inclination angle β to determine the followability of the motors 64 and 69. The configuration is such that determination of occurrence of response delay is executed.

  That is, as shown in FIG. 16, when the tilt angle (α, β) of the upper body 4 changes, the greater the angular accelerations Gα, Gβ, the more the change in the tilt angle (α, β) follows. The rotational speeds N1 and N2 of the motors 64 and 69 required to prevent the response delay of the front-back swing actuator 101 and the width swing actuator 102 from occurring also increase. In the motor rotation determination unit 164 of the present embodiment, the rotation speeds N1 and N2 of the motors 64 and 69 and the angular accelerations Gα and Gβ of the tilt angles, which are necessary to prevent such a response delay of the actuators (101 and 102). The relationship between and is obtained in advance by simulation, experiment, etc., and is held in a format such as a map M1 shown in FIG. Then, the motor rotation determination unit 164 of the present embodiment thereby causes the front-back direction swing actuator 101 and the width-direction swing actuator 102 to respond to changes in the inclination angles (α, β) caused by the swing of the upper body. The motors 64 and 69 are configured to execute the determination of the occurrence of the response delay based on whether the motors 64 and 69 can rotate at the required rotation speeds N1 and N2.

  More specifically, as shown in the flowchart of FIG. 17, the motor rotation determination unit 164 of the present embodiment first acquires the angular accelerations Gα and Gβ of the inclination angle of the upper body 4 (step 1201). Next, the motor rotation determination unit 164 calculates the rotation speed N1 of the motor 64 for which the response delay does not occur in the longitudinal swing actuator 101, based on the angular acceleration Gα of the longitudinal tilt angle α (step 1202). Further, it is determined whether or not the motor 64 can rotate at this rotation speed N1 (step 1203), and when it is determined that the motor 64 cannot rotate (step 1203: NO), a response delay occurs in the longitudinal swing actuator 101. Is determined to occur (step 1204). As a result, the clutch devices 111 and 112 provided on the transmission paths L1 and L2 of the driving force generated by the front-rear swing actuator 101 and the width swing actuator 102 are turned off, that is, the transmission path L1. , L2 is determined (step 1205).

  Further, the motor rotation determination unit 164 calculates the rotation speed N2 of the motor 69 for which the response delay does not occur for the widthwise swing actuator 102, based on the angular acceleration Gβ of the widthwise inclination angle β (step 1206). Further, it is determined whether or not the motor 69 can rotate at this rotation speed N2 (step 1207), and when it is determined that the motor 69 cannot rotate (step 1207: NO), in the step 1204, the swinging in the width direction is performed. It is determined that a response delay occurs in the actuator 102. Also in this case, the OFF operation of the clutch devices 111 and 112 provided in the driving force transmission paths L1 and L2 is determined in step 1205.

  The motor rotation determination unit 164 of the present embodiment is capable of rotating the motor 64 of the front-back direction swing actuator 101 at the rotation speed N1 (step 1203: YES), and the width-direction swing actuator 102 of the width direction swing actuator 102 at the rotation speed N2. When the motor 69 is rotatable (step 1207: YES), it is determined that there is no response delay (step 1208). Then, the clutch control unit 160 of the present embodiment is configured to maintain the driving force transmission paths L1 and L2 in the connected state by determining the ON operation of the clutch devices 111 and 112. (Step 1209).

Next, the effect of this embodiment will be described.
(1) The vehicle control device 100 includes clutch devices (111, 112) capable of disconnecting the transmission paths (L1, L2) of the driving force generated by the actuators (101, 102).

  According to the above configuration, the actuators (101, 102) can be separated from the upper body 4 in the drive force transmission paths (L1, L2). As a result, the upper body 4 can be freely swung based on the operation of the pendulum mechanism 10.

  For example, the clutch device (111, 112) is turned off when a situation occurs in which the inclination angle (α, β) of the upper body 4 changes abruptly due to the operation of the pendulum mechanism 10, such as during a vehicle collision. Thus, the actuator (101, 102) can be prevented from acting as a load on the swinging upper body 4. As a result, the occupant of the vehicle 1 can hardly feel the impact at the time of the collision. Further, for example, even during vehicle maintenance, by turning off the clutch device (111, 112), the upper body 4 can be smoothly swung by equipment for maintenance or external force such as human power. .. And thereby, workability can be improved.

  (2) When the attitude control ECU 155 causes a response delay in the operation of the actuators (101, 102) with respect to changes in the tilt angles (α, β) generated in the upper body 4 due to the swing of the upper body 4, A clutch control unit 160 that controls the operation of the clutch device (111, 112) to disconnect the drive force transmission path (L1, L2) is provided.

  That is, a response delay occurs in the operation of the actuator (101, 102) with respect to the change in the inclination angle (α, β) generated in the upper body 4, so that the actuator (101, 102) causes the vehicle 1 to move. The load on the upper body 4 swings based on the acceleration (Gfr, Gsd). However, according to the above configuration, in such a case, the actuators (101, 102) can be quickly separated from the upper body 4 in the drive force transmission paths (L1, L2). As a result, the actuators (101, 102) do not hinder the swing of the upper body 4 so that a good ride comfort can be secured.

  (3) The clutch control unit 160 disconnects the drive force transmission path (L1, L2) when the acceleration change (ΔGfr, ΔGsd) of the vehicle 1 exceeds a predetermined threshold value (TH1, TH2). Turn off (111, 112).

  That is, the acceleration angle (Gfr, Gs) of the vehicle 1 changes greatly, and the inclination angle (α, β) of the upper body 4 changes sharply. As a result, a response delay is likely to occur in the operation of the actuator (101, 102). Therefore, according to the above configuration, the drive force transmission paths (L1, L2) can be appropriately cut so that the actuators (101, 102) do not hinder the swing of the upper body 4.

  (4) The clutch control unit 160 uses the rotation speeds of the motors (64, 69) required to prevent the response delay of the actuators (101, 102), that is, the rotation speeds (N1, N2) at which the response delay does not occur. When the motors (64, 69) cannot rotate, the clutch devices (111, 112) are turned off to disconnect the driving force transmission paths (L1, L2).

  That is, the response delay of the actuators (101, 102) occurs because the inclination angles (α, β) of the upper body 4 change sharply beyond the rotational performance of the motors (64, 69) that are the drive sources thereof. To do. Therefore, according to the above configuration, the drive force transmission paths (L1, L2) can be appropriately cut so that the actuators (101, 102) do not hinder the swing of the upper body 4.

  (5) The clutch control unit 160, based on the angular acceleration (Gα, Gβ) of the tilt angle generated in the upper body 4, causes the actuators (101, 102) to have no response delay in the rotation speed (64, 69) of the motor (64, 69). N1, N2) is calculated. This makes it possible to accurately calculate the rotational speeds (N1, N2) of the motors (64, 69) required to prevent the response delay of the actuators (101, 102).

  In addition, each of the above-described embodiments can be modified and implemented as follows. The above-described embodiments and the following modifications can be implemented in combination with each other within a technically consistent range.

  In each of the above embodiments, the attitude control ECU 55 causes the deviation (Δα) between the estimated value (αe, βe) and the actual value (α, β) of the tilt angle generated by the swing of the upper body 4 based on the acceleration of the vehicle 1. , Δβ) is used to calculate the control amounts (ε1, ε2) of the actuators (51, 52). However, not limited to this, when the actual value (α, β) of the inclination angle is smaller than the estimated value (αe, βe) of the inclination angle based on the acceleration (Gfr, Gsd) of the vehicle 1, the inclination angle is smaller. If the actual value is larger than the estimated value by increasing (α, β), the calculation method of the control amounts (ε1, ε2) can be arbitrarily changed as long as the inclination angle is decreased. Good. For example, the operation of the actuator (51, 52) may be controlled by executing the feedforward control or by combining the feedforward control and the feedback control.

  In each of the above embodiments, the acceleration of the vehicle 1 is estimated based on the state quantity (θh, V) of the vehicle 1 and the control signal (Sac, Sbk). Then, based on the values (Gfr ', Gsd') obtained by correcting the estimated acceleration (Gfr, Gsd) from the correction values (γ1, γ2) based on the output signals (G1, G2) of the acceleration sensors (71, 72). Then, the estimated value (αe, βe) of the tilt angle generated in the upper body 4 due to the swing based on the acceleration of the vehicle 1 is calculated.

  However, the configuration is not limited to this, and the estimated value (αe, βe) of the tilt angle may be calculated by using the actual measurement value based on the output signals (G1, G2) of the acceleration sensor (71, 72) as the main input. .. In this case, for example, with respect to the estimated value (αe, βe) of the tilt angle, it is preferable to set a limit (guard value) on the amount of change per calculation. Thus, the influence of noise mixed in the output signals (G1, G2) of the acceleration sensor (71, 72) can be suppressed, and the swinging posture of the upper body 4 can be stably controlled.

  Also, the estimated value (αe, βe) of the tilt angle may be calculated using only the estimated acceleration (Gfr, Gsd). Further, the estimated value (αe, βe) of the tilt angle may be calculated using only the actual measurement value based on the output signals (G1, G2) of the acceleration sensor (71, 72). A state quantity other than the steering angle θh, the vehicle speed V, the accelerator signal Sac, and the brake signal Sbk including those indicated by the control signal may be used for estimating the acceleration.

  In each of the above-described embodiments, the inclination angle (α, β) is estimated according to the acceleration (Gfr, Gsd) of the vehicle 1, that is, the estimated values αe, βe in the longitudinal acceleration calculation unit 83 and the width direction acceleration calculation unit 93. It is assumed that each of the calculations is performed using a first-order approximation formula (y = Ax + B) obtained by simulation, experiment, or the like.

  However, not limited to this, for example, as shown in FIG. 18, calculation is performed using a map M0 in which the relationship between the acceleration (Gfr, Gsd) of the vehicle 1 and the estimated value (αe, βe) of the inclination angle is defined. It may be configured to. Then, in the second embodiment, the rotational speed N1 of the motors 64 and 69 in which the actuators (101 and 102) do not have a response delay based on the angular acceleration (Gα, Gβ) of the tilt angle generated by the swing of the upper body 4. , N2 may be calculated using a predetermined calculation formula such as a linear approximation formula.

  In each of the above-described embodiments, the pendulum mechanism 10 allows the front-rear direction rocking portion 41 that allows the upper body 4 to rock in the front-rear direction of the vehicle 1 and the rocking of the upper body 4 in the width direction of the vehicle 1. The width direction swinging part 42 is provided. However, the present invention is not limited to this, and the pendulum mechanism 10 may be configured to include only the front-back direction swinging portion 41 or may be configured to include only the width direction swinging portion 42.

  Further, it is provided with a first-direction oscillating portion and a second-direction oscillating portion that allow the upper body 4 to oscillate in the first direction and the second direction orthogonal to each other, not limited to the front-rear direction and the width direction of the vehicle 1. It may be configured. Even in such a configuration, the first-direction oscillating portion and the second-direction oscillating portion are interlocked with each other to allow omnidirectional oscillating in a plane (for example, a horizontal plane) including the first and second directions. can do. And thereby, more comfortable riding comfort can be secured.

  In each of the above-described embodiments, assuming that the occupant 35 of the vehicle 1 stands up in the vehicle compartment, the position where the head 35h of the occupant 35 is arranged, or the position above the head 35h. Although the swing fulcrums P1 and P2 of the upper body 4 are formed in the above, the formation positions thereof may be arbitrarily changed.

  Further, in each of the above-described embodiments, each of the arcuate bodies 11 and 15 fixed to the underbody 3 and each of the arcuate bodies 11 and 15 fixed to the middle body 25 slidably contact the upper curved surfaces 11u and 15u of the arcuate bodies 11 and 15. The main roller 31 forms the front-rear swinging portion 41 of the pendulum mechanism 10. Then, each arcuate body 22 fixed to the lower surface 4s of the upper body 4 and each main roller 32 slidably contacting the lower curved surface 22l of each arcuate body 22 while being fixed to the middle body 25, the pendulum mechanism 10 is provided. The widthwise swinging part 42 of FIG. However, the present invention is not limited to this, and the upper body 4 may be configured to swing autonomously based on the acceleration of the vehicle 1 by swinging out the lower end 4b side where the center of gravity is formed in the direction in which the inertial force acts. For example, the configuration of the pendulum mechanism 10 may be arbitrarily changed, for example, the upper body 4 may be suspended from a fulcrum formed on the underbody 3.

  In the second embodiment, when it is determined that the operation delay occurs in either the front-back swing actuator 101 or the width swing actuator 102, the drive force is provided in the transmission paths L1 and L2. Both clutch devices 111 and 112 are turned off. However, the invention is not limited to this, and the clutch device 111 provided on the transmission path L1 in the vehicle front-rear direction and the clutch device 112 provided on the transmission path L2 in the vehicle width direction may be individually controlled. Good. The clutch device may be provided only on one of the transmission path L1 in the vehicle front-rear direction and the transmission path L2 in the vehicle width direction.

  In the second embodiment, when the acceleration change (ΔGfr, ΔGsd) of the vehicle 1 exceeds a predetermined threshold value (TH1, TH2), it is determined that the response delay of the actuator (101, 102) occurs, and The clutch devices (111, 112) are turned off to disconnect the driving force transmission paths (L1, L2). However, the present invention is not limited to this, and the response delay determination of the actuator (101, 102) may be performed based on the angular acceleration change (ΔGα, ΔGβ) of the tilt angle caused by the swing of the upper body 4.

  For example, as shown in the flowchart of FIG. 19, the angular accelerations Gα and Gβ of the tilt angles of the upper body 4 are acquired (step 1301). Further, the angular acceleration change ΔGα per unit time is calculated by monitoring the angular acceleration Gα for the longitudinal inclination angle α (step 1302). Further, the angular acceleration change ΔGα in the vehicle front-rear direction is compared with a predetermined threshold value TH3 (step 1303), and when the angular acceleration change ΔGα exceeds the threshold value TH3 (ΔGα> TH3, step 1303: YES), it is before and after that. It is determined that a response delay occurs in the direction swing actuator 101 (step 1304). Then, the OFF operation of the clutch devices 111 and 112 provided on the transmission paths L1 and L2 of the driving force generated by the front-back swing actuator 101 and the width swing actuator 102 is determined (step 1305).

  Further, the angular acceleration change ΔGβ per unit time is calculated by monitoring the angular acceleration Gβ for the widthwise inclination angle β of the upper body 4 (step 1306). Further, the angular acceleration change ΔGβ in the width direction is compared with a predetermined threshold TH4 (step 1307). If the angular acceleration change ΔGβ exceeds the threshold TH4 (ΔGβ> TH4, step 1307: YES), step 1304 is performed. Then, it is determined that a response delay occurs in the width direction swing actuator 102. Also in this case, in step 1305, the off operation of the clutch devices 111 and 112 provided in the transmission paths L1 and L2 of the driving force generated by the front-rear swing actuator 101 and the width swing actuator 102 is performed. To decide.

  That is, as the acceleration change (ΔGfr, ΔGsd) of the vehicle 1 increases, the angular acceleration change (ΔGα, Gβ) of the tilt angle generated in the upper body 4 also increases. Therefore, even with such a configuration, the same effect as that of the second embodiment can be obtained.

  Further, in the second embodiment, the rotation of the motor (64, 69) that does not cause a response delay in the actuator (101, 102) based on the angular acceleration (Gα, Gβ) of the tilt angle generated in the upper body 4. It was decided to calculate the speed (N1, N2). However, the configuration is not limited to this, and the rotational speeds (N1, N2) of the motors (64, 69) that do not cause a response delay in the actuators (101, 102) are calculated based on the acceleration (Gfr, Gsd) of the vehicle 1. May be Also in this case, the relation between the accelerations (Gfr, Gsd) of the vehicle 1 and the rotation speeds N1, N2 of the motors 64, 69 in which the response delay between the actuators (101, 102) does not occur in advance is also obtained by simulation or experiment. May be obtained and held in the form of a map or an arithmetic expression. And thereby, the effect similar to the said 2nd Embodiment can be acquired.

  Further, the response delay determination unit 161 of the clutch control unit 160 may include only one of the acceleration change determination unit 163 and the motor rotation determination unit 164. Then, the response delay of the actuators (101, 102) may be determined by another method or a combination thereof to control the operation of the clutch devices (111, 112).

  Further, as shown in the flowchart of FIG. 20, it is determined whether or not the rotation direction of the motor (64, 69) which is the drive source of the actuator (101, 102) is reversed (step 1401). When it is determined that the rotation direction is reversed (step 1401: YES), the clutch devices (111, 112) may be turned off to disconnect the driving force transmission path (L1, L2). Step 1402).

  That is, when the rotation direction of the motor (64, 69) is reversed, the direction of the driving force generated by the actuator (101, 102) is also reversed. Then, in such a case, there is a tendency that a deviation easily occurs between the operation of the actuator (101, 102) and the operation of the pendulum mechanism 10.

  However, according to the above configuration, it is possible to catch the moment when such a deviation of the operation is likely to occur and disconnect the actuator (101, 102) from the upper body 4 in the transmission path (L1, L2) of the driving force. And thereby, it is possible to prevent the gear teeth from colliding with each other at the meshing portions of the reduction gears (131, 132), the pinion gears 63, 68, and the sector gears 61, 66. As a result, generation of abnormal noise and impact load can be suppressed, and a better riding comfort can be secured.

  In the second embodiment, the clutch devices 111 and 112 include the motors 64 and 69 in the transmission paths L1 and L2 of the driving force from the motors 64 and 69 serving as drive sources to the pinion gears 63 and 68 and the sector gears 61 and 66. And the reduction gears 131 and 132 are provided. However, the configuration is not limited to this, and may be provided at a position between the speed reducers 131 and 132 and the pinion gears 63 and 68. When the rotation sensors 141 and 142 provided on the transmission paths L1 and L2 are used for the inclination angle sensors 71 and 72, their positions are positions closer to the pinion gears 63 and 68 than the clutch devices 111 and 112, that is, positions on the output side. Set to.

  In addition, in the second embodiment, the clutch devices 111 and 112 are configured as electromagnetic clutches, but the configuration of the clutch device is arbitrarily changed, including the hydraulic system and the driving system thereof. You may. Further, the control device of the clutch device may be arbitrarily changed. For example, the on / off state of the clutch device may be switchable by a manual operation. Then, for example, when a specific event occurs in the vehicle 1 such as a vehicle collision, the driving force transmission path may be disconnected.

  In the second embodiment, the clutch controller 160 includes the longitudinal acceleration Gfr and the lateral acceleration Gsd (Gfr ′, Gsd ′) of the vehicle 1 used by the longitudinal inclination controller 81 and the lateral inclination controller 82. ) Is entered. However, the configuration is not limited to this, and the operation of the clutch devices 111 and 112 may be controlled using the actual measurement values based on the output signals (G1 and G2) of the acceleration sensors (71 and 72).

  Further, for example, the driving state of the vehicle 1 may be predicted such as the occurrence of a collision, climbing over a step, sudden stop or sudden start, or slalom traveling, and the operation of the actuator (101, 102) may be controlled. .. By adopting such a configuration, the swinging posture of the upper body 4 can be controlled more smoothly. Then, the behavior of the vehicle 1 having a higher frequency can be dealt with.

  For example, the attitude control ECU 255 shown in FIG. 21 predicts the traveling state of the vehicle 1 as described above based on the vehicle speed V and the position information Igps and map information Imap of the vehicle 1 obtained from an information terminal such as a car navigation system. A travel prediction control unit 270 is provided. Further, the traveling prediction control unit 270 calculates a prediction component η1 of the longitudinal acceleration Gfr and a prediction component η2 of the widthwise acceleration Gsd as the prediction component η of the acceleration generated in the vehicle 1 in the predicted traveling state. Then, the attitude control ECU 255 controls the operation of the motors (64, 69) that are the drive sources of the actuators (101, 102) and the clutch devices (111, 112) based on these predicted components η.

  Specifically, in the attitude control ECU 255, the longitudinal inclination control unit 281 internally calculates (estimates) the longitudinal acceleration Gfr (Gfr ′, see FIG. 10) of the vehicle 1 and the traveling prediction control unit 270 calculates. The control signal Sm1 for the longitudinal swing actuator 51 is generated based on the predicted component η1 of the longitudinal acceleration Gfr. Similarly, the width-direction inclination control unit 282 also calculates (estimates) the width-direction acceleration Gsd (Gsd ′) of the vehicle 1 inside thereof, and the prediction component η2 of the width-direction acceleration Gsd calculated by the travel prediction control unit 270. The control signal Sm2 for the width-direction swing actuator 52 is generated based on Further, the clutch control unit 260 also controls the control signals Sc1 and Sc2 of the clutch devices 111 and 112 based on the predicted components η1 and η2 in addition to the longitudinal acceleration Gfr and the widthwise acceleration Gsd. By adopting such a configuration, it is possible to more appropriately control the inclination angle (α, β) of the upper body 4 that is caused by the operation of the pendulum mechanism 10, that is, the swinging posture.

Next, technical ideas that can be understood from the above-described embodiments and modifications will be described.
(A) The clutch control unit determines that the response delay occurs and disconnects the transmission path when the change in the angular acceleration of the tilt angle caused by the swing of the upper body exceeds a predetermined threshold value. A vehicle control device characterized by:

  That is, the greater the change in the acceleration of the vehicle, the greater the change in the angular acceleration of the tilt angle generated in the upper body. Therefore, according to the above configuration, it is possible to accurately determine the situation in which the response delay occurs in the operation of the actuator, and quickly disconnect the actuator from the upper body in the transmission path of the driving force. As a result, the actuator does not hinder the swing of the upper body, so that a good ride comfort can be secured.

(B) The vehicle control device, wherein the clutch control unit disconnects the transmission path when the generation direction of the driving force is reversed.
That is, when the rotation direction of the driving force is reversed, a deviation tends to occur between the operation of the actuator and the operation of the pendulum mechanism. However, according to the above configuration, it is possible to catch the moment when such a deviation of the operation easily occurs and disconnect the actuator from the upper body in the transmission path of the driving force. Thus, for example, it is possible to prevent the gear teeth from colliding with each other at the gear meshing portion. As a result, generation of abnormal noise and impact load can be suppressed, and a better riding comfort can be secured.

  1 ... Vehicle, 2 ... Wheel, 3 ... Underbody, 3f ... Front end, 3r ... Rear end, 4 ... Upper body, 4a ... Upper end, 4b ... Lower end, 4s ... Lower surface, 10 ... Pendulum mechanism, 11 ... Arc-shaped body, 11l ... Lower curved surface, 11u ... Upper curved surface, 13 ... Front supporting portion, 15 ... Arc-shaped body, 15l ... Lower curved surface, 15u ... Upper curved surface, 17 ... Rear supporting portion, 21 ... Vertical installation Oscillating support member, 22 ... Arc body, 22l ... Lower curved surface, 22u ... Upper curved surface, 25 ... Middle body, 25a, 25b ... Side end surface, 25f ... Front end surface, 25r ... Rear end surface, 26 ... Sideways rocking Dynamic support member, 31 (31f, 31r) ... Main roller (rotating body), 32 (31a, 31b) ... Main roller (rotating body), 33 (32f, 32r) ... Auxiliary roller (rotating body), 34 (34a, 34b) ... Auxiliary roller (rotating body), 35 ... Occupant, 35h ... Head, 41 ... Longitudinal swinging unit, 42 ... Width swinging unit, 51 ... Longitudinal swinging actuator, 52 ... Widthing swinging actuator , 55 ... Attitude control ECU, 60 ... Vehicle control device, 61 ... Sector gear, 61u ... Upper curved surface, 62 ... Gear teeth, 63 ... Pinion gear, 64 ... Motor, 65 ... Drive unit, 66 ... Sector gear, 66l ... Bottom Side curved surface, 67 ... Gear teeth, 68 ... Pinion gear, 69 ... Motor, 70 ... Drive unit, 71, 72 ... Inclination angle sensor, 73, 74 ... Acceleration sensor, 75 ... Steering sensor, 81 ... Longitudinal tilt control section, 82 ... Width direction inclination control section, 83 ... Longitudinal direction acceleration calculation section, 84 ... Correction value calculation section, 85 ... Longitudinal direction inclination angle estimated value calculation section, 86 ... Feedback control section, 87 ... Control signal output section, 93 ... Width Directional acceleration calculation unit, 94 ... Correction value calculation unit, 95 ... Width direction inclination angle estimated value calculation unit, 96 ... Feedback control unit, 97 ... Control signal output unit, P1, P2 ... Swing fulcrum, Q1, Q2 ... Rolling Locus, α ... Longitudinal tilt angle (actual value), αe ... Estimated value, Δα ... Deviation, Gfr, Gfr '... Longitudinal acceleration, G1 ... Output signal, γ1 ... Correction value, ε1 ... Control amount, Sm1 ... Control signal , Β ... Width direction inclination angle (actual value), βe ... Estimated value, Δβ ... Deviation, Gsd, Gsd '... Width direction acceleration, G2 ... Output signal, γ2 ... Correction value, ε2 ... Control amount, Sm2 ... Control signal, Sac ... accelerator signal, Sbk ... brake signal, V ... vehicle speed, θh ... steering angle, 100 ... vehicle control device, 101 ... longitudinal swing actuator, 102 ... widthwise swing actuator, 111, 112 ... clutch device, 121, 122 ... Drive unit , 131, 132 ... Reducer, 141, 142 ... Rotation sensor, 155 ... Attitude control ECU, 160 ... Clutch control unit, 161 ... Response delay determination unit, 162 ... Switching control unit, 163 ... Acceleration change determination unit, 164 ... Motor rotation determination unit, 165 ... Inclination angular acceleration calculation unit, 255 ... Attitude control ECU, 260 ... Clutch control unit, 270 ... Travel prediction control unit, 281 ... Longitudinal direction inclination control unit, 282 ... Width direction inclination control unit, L1 , L2 ... Transmission path, Sm1, Sm2 ... Control signal, ΔGfr, ΔGsd ... Acceleration change, TH1, TH2 ... Threshold, Gα, Gβ ... Angular acceleration, N1, N2 ... Rotation speed, M1 ... Map, ΔGα, ΔGβ ... Angular acceleration Change, TH3, TH4 ... Threshold value, M1 ... Map, Igps ... Position information, Imap ... Map information, η (η1, η2) ... Prediction component.

Claims (15)

A pendulum mechanism that allows rocking of the upper body with respect to the underbody by being interposed between the underbody and the upper body of the vehicle,
An actuator that generates a driving force capable of changing the tilt angle of the upper body that swings around a fulcrum formed by the pendulum mechanism;
When the actual value of the inclination angle is smaller than the estimated value of the inclination angle based on the acceleration of the vehicle, the inclination angle is increased, and when the actual value is larger than the estimated value, the inclination is increased. A rocking controller that controls the operation of the actuator to reduce the angle. The vehicle control device according to claim 1,
The swing control unit controls the operation of the actuator so that the actual value follows the estimated value by performing feedback control based on a deviation between the estimated value and the actual value. Vehicle control device. In the vehicle control device according to claim 1 or 2,
The vehicle control device, wherein the pendulum mechanism includes a widthwise swinging portion that allows swinging of the upper body in the widthwise direction of the vehicle. The vehicle control device according to any one of claims 1 to 3,
The vehicle control device, wherein the pendulum mechanism includes a front-rear swing unit that allows swing of the upper body in the front-rear direction of the vehicle. The vehicle control device according to any one of claims 1 to 4,
The pendulum mechanism includes a first-direction oscillating portion and a second-direction oscillating portion that allow the upper body to oscillate in a first direction and a second direction orthogonal to each other.
And a vehicle control device. The vehicle control device according to any one of claims 1 to 5,
The pendulum mechanism is
An arc-shaped body extending in a direction that allows the swing of the upper body,
A rotating body that slidably contacts the curved surface of the arc-shaped body
A vehicle control device comprising: The vehicle control device according to any one of claims 1 to 6,
The swing control section,
An acceleration estimator that estimates the acceleration of the vehicle based on the state quantity of the vehicle;
An inclination angle estimated value calculation unit that calculates an estimated value of the inclination angle based on the estimated acceleration, the vehicle control device. The vehicle control device according to claim 7,
The swing control unit includes a correction value calculation unit that calculates a correction value of the estimated acceleration based on an output signal of an acceleration sensor provided in the vehicle.
And a vehicle control device. In the vehicle control device according to claim 7 or 8,
The swing control unit, as the acceleration estimation unit,
A vehicle control device comprising: a width-direction acceleration calculation unit that calculates width-direction acceleration of the vehicle based on a steering angle and a vehicle speed of the vehicle. The vehicle control device according to any one of claims 7 to 9,
The swing control unit, as the acceleration estimation unit,
A vehicle control device comprising: a longitudinal acceleration calculation unit that calculates longitudinal acceleration of the vehicle based on an accelerator opening degree and a braking force of the vehicle. The vehicle control device according to any one of claims 1 to 10,
A clutch device capable of disconnecting the transmission path of the driving force,
And a vehicle control device. The vehicle control device according to claim 11,
A clutch control unit that controls the operation of the clutch device and disconnects the transmission path of the driving force when a response delay occurs in the operation of the actuator with respect to the change in the tilt angle caused by the swing of the upper body. A vehicle control device comprising: The vehicle control device according to claim 12,
The vehicle control device, wherein the clutch control unit disconnects the transmission path when the acceleration change of the vehicle exceeds a predetermined threshold value. In the vehicle control device according to claim 12 or 13,
The actuator uses a motor as a drive source,
The vehicle control device, wherein the clutch control unit disconnects the transmission path when the motor cannot rotate at a rotation speed that does not cause the response delay. The vehicle control device according to claim 14,
The clutch control unit calculates a rotation speed of the motor that does not cause the response delay, based on an angular acceleration of the tilt angle generated by the swing of the upper body,
And a vehicle control device.