JP2021062733A - Two-wheeled vehicle - Google Patents

Abstract

To provide a two-wheeled vehicle which enables control of inclining in a vehicle fore and aft direction.SOLUTION: The two-wheeled vehicle includes: a right wheel and a left wheel supported on a vehicle body through an axle; a shaft moving mechanism which moves an axle support position relative to the vehicle body in a direction intersecting with the axle; and a control unit which causes the shaft moving mechanism to operate and move the axle support position in a vehicle fore and aft direction to control inclination of the vehicle body.SELECTED DRAWING: Figure 7

Description

The present application relates to a two-wheeled vehicle.

Conventionally, an automobile in which a vehicle height changing actuator is provided on each wheel is known (see, for example, Patent Document 1).

In this automobile, when the inclination of the vehicle body is to be changed, the vehicle height changing actuator is operated to change the inclination of the vehicle body.

Japanese Unexamined Patent Publication No. 1-122716

However, in such a configuration, the height from the road surface to the vehicle body is changed to change the inclination.

Therefore, in order to incline the vehicle back and forth, it is necessary to provide vehicle height changing actuators at the front and rear of the vehicle, which cannot be adopted for a two-wheeled vehicle in which the vehicle body is supported by the right and left wheels. ..

An object of the present invention is to provide a two-wheeled vehicle capable of controlling inclination in the front-rear direction of the vehicle.

Aspect 1 comprises a right wheel and a left wheel supported by a vehicle body via an axle, an axis moving mechanism that moves the support position of the axle with respect to the vehicle body in a direction intersecting the axle, and the axis moving mechanism. A two-wheeled vehicle including a control unit that operates to move the support position of the axle in the front-rear direction of the vehicle and control the inclination of the vehicle body.

That is, the two-wheeled vehicle provided with the right wheel and the left wheel includes an axis moving mechanism that moves the support position of the axle in a direction intersecting the axle, and a control unit that operates the shaft moving mechanism.

When this control unit operates the axis moving mechanism to move the axle forward of the vehicle, the support point of the vehicle body moves forward of the vehicle, so that a force is generated in the vehicle body in the direction of tilting backward. Further, when the control unit operates the axis moving mechanism to move the axle to the rear of the vehicle, the support point of the vehicle body moves to the rear of the vehicle, so that a force in the forward tilting direction is generated on the vehicle body.

In this way, the control unit operates the shaft movement mechanism to move the support position of the axle in the front-rear direction of the vehicle, thereby controlling the inclination of the vehicle body.

Aspect 2 is the two-wheeled vehicle according to the first aspect, wherein the shaft moving mechanism raises and lowers the support position of the axle in the vertical direction of the vehicle.

As a result, each wheel can be moved in the vertical direction with respect to the vehicle body. Therefore, for example, it is possible to alleviate the shock input when passing through the unevenness of the road surface.

Aspect 3 is the two-wheeled vehicle according to the second aspect, wherein the control unit raises the axle to form a ground contact state in which a part of the vehicle body is in contact with the road surface.
Here, the road surface includes not only the road but also the surface of the stop position such as a parking lot.

As a result, for example, by raising the axle while the vehicle is stopped to form a ground contact state in which a part of the vehicle body is in contact with the road surface, it is possible to improve the stability of the vehicle body when getting on and off. In addition, since the floor surface is lowered, getting on and off is improved.

Aspect 4 includes sensors that are arranged at a plurality of locations on the vehicle body and measure the force received from the road surface in a state where the axle is raised, and the control unit obtains the position of the center of gravity of the vehicle using information from each sensor. The two-wheeled vehicle according to the third aspect.

That is, it is possible to obtain the position of the center of gravity of the vehicle by using the information from each sensor that measures the force received from the road surface in the state where the axle is raised.

Aspect 5 is the two-wheeled vehicle according to aspect 4, wherein the control unit operates the axis moving mechanism so that the position of the center of gravity and the position of the axle are aligned in the vertical direction.

As a result, by adjusting the position of the axle and the position of the center of gravity in the vertical direction while the vehicle body is lowered, even if the position of the center of gravity of the vehicle changes due to getting on and off, for example, according to the change in the position of the center of gravity. It is possible to change the wheel position before the vehicle body rises.

Aspect 6 comprises a right wheel and a left wheel supported on the vehicle body via an axle, a weight movably provided on the vehicle body, and a weight moving mechanism for moving the position of the weight with respect to the vehicle body in the vehicle front-rear direction. A two-wheeled vehicle including a control unit that operates the weight moving mechanism to control the inclination of the vehicle body.

That is, the two-wheeled vehicle provided with the right wheel and the left wheel includes a weight moving mechanism for moving the position of the weight provided on the vehicle body in the front-rear direction of the vehicle, and a control unit for operating the weight moving mechanism.

When this control unit operates the weight moving mechanism to move the weight in the front direction of the vehicle, the center of gravity moves in the front of the vehicle, so that a force in the direction of tilting forward is generated in the vehicle body. Further, when the control unit operates the weight moving mechanism to move the weight in the rearward direction of the vehicle, the center of gravity moves to the rear of the vehicle, so that a force in the direction of tilting backward is generated in the vehicle body.

In this way, the control unit operates the weight moving mechanism to move the center of gravity in the front-rear direction of the vehicle, thereby controlling the inclination of the vehicle body.

In aspect 7, the right wheel and the left wheel supported by the vehicle body via an axle, a rotating body rotatably supported by the vehicle body, a rotating mechanism for rotating the rotating body, and the rotating mechanism are operated. A two-wheeled vehicle including a control unit that changes the rotation speed of the rotating body and controls the inclination of the vehicle body.

That is, the two-wheeled vehicle provided with the right wheel and the left wheel includes a rotating mechanism for rotating a rotating body supported by the vehicle body and a control unit for operating the rotating mechanism.

When this control unit operates the rotation mechanism to accelerate the rotation speed of the rotating body, the vehicle body supporting the rotating body receives the reaction force, so that the vehicle body generates a force in the direction corresponding to the reaction force. Further, when the control unit operates the rotation mechanism to reduce the rotation speed of the rotating body, the vehicle body supporting the rotating body receives the reaction force. Therefore, when the vehicle body accelerates the rotating body according to the reaction force. A force is generated in the opposite direction.

In this way, the control unit operates the rotation mechanism and applies the reaction force to the vehicle body to control the inclination of the vehicle body.

Aspect 8 is the two-wheeled vehicle according to any one of aspects 1 to 7, wherein the control unit controls the vehicle body to tilt forward when the vehicle accelerates and the vehicle body to tilt backward when the vehicle decelerates.

By controlling the inclination of the vehicle, it is possible to control so that the combined vector of the acceleration in the front-rear direction due to acceleration / deceleration and the acceleration in the gravity direction faces the floor direction. This makes it possible to reduce the acceleration felt by the occupants in the vehicle interior.

Aspect 9 is the two-wheeled vehicle according to any one of Aspects 1 to 8, wherein the axle is arranged at a position higher than the center of gravity of the vehicle.

This eliminates the need for inverted pendulum control.

In addition, when accelerating, the direction of rotation of the vehicle body due to the reaction force received from both wheels and the direction of rotation of the rotational force applied to the vehicle body as the axle moves are opposite, so the power required for tilt control of the vehicle body is reduced. It becomes possible to do.

Aspect 10 is the two-wheeled vehicle according to any one of aspects 1 to 9, wherein the right wheel that receives the main load and an auxiliary wheel different from the left wheel are provided.
The main load is the load applied while the vehicle body is kept horizontal.

As a result, the posture of the vehicle body can be maintained even when the vehicle body is greatly inclined as compared with the case where the auxiliary wheels are not provided.

In the present application, it is possible to control the inclination of a two-wheeled vehicle in the front-rear direction of the vehicle.

It is a schematic view seen from the side which shows the two-wheeled vehicle which concerns on 1st Embodiment. It is a side view which shows the support state of the axle of 1st Embodiment. It is a side view which shows the axis movement mechanism of 1st Embodiment. It is a side view which shows the state which moved the axle to the rear of a vehicle by the axis movement mechanism of 1st Embodiment. It is a side view which shows the state which raised the axle by the shaft movement mechanism of 1st Embodiment. It is a block diagram which shows the structure of the hardware which controls a two-wheeled vehicle which concerns on 1st Embodiment. It is a flowchart which shows the axis movement process of 1st Embodiment. It is explanatory drawing which shows the inclination control of the two-wheeled vehicle which concerns on 1st Embodiment. It is a flowchart which shows the acceleration / deceleration processing of 1st Embodiment. It is explanatory drawing which shows the state at the time of accelerating the two-wheeled vehicle which concerns on 1st Embodiment. It is a flowchart which shows the unevenness processing of 1st Embodiment. It is explanatory drawing which shows the state when the two-wheeled vehicle which concerns on 1st Embodiment passes through the convex part of the road surface. It is a flowchart which shows the descent process of 1st Embodiment. It is explanatory drawing which shows the state which lowered the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which measures the force received from the road surface by the load sensor of 1st Embodiment. It is explanatory drawing which shows the state which changed the position of the center of gravity of the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which moved the axle according to the change of the center of gravity position of the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which the axle of the two-wheeled vehicle which concerns on 1st Embodiment is arranged higher than the center of gravity of a vehicle. It is explanatory drawing which shows the state which the floor member which has the uniform thickness dimension in the vehicle front-rear direction is tilted in the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which used the floor member which the thickness dimension of the rear part of the vehicle is thin in the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which the floor member which the thickness dimension is thin at the rear of a vehicle is inclined in the two-wheeled vehicle which concerns on 1st Embodiment. It is explanatory drawing which shows the state which kept the floor surface of the floor member with a thin thickness dimension of the rear part of a vehicle horizontal. It is explanatory drawing which shows the state which lowered with the floor surface of the floor member which the thickness dimension of the rear part of a vehicle being thin kept horizontal. It is explanatory drawing which shows the state that the floor surface of the floor member which the thickness dimension of the rear part of a vehicle is thin is lowered while keeping horizontal, and the axle is moved to the rear part of a vehicle. It is a top view which shows the weight moving mechanism which concerns on 2nd Embodiment. It is a flowchart which shows the weight movement process of 2nd Embodiment. It is a top view which shows the state of the weight moving mechanism when the center of gravity of a vehicle moves forward in the two-wheeled vehicle of the 2nd Embodiment. It is a top view which shows the state of the weight moving mechanism when the center of gravity of a vehicle moves rearward in the two-wheeled vehicle of the 2nd Embodiment. It is a front view which shows the rotation mechanism which concerns on 3rd Embodiment. It is a side view which shows the rotation mechanism which concerns on 3rd Embodiment. It is a flowchart which shows the rotation process of 3rd Embodiment.

<First Embodiment>
Hereinafter, the first embodiment will be described with reference to the drawings.

FIG. 1 is a diagram showing a two-wheeled vehicle 10 according to the present embodiment. The two-wheeled vehicle 10 is an automobile on which a person rides, and a driver or an occupant 14 rides on a vehicle body 12 through a door opening (not shown). A vehicle compartment 16 is provided.

(Wheel)
The left wheel 20 is supported on the vehicle body 12 of the two-wheeled vehicle 10 via the axle 18, and a single left wheel 20 is provided on the left side portion of the vehicle body 12. Further, the right wheel 22 is supported on the vehicle body 12 via the axle 18 (see FIG. 2), and a single right wheel 22 is provided on the right side portion of the vehicle body 12. As a result, the load of the two-wheeled vehicle 10 is supported by the left wheel 20 and the right wheel 22.

In the present embodiment, the case where only the left wheel 20 and the right wheel 22 are provided on the vehicle body 12 will be described as an example, but the present invention is not limited to this, and the left wheel 20 and the right wheel that receive the main load are not limited to this. Auxiliary wheels other than the wheels 22 may be provided on the vehicle body 12. Here, the main load means a load applied while the vehicle body 12 is maintained horizontally.

To give a specific example, as shown by the broken line in FIG. 1, the front auxiliary wheels 24 may be provided on the front F side of the vehicle and the rear auxiliary wheels 26 may be provided on the rear R side of the vehicle. The training wheels 26 are arranged at a height away from the road surface 28 while maintaining the posture of the two-wheeled vehicle 10. As a result, the inclination of the vehicle body 12 is allowed. Here, the road surface 28 includes not only the road but also the surface of the stop position such as a parking lot.

In the two-wheeled vehicle 10, assuming that the center of gravity of the vehicle including the occupants 14 and the like excluding the wheels 20 and 22 is the vehicle center of gravity 30 and the straight line passing through the center of the axle 18 is the axle center line 32, the direction is from the axle center line 32 to the vertical direction V. The vehicle center of gravity 30 is controlled on the extending vertical straight line 34 to maintain the posture. As a result, the two-wheeled vehicle 10 is maintained in a state in which the vehicle body 12 maintains a constant angle with respect to the road surface 28 when the vehicle is stopped and when the vehicle is running.

When the vehicle center of gravity 30 is at a higher position than the axle center line 32, the posture of the two-wheeled vehicle 10 is maintained by controlling the wheels 20 and 22 to perform inverted pendulum control.

(Axis movement mechanism)
As shown in FIG. 2, the two-wheeled vehicle 10 includes an axis moving mechanism 36 that moves the support position of the axle 18 with respect to the vehicle body 12 in a direction intersecting the axle 18.

As shown in FIGS. 2 and 3, the shaft moving mechanism 36 includes a stage 38 fixed to the vehicle body 12, and the stage 38 is formed in a long shape long in the vehicle front-rear direction 40. The stage 38 is provided with a front motor 42 with a speed reducer fixed to the front F side of the vehicle and a rear motor 44 with a speed reducer fixed to the rear R side of the vehicle from the front motor 42. Both motors 42 and 44 are composed of, for example, stepping motors, and can control the amount of rotation.

From the speed reducer of the front motor 42, the front ball screw 46 rotated by the front motor 42 extends toward the rear motor 44 side, and after being rotated by the rear motor 44 from the speed reducer of the rear motor 44. The ball screw 48 extends toward the front motor 42 side.

The front ball screw 46 is equipped with the front ball nut 50, and the rear ball screw 48 is mounted with the rear ball nut 52. The ball nuts 50 and 52 are movably supported by a linear guide (not shown) provided on the stage 38 and extending in the vehicle front-rear direction 40, and the ball nuts 50 and 52 are movably supported by the corresponding motors 42 and 44 in the vehicle front-rear direction. Moved to 40.

The front link 54 is tiltably supported by the front ball nut 50, and the rear link 56 is tiltably supported by the rear ball nut 52. An axle 18 is rotatably supported at the tip of the front link 54 and the tip of the rear link 56, and the axle 18 is formed by the links 54 and 56 of the shaft moving mechanism 36, the ball nuts 50 and 52, and the linear. It is supported by the vehicle body 12 via a guide and a stage 38.

As a result, as shown in FIG. 4, both motors 42 and 44 are rotated to move both ball nuts 50 and 52 in the vehicle front-rear direction 40, so that the support position of the axle 18 by both links 54 and 56 is moved to the front and rear of the vehicle. It is configured so that it can move in the direction 40 (shown in a state where the axle 18 is moved to the rear R of the vehicle).

Further, as shown in FIG. 5, the shaft moving mechanism 36 rotates both motors 42 and 44 to adjust the separation distance between both ball nuts 50 and 52, thereby adjusting the support position of the axle 18 by both links 54 and 56. Is configured to be able to move up and down in the vehicle vertical direction 58 (shown in a state where the axle 18 is moved upward U above the vehicle).

Here, when the axle 18 that supports the left wheel 20 and the axle 18 that supports the right wheel 22 are integrated, the axle 18 is moved by a single shaft moving mechanism 36. On the other hand, when the axle 18 that supports the left wheel 20 and the axle 18 that supports the right wheel 22 are separate bodies, the axis moving mechanism 36 that moves the axle 18 of the left wheel 20 and the axis that moves the axle 18 of the right wheel 22. A moving mechanism 36 is provided.

Further, examples of the prime mover for driving the left wheel 20 and the right wheel 22 include a motor, and examples of the motor include wheel-in motors built in the wheels 20 and 22.

In this case, the position of the power line to the motor fluctuates as the wheels 20 and 22 move in the vehicle front-rear direction 40. Therefore, by arranging the battery for the motor inside each of the wheels 20 and 22, the power line allocated from the vehicle body 12 to each of the wheels 20 and 22 can be abolished, and the structure can be simplified. It will be possible.

(Hardware configuration of control system)
Further, as shown in FIG. 6, the two-wheeled vehicle 10 includes a control unit 60 that operates the shaft moving mechanism 36 to move the support position of the axle 18 in the vehicle front-rear direction 40 and controls the inclination of the vehicle body 12.

That is, the hardware that controls the two-wheeled vehicle 10 is configured around the control unit 60, and the control unit 60 includes a camera 62, a tilt sensor 64, a load sensor 66, a travel control unit 68, and a mechanism. The drive unit 70 is connected.

The cameras 62 are provided, for example, on the front portion and the rear portion of the vehicle body 12, respectively, and acquire the state of the road surface 28 in the traveling direction 72, specifically, the uneven state of the road surface 28 as an image and output it to the control unit 60. .. The tilt sensor 64 is provided on the floor surface 74 of the vehicle body 12, for example, and detects the tilt angle of the floor surface 74 with reference to the horizontal and outputs the tilt sensor 64 to the control unit 60.

The load sensors 66 are provided, for example, at the four corners of the bottom surface 76 of the vehicle body 12 (see FIG. 12), and measure the force received from the road surface 28 in a state where the vehicle body 12 is lowered and the load sensor 66 is in contact with the road surface 28. Is output to the control unit 60. It is assumed that the training wheels 24 and 26 are not provided. The mechanism drive unit 70 supplies a drive signal to the front motor 42 and the rear motor 44 of the shaft movement mechanism 36, and rotationally drives the motors 42 and 44, respectively.

The travel control unit 68 drives and controls the wheels 20 and 22 to execute control related to the travel of the two-wheeled vehicle 10 such as acceleration and deceleration, and outputs the travel state to the control unit 60.

The control unit 60 is mainly composed of a microcomputer having a CPU, a ROM, a RAM, and the like, and the CPU operates according to a program stored in the ROM to control the inclination of the vehicle body 12 of the two-wheeled vehicle 10.

(Axis movement processing)
FIG. 7 is a flowchart showing the axis movement process. When the CPU of the microcomputer of the control unit 60 starts the operation according to the program stored in the ROM and the axis movement process is called from the main routine, the control unit 60 inputs a signal from the tilt sensor 64 and tilts the floor surface 74. Is detected, and it is determined whether or not the vehicle body 12 is tilted forward from the inclination of the floor surface 74 (S1).

At this time, if it is determined that the vehicle body 12 is tilted forward, it is estimated that the axle center line 32 is behind the vehicle center of gravity 30 and the axle center line 32 with respect to the vehicle center of gravity 30 is estimated from the inclination angle of the floor surface 74. Estimate the amount of deviation.

When it is determined that the vehicle body 12 is tilted forward (S1), the control unit 60 shifts the amount of movement of the axle 18 to the vehicle front F on the floor so that the axle center line 32 is located on the vertical line 34 extending from the vehicle center of gravity 30. The calculation is performed from the inclination angle of the surface 74, and the calculation result is output to the mechanism drive unit 70 (S2). Then return to the main routine.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations according to the calculation result from the control unit 60, and moves the axle 18 supported by both links 54 and 56 to the vehicle front F. .. As a result, the axle center line 32 is aligned with the vertical straight line 34 extending from the center of gravity 30 of the vehicle, and the vehicle body 12 is held horizontally.

When it is determined in step S1 that the vehicle body 12 is not tilted forward, the control unit 60 determines whether or not the vehicle body 12 is tilted backward from the inclination of the floor surface 74 (S3). When the vehicle body 12 is determined to be tilted backward, the control unit 60 determines the amount of movement of the axle 18 to the vehicle rear R so that the axle center line 32 is located on the vertical line 34 extending from the vehicle center of gravity 30 on the floor surface 74. The calculation is performed from the inclination angle of, and the calculation result is output to the mechanism drive unit 70 (S4). Then return to the main routine.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations according to the calculation result from the control unit 60, and moves the axle 18 supported by both links 54 and 56 to the rear R of the vehicle. .. As a result, the vehicle body 12 is held horizontally so that the axle center line 32 is aligned with the vertical straight line 34 extending from the vehicle center of gravity 30.

FIG. 8 is a diagram showing a state when the two-wheeled vehicle 10 moves forward. At the time of moving forward, the center of gravity 30 of the vehicle moves to the rear R of the vehicle, and the vehicle body 12 tilts backward. In such a case, the posture of the vehicle body 12 is maintained by moving the axle 18 to the rear R of the vehicle.

Here, in the present embodiment, the case where the floor surface 74 is maintained horizontally has been described as an example, but the present invention is not limited to this, and for example, the floor surface 74 becomes a horizontal surface by repeatedly moving the axle 18 back and forth. On the other hand, it may be maintained in a state of being tilted by a certain angle.

(Acceleration / deceleration processing)
FIG. 9 is a flowchart showing the acceleration / deceleration process. When the acceleration / deceleration process is called from the main routine, the control unit 60 inputs a signal indicating the traveling state from the traveling control unit 68 that controls the wheels 20 and 22, and accelerates the two-wheeled vehicle 10 from the input signal. Judge whether or not (SB1).

When it is determined in step SB1 that the vehicle is to be accelerated, the control unit 60 calculates an inclination angle for tilting the vehicle body 12 forward and, for example, tilting it forward according to the acceleration, and from the calculation result, the amount of movement of the axle 18 to the rear R of the vehicle. Is calculated and the calculation result is output to the mechanism drive unit 70 (SB2). Then return to the main routine.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations according to the calculation result from the control unit 60, and moves the axle 18 supported by both links 54 and 56 to the rear R of the vehicle. .. As a result, the axle center line 32 is moved to the rear R of the vehicle from the vertical line 34 extending from the center of gravity 30 of the vehicle, and the vehicle body 12 is tilted forward.

FIG. 10 is an explanatory diagram showing a state when accelerating the two-wheeled vehicle 10. In order to change the inclination of the vehicle body 12, it is necessary to generate a rotational force around the axle 18. As an example, there is a method of generating a rotational force by changing the position of the axle 18. In the present embodiment, the vehicle body 12 is tilted forward by moving the axle center line 32 to the rear R of the vehicle from the vertical straight line 34 extending from the center of gravity 30 of the vehicle.

When the vehicle body 12 accelerates, the occupant 14 receives an acceleration reaction force with respect to the acceleration, which often destabilizes the posture of the occupant 14. Therefore, the vehicle body 12 is controlled to incline according to the acceleration, and the direction of the combined acceleration of gravity and the acceleration reaction force (occupant acceleration direction 80) is made perpendicular to the floor surface 74 of the vehicle body 12, so that the posture of the occupant 14 Improves stability. This is because the human body when standing is more stable (higher in rigidity) in the vertical direction than in the front-back direction. Further, in order to maintain the posture while accelerating the vehicle body 12, the vehicle body center of gravity 30 is controlled so that the direction of the combined acceleration (vehicle body acceleration direction 82) passes through the axle center line 32.

When it is determined in step SB1 that the vehicle does not accelerate, the control unit 60 determines whether or not to decelerate the two-wheeled vehicle 10 from the input signal (SB3). When it is determined that the vehicle decelerates, the control unit 60 calculates the inclination angle at which the vehicle body 12 is tilted backward and, for example, tilts backward according to the deceleration, and the amount of movement of the axle 18 to the vehicle front F is calculated from the calculation result. Then, the calculation result is output to the mechanism drive unit 70 (SB4), and the process returns to the main routine.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations according to the calculation result from the control unit 60, and moves the axle 18 supported by both links 54 and 56 to the vehicle front F. .. As a result, the vehicle body 12 is tilted backward by moving the axle center line 32 from the vertical line 34 extending from the vehicle center of gravity 30 to the vehicle front F.

In this way, by tilting the vehicle body 12 forward when accelerating and tilting the vehicle body 12 backward when decelerating, the direction of acceleration felt by the luggage and the occupant 14 in the passenger compartment 16 can be aligned with or closer to the direction of gravity. It is possible to improve comfort and stability.

(Concavo-convex processing)
FIG. 11 is a flowchart showing the unevenness processing. When the unevenness processing is called from the main routine, the control unit 60 acquires the state of the road surface 28 in the traveling direction 72 from the camera 62, analyzes the image, and detects whether or not the convex portion 84 is detected on the road surface 28 in the traveling direction 72. (SC1).

As shown in FIG. 12, when the convex portion 84 is present in the traveling direction 72, it is determined that the convex portion 84 is detected on the road surface 28 in the traveling direction 72 (SC1), and the control unit 60 determines the height of the convex portion 84. The amount of ascending and the amount of descending after ascending of each wheel 20 and 22 are calculated based on the estimated height, and the amount of ascending and the amount of descending are output to the mechanism drive unit 70 in order (SC2), and then the main routine. Return to.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations corresponding to the amount of rotation from the control unit 60, and raises the axle 18 supported by both links 54 and 56 to raise each wheel 20. , 22 is raised to alleviate the shock when the wheels 20 and 22 pass through the convex portion 84. After that, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations corresponding to the amount of descent from the control unit 60, lowers the axle 18 supported by both links 54 and 56, and lowers each wheel 20. , 22 is lowered to alleviate the shock after passing through the convex portion 84. As a result, the vertical movement of the occupant 14 is suppressed.

When it is determined in step SC1 that the convex portion 84 is not detected on the road surface 28 in the traveling direction 72, the control unit 60 determines from the image analysis result whether or not a concave portion is detected on the road surface 28 in the traveling direction 72 (SC3). ). When it is determined that a recess is detected on the road surface 28 in the traveling direction 72, the control unit 60 estimates the depth of the recess and the amount of descent of each of the wheels 20 and 22 and the amount of ascent after descent based on the estimated depth. Is calculated, and the descending amount and the ascending amount are sequentially output to the mechanism drive unit 70 (SC4), and then the process returns to the main routine.

Then, the mechanism moving unit rotates the front motor 42 and the rear motor 44 by the number of rotations corresponding to the amount of descent from the control unit 60, and lowers the axle 18 supported by both links 54 and 56 to lower each wheel 20. , 22 is lowered to alleviate the shock when the wheels 20 and 22 pass through the recess. After that, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations corresponding to the amount of rotation from the control unit 60, and raises the axle 18 supported by both links 54 and 56 to raise each wheel 20. , 22 is raised to alleviate the shock after passing through the recess.

In this way, by absorbing the vibration caused by the unevenness of the road surface 28 by controlling the positional relationship between the wheels 20 and 22 and the vehicle body 12, it is possible to alleviate the shock received when the road surface 28 passes through the unevenness. As a result, it is possible to reduce the acceleration felt by the luggage and the occupant 14 in the passenger compartment 16.

In the case of such control, in a four-wheeled vehicle, vibration damping control is difficult because a shock is generated once each time each wheel passes through one unevenness and a vibrating force in the pitching direction is generated. However, in the two-wheeled vehicle 10 of the present embodiment, since the shock input in which the vibration in the vertical direction is dominant is dominated by one time, the vibration damping control becomes easy.

Further, in the vibration suppression by active control of the wheels 20 and 22 in the vehicle vertical direction 58, the vibration of the four-wheeled vehicle changes due to various factors such as the vehicle weight, the spring rigidity, the pitching moment of the vehicle body 12, and the wheel width. Therefore, in order to perform effective vibration control, it is necessary to perform different control for each vehicle.

On the other hand, in the case of the two-wheeled vehicle 10, especially when the vehicle center of gravity 30 is located at a higher position than the wheels 20 and 22, the vibration direction works only in the direction of pushing up the vehicle center of gravity 30, regardless of the rotational moment of the vehicle body 12. Vibration is determined only by the mass and the spring rigidity of the suspension (not shown). Therefore, even if the vehicles are different, the same control can be used when the weight and the spring rigidity are the same. Further, when the natural frequency calculated from the spring rigidity and the weight is the same, vibration suppression is possible by performing the same control.

These vibration damping effects are particularly effective when learning by machine learning or the like, and further, a high vibration damping effect can be obtained even when the unevenness information of the road surface 28 cannot be sufficiently collected due to a small amount of traffic. It becomes possible.

(Descent processing)
FIG. 13 is a flowchart showing the vehicle body lowering process. When the vehicle body lowering process is called from the main routine when the vehicle is stopped, the control unit 60 outputs the amount of increase of the axle 18 according to the amount of vehicle body lowering required for grounding the vehicle body 12 on the road surface 28 to the mechanism drive unit 70. (SD1).

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations corresponding to the amount of rotation from the control unit 60, and raises the axle 18 supported by both links 54 and 56 to raise each wheel 20. , 22 ascend. Then, as shown in FIG. 14, the vehicle body 12 is lowered to form a ground contact state 90 in which each load sensor 66, which is a part of the vehicle body 12, is in contact with the road surface 28. At this time, both wheels 20 and 22 are separated from the road surface 28.

In this way, by raising both wheels 20 and 22 and lowering the vehicle body 12 when the vehicle is stopped, it is possible to form a ground contact state 90 in which a part of the vehicle body 12 is in contact with the road surface 28, so that getting on and off is stable. It becomes possible to do it. At this time, since the floor surface 74 is lowered, the ease of getting on and off is also improved.

Then, as shown in FIG. 15, the control unit 60 inputs the force received from the road surface 28 by each load sensor 66 (SD2), and obtains the center of gravity position 30A of the vehicle center of gravity 30 using the information from each load sensor 66. (SD3). Specifically, the center of gravity position 30A of the vehicle center of gravity 30 is calculated from the arrangement of each load sensor 66 and the measured value of each load sensor 66.

In this stopped state, as shown in FIG. 16, the two-wheeled vehicle 10 may get on and off. In this case, the center of gravity position 30A of the vehicle center of gravity 30 changes, but the center of gravity position 30A can be grasped by the process of step SD3.

Next, as shown in FIG. 17, the control unit 60 operates the axis moving mechanism 36 so that the position of the center of gravity 30A and the position of the axle 18 are aligned in the vertical direction V to move the axle 18 (SD4). Return to the main routine.

Specifically, the movement amount for moving the axle 18 is calculated so that the axle center line 32 is located on the vertical line 34 extending from the center of gravity position 30A of the vehicle center of gravity 30, and this movement amount is calculated by the mechanism drive unit 70. Output to.

Then, the mechanism drive unit 70 rotates the front motor 42 and the rear motor 44 by the number of rotations according to the amount of movement from the control unit 60, and moves the axle 18 supported by both links 54 and 56 in the vehicle front-rear direction 40. To do. As a result, the axle 18 moves so that the axle center line 32 is located on the vertical straight line 34 extending from the center of gravity position 30A of the vehicle center of gravity 30.

As a result, when the center of gravity position 30A changes due to an increase or decrease of the occupant 14, the center of gravity position 30A and the axle 18 can be arranged so as to line up in the vertical direction V before the vehicle rises. Vibration suppression control becomes easy.

In the above description, the case where the vehicle center of gravity 30 is at a high position with respect to the axle center line 32 has been described, but the present invention is not limited to this.

For example, as shown in FIG. 18, if a large-diameter wheel is provided on the axle 18 and the axle 18 is raised by the shaft moving mechanism 36, the axle 18 can be arranged at a position higher than the vehicle center of gravity 30.

In such a configuration, the inverted pendulum control becomes unnecessary. Further, during acceleration, the rotation direction of the vehicle body 12 due to the reaction force received from both wheels 20 and 22 and the rotation direction of the rotational force applied to the vehicle body 12 as the axle 18 moves are opposite to each other. It is possible to reduce the power required for tilt control.

(Floor member)
FIG. 19 is a view showing a state in which the floor member 100 forming the floor surface 74 is tilted, and the floor member 100 has a uniform thickness dimension T in the vehicle front-rear direction 40. When the vehicle body 12 having such a floor member 100 is tilted, the tiltable angle is limited by the front edge lower portion 100A and the trailing edge lower portion 100B of the floor member 100.

On the other hand, FIG. 20 shows an example in which the floor member 100 whose thickness dimension T becomes thinner toward the rear R of the vehicle is used.

By using such a floor member 100, the floor surface 74 constituting the upper surface of the floor member 100 can be tilted at a larger inclination angle as shown in FIG. 21 when the vehicle is decelerated. As a result, a larger deceleration force can be generated while suppressing the influence of the acceleration on the occupant 14.

Further, when the vehicle body 12 is grounded when the vehicle is stopped, the step between the rear portion of the floor surface 74 and the road surface 28 can be reduced, which facilitates getting on and off.

It should be noted that the same effect can be obtained even when the floor member 100 whose thickness dimension decreases toward the front F of the vehicle is used.

Then, when the bottom surface 76 constituting the lower surface of the floor member 100 is brought into contact with the road surface 28 to apply the brake for sudden deceleration, the acceleration to the occupant 14 due to the sudden deceleration approaches the direction perpendicular to the floor surface 74. , It is possible to reduce the load on the occupant 14.

In such a configuration using the floor member 100, as shown in FIG. 22, when the vehicle body 12 is lowered while keeping the floor surface 74 horizontal when the vehicle is stopped, the ground contact state 90 is set as shown in FIG. 23. , The lower front edge 100A of the floor member 100 lands on the road surface 28 in advance.

In this state, as shown in FIG. 24, if the axle 18 is moved to the rear R of the vehicle by the axis moving mechanism 36, the vehicle body 12 is moved to the lower front edge 100A of the floor member 100 while the floor surface 74 is kept horizontal. Can be supported by both wheels 20 and 22.

In this way, it is possible to select between getting on and off while keeping the floor surface 74 horizontal and getting on and off with the floor surface 74 tilted backward as shown by the broken line in FIG. 21, and getting on and off the wheelchair. It can be used properly depending on whether the occupant 14 gets on or off.

(Action effect)
Next, the operation of this embodiment will be described.

When the control unit 60 operates the axis moving mechanism 36 to move the axle 18 to the front F of the vehicle, the support point of the vehicle body 12 moves to the front F of the vehicle, so that a force is generated in the vehicle body 12 in the direction of tilting backward. Further, when the control unit 60 operates the axis moving mechanism 36 to move the axle 18 to the rear R of the vehicle, the support point of the vehicle body 12 moves to the rear R of the vehicle, so that the vehicle body 12 receives a force in the direction of leaning forward. Occurs.

In this way, the control unit 60 operates the shaft moving mechanism 36 to move the support position of the axle 18 in the vehicle front-rear direction 40, so that the inclination of the vehicle body 12 can be controlled.

Therefore, it is possible to control the inclination of the two-wheeled vehicle 10 in the vehicle front-rear direction 40.

Then, in order to control the inclination of the vehicle body 12 in the four-wheeled vehicle, it is necessary to greatly displace the positions of the wheels 20 and 22 with respect to the vehicle body 12. However, in the present embodiment, since the inclination direction of the vehicle body 12 is not restricted, it can be realized with a simple structure.

Further, the shaft moving mechanism 36 raises and lowers the support position of the axle 18 in the vehicle vertical direction 58.

As a result, the wheels 20 and 22 can be moved in the vertical direction V with respect to the vehicle body 12. Therefore, for example, it is possible to alleviate the shock input when passing through the unevenness of the road surface 28.

Further, the control unit 60 raises the axle 18 to form a ground contact state 90 in which a part of the vehicle body 12 is in contact with the road surface 28.

Thereby, for example, the axle 18 is raised while the vehicle is stopped to form a ground contact state 90 in which a part of the vehicle body 12 is in contact with the road surface 28, so that the vehicle body stability at the time of getting on and off can be improved. Further, since the floor surface 74 is lowered, getting on and off is improved.

Further, the control unit 60 obtains the position of the center of gravity 30A of the vehicle by using the information from each load sensor 66.

Therefore, it is possible to obtain the position of the center of gravity 30A of the vehicle by using the information from each load sensor 66 that measures the force received from the road surface 28 in the state where the axle 18 is raised.

Further, the control unit 60 operates the axis moving mechanism 63 so that the position of the center of gravity 30A and the position of the axle 18 are aligned in the vertical direction V.

As a result, the position of the axle 18 and the position of the center of gravity 30A are adjusted so as to be aligned in the vertical direction V with the vehicle body 12 lowered. In this case, even if the center of gravity position 30A of the vehicle changes due to getting on and off, for example, the positions of the wheels 20 and 22 can be changed before the vehicle body 12 rises according to the change in the center of gravity position 30A.

Further, the control unit 60 controls so that the vehicle body 12 tilts forward when the vehicle accelerates and the vehicle body 12 tilts backward when the vehicle decelerates.

By controlling the inclination of the vehicle body 12 in this way, it is possible to control so that the combined vector of the acceleration in the vehicle front-rear direction 40 due to acceleration / deceleration and the acceleration in the gravity direction faces the floor direction. This makes it possible to reduce the acceleration felt by the occupant 14 in the passenger compartment 16.

Further, by controlling the direction in which the luggage in the passenger compartment 16 and the occupant 14 feel the acceleration during acceleration / deceleration, the stability at the time of standing and riding is improved, and the comfort in the passenger compartment 16 is improved. It is possible to provide an environment in which it is difficult to get drunk and it is easy to read a book. Further, it is possible to reduce the load on the luggage, suppress the spillage of beverages in the passenger compartment 16, and realize these functions with a simple structure.

Further, by arranging the axle 18 at a position higher than the center of gravity of the vehicle 30, the inverted pendulum control becomes unnecessary.

Further, during acceleration, the rotation direction of the vehicle body 12 due to the reaction force received from both wheels 20 and 22 and the rotation direction of the rotational force applied to the vehicle body 12 as the vehicle moves are opposite to each other, so that the vehicle body 12 is tilted. It is possible to reduce the power required for control.

If the right wheels 22 and the left wheels 20 that receive the main load are provided with the auxiliary wheels 24 and 26, the vehicle body 12 is tilted significantly as compared with the case where the auxiliary wheels 24 and 26 are not provided. Even so, the posture of the vehicle body 12 can be maintained.

<Second embodiment>
25 to 28 are views showing the two-wheeled vehicle 10 according to the second embodiment, and the same or equivalent parts as those in the first embodiment are designated by the same reference numerals and description thereof will be omitted, and different parts will be described. To do. The two-wheeled vehicle 10 according to the present embodiment has a different configuration for controlling the inclination of the vehicle body 12 as compared with the first embodiment.

The two-wheeled vehicle 10 includes a right wheel 22 and a left wheel 20 supported by a vehicle body 12 via an axle 18, and weights 200 and 202 movably provided on the vehicle body 12. Further, the two-wheeled vehicle 10 controls the weight moving mechanisms 206 and 208 for moving the positions of the weights 202 and 204 with respect to the vehicle body 12 in the vehicle front-rear direction 40 and the weight moving mechanisms 206 and 208 to control the inclination of the vehicle body 12. It is provided with a unit 60.

The weight moving mechanism includes a front weight moving mechanism 206 provided in front of the vehicle F from the center of the vehicle body 12 in the length direction, and a rear weight moving mechanism 208 provided in the rear R of the vehicle from the center of the vehicle body 12 in the length direction. ing.

The front weight moving mechanism 206 includes a disk-shaped front base 206A fixed to the floor surface 74, a circular front rotation stage 206B rotatably supported by the front base 206A, and a front rotation stage 206A with respect to the front base 206A. It includes a front motor (not shown) that rotates the 206B. A semicircular front weight 200 is fixed to the front rotation stage 206B with the center of the semicircle and the center of the front rotation stage 206B at the same position in a plan view.

The front motor is connected to the mechanism drive unit 70 described above (see FIG. 6), and the control unit 60 drives the front motor of the front weight moving mechanism 206 via the mechanism drive unit 70 to drive the front weight. The position of 200 is moved to the vehicle front-rear direction 40.

The rear weight moving mechanism 208 includes a disc-shaped rear base 208A fixed to the floor surface 74, a circular rear rotation stage 208B rotatably supported by the rear base 208A, and a rear rotation stage with respect to the rear base 208A. It is equipped with a rear motor (not shown) that rotates the 208B. A semicircular rear weight 202 is fixed to the rear rotation stage 208B with the center of the semicircle and the center of the rear rotation stage 208B at the same position in a plan view.

The rear motor is connected to the mechanism drive unit 70 described above (see FIG. 6), and the control unit 60 drives the rear motor of the rear weight moving mechanism 208 via the mechanism drive unit 70 to drive the rear weight 202. The position of is moved to the vehicle front-rear direction 40.

The front weight 200 of the front weight moving mechanism 206 and the rear weight 202 of the rear weight moving mechanism 208 are arranged on the center side in the length direction of the vehicle body 12 in the initial state.

(Weight movement process)
FIG. 26 is a flowchart showing the weight movement process. When the CPU of the microcomputer of the control unit 60 starts the operation according to the program stored in the ROM and the weight movement process is called from the main routine, a signal is input from the tilt sensor 64 to detect the tilt of the floor surface 74 and the floor. Whether or not the vehicle body 12 is tilted forward is determined from the inclination of the surface 74 (SF1).

At this time, as shown in FIG. 27, when the vehicle body 12 is tilted forward, the deviation amount 210 of the center of gravity position 30A of the vehicle center of gravity 30 from the axle center line 32 can be estimated from the tilt angle of the floor surface 74.

When it is determined in step SF1 that the vehicle body 12 is tilted forward, the control unit 60 calculates the amount of deviation 210 of the center of gravity position 30A from the axle center line 32 from the tilt angle of the floor surface 74, and obtains the calculation result as a mechanism. Output to the drive unit 70 (SF2) and return to the main routine.

Then, the mechanism drive unit 70 drives the motors of the double weight moving mechanisms 206 and 208 by the rotation angle according to the calculation result from the control unit 60, and the weights 200 provided on the rotation stages 206B and 208B. , 202 is moved to the rear R of the vehicle (FIG. 27 shows a state in which only the rear weight 202 is moved to the rear R of the vehicle). As a result, the center of gravity position 30A is moved to the rear R of the vehicle so as to be aligned with the axle center line 32, and the floor surface 74 is kept horizontal.

When it is determined in step S1 that the vehicle body 12 is not tilted forward, the control unit 60 determines whether or not the vehicle body 12 is tilted backward from the inclination of the floor surface 74 (SF3). When it is determined that the vehicle body 12 is tilted backward, the control unit 60 calculates the deviation amount 210 of the center of gravity position 30A from the axle center line 32 from the tilt angle of the floor surface 74 as shown in FIG. 28, and the calculation result. Is output to the mechanism drive unit 70 (SF4), and the process returns to the main routine.

Then, the mechanism drive unit 70 drives the motors of the double weight moving mechanisms 206 and 208 by the rotation angle according to the calculation result from the control unit 60, and the weights 200 provided on the rotation stages 206B and 208B. , 202 is moved to the front F of the vehicle. As a result, the center of gravity position 30A is moved to the front F of the vehicle so as to be aligned with the axle center line 32, and the floor surface 74 is kept horizontal.

By moving a heavy object in the vehicle body 12 in this way, it is possible to control the positional relationship between the axle center line 32 and the vehicle center of gravity 30, and it is possible to control at higher speed and with a higher degree of freedom. Become.

In the present embodiment, the eccentric weights 200 and 202 are rotated to move the vehicle center of gravity 30, but the present invention is not limited to this, and the liquid may be moved to move the vehicle center of gravity 30.

(Action effect)
Also in this embodiment, the same action and effect can be obtained with respect to the same or equivalent parts as those in the first embodiment.

Further, in the present embodiment, the weight moving mechanisms 206 and 208 for moving the positions of the weights 200 and 202 provided on the vehicle body 12 in the vehicle front-rear direction 40, and the control unit 60 for operating the weight moving mechanisms 206 and 208. And have.

Then, when the control unit 60 operates the weight moving mechanisms 206 and 208 to move the weights 200 and 202 to the vehicle front F, the vehicle center of gravity 30 moves to the vehicle front F, so that the vehicle body 12 leans forward. A directional force is generated. Further, when the control unit 60 operates the weight moving mechanisms 206 and 208 to move the weights 200 and 202 to the rear R of the vehicle, the center of gravity 30 of the vehicle moves to the rear R of the vehicle, so that the vehicle body 12 is tilted backward. A directional force is generated.

In this way, the control unit 60 operates the weight moving mechanisms 206 and 208 to move the vehicle center of gravity 30 in the vehicle front-rear direction 40, thereby controlling the inclination of the vehicle body 12.

Therefore, it is possible to control the inclination of the two-wheeled vehicle 10 in the vehicle front-rear direction 40.

<Third Embodiment>
29 to 31 are views showing the two-wheeled vehicle 10 according to the third embodiment, and the same or equivalent parts as those of the first embodiment and the second embodiment are designated by the same reference numerals and description thereof will be omitted. , Explain the different parts. The two-wheeled vehicle 10 according to the present embodiment has a different configuration for controlling the inclination of the vehicle body 12 as compared with the first embodiment.

The two-wheeled vehicle 10 includes a right wheel 22 and a left wheel 20 supported by a vehicle body 12 via an axle 18, and a rotating body 300 rotatably supported by the vehicle body 12. Further, the two-wheeled vehicle 10 includes a rotating mechanism 302 that rotates the rotating body 300, and a control unit 60 that operates the rotating mechanism 302 to change the rotating speed of the rotating body 300 and control the inclination of the vehicle body 12.

As shown in FIGS. 29 and 30, the rotating mechanism 302 includes a support column 304 erected on the floor surface 74, and a disk-shaped rotating body 300 is rotatable on the upper side surface of the support column 304. It is supported. The rotating body 300 is fixed to the rotating shaft 306 of the rotating motor built in the support column 304, and the rotating motor is connected to the mechanism driving unit 70 described above. The control unit 60 controls the inclination of the vehicle body 12 by changing the rotation speed of the rotating body 300 by driving the rotation motor of the rotation mechanism 302 via the mechanism drive unit 70.

The rotating body 300 is rotated clockwise CW at a constant speed in the initial state.

(Rotation processing)
FIG. 31 is a flowchart showing the rotation process. When the CPU of the microcomputer of the control unit 60 starts the operation according to the program stored in the ROM and the rotation process is called from the main routine, a signal is input from the tilt sensor 64 to detect the tilt of the floor surface 74 and the floor surface. From the inclination of 74, it is determined whether or not the vehicle body 12 is tilted forward (SG1).

At this time, when the vehicle body 12 is tilted forward, the amount of deviation of the center of gravity position 30A of the vehicle center of gravity 30 from the axle center line 32 can be estimated from the tilt angle of the floor surface 74 (see FIGS. 27 and 28).

When it is determined in step SG1 that the vehicle body 12 is tilted forward, the control unit 60 calculates the amount of deviation of the center of gravity position 30A from the axle center line 32 from the tilt angle of the floor surface 74, and drives the calculation result by the mechanism. Output to unit 70 (SG2) and return to the main routine.

Then, the mechanism drive unit 70 decelerates the rotation of the rotary motor at a deceleration according to the calculation result from the control unit 60. At this time, the rotational force of the clockwise CW, which is the same direction as the rotational direction of the rotating body 300, is applied to the vehicle body 12 via the support column 304. As a result, the center of gravity position 30A is moved to the rear R of the vehicle so as to be aligned with the axle center line 32, and the floor surface 74 is kept horizontal.

When it is determined in step SG1 that the vehicle body 12 is not tilted forward, the control unit 60 determines whether or not the vehicle body 12 is tilted backward from the inclination of the floor surface 74 (SG3). When it is determined that the vehicle body 12 is tilted backward, the control unit 60 calculates the amount of deviation of the center of gravity position 30A from the axle center line 32 from the inclination angle of the floor surface 74, and outputs the calculation result to the mechanism drive unit 70. (SG4) and return to the main routine.

Then, the mechanism drive unit 70 accelerates the rotation of the rotary motor at an acceleration according to the calculation result from the control unit 60. At this time, the rotational force of the counterclockwise CCW, which is the direction opposite to the rotational direction of the rotating body 300, is applied to the vehicle body 12 via the support column 304. As a result, the center of gravity position 30A is moved to the front F of the vehicle so as to be aligned with the axle center line 32, and the floor surface 74 is kept horizontal.

In this way, by accelerating or decelerating the rotational speed of the rotating body 300, a rotational moment is generated in the vehicle body 12 by the reaction force, the inclination of the vehicle body 12 is controlled, and higher speed and a higher degree of freedom can be controlled. It becomes.

(Action effect)
Also in this embodiment, the same action and effect can be obtained with respect to the same or equivalent parts as those in the first embodiment.

Further, in the present embodiment, a rotating mechanism 302 for rotating the rotating body 300 supported by the vehicle body 12 and a control unit 60 for operating the rotating mechanism 302 are provided.

Then, when the control unit 60 operates the rotation mechanism 302 to accelerate the rotation speed of the rotating body 300, the vehicle body 12 supporting the rotating body 300 receives the reaction force, so that the vehicle body 12 responds to the reaction force. A force is generated in the direction. Further, when the control unit 60 operates the rotation mechanism 302 to reduce the rotation speed of the rotating body 300, the vehicle body 12 supporting the rotating body 300 receives the reaction force. Therefore, the vehicle body 12 receives the reaction force in response to the reaction force. A force is generated in the opposite direction to the case where the rotating body 300 is accelerated.

In this way, the control unit 60 operates the rotation mechanism 302, and the reaction force thereof is applied to the vehicle body 12, so that the inclination of the vehicle body 12 is controlled.

Therefore, it is possible to control the inclination of the two-wheeled vehicle 10 in the vehicle front-rear direction 40.

10 Two-wheeled vehicle 12 Body 14 Crew 18 Axle 20 Left wheel 22 Right wheel 24 Front auxiliary wheel 26 Rear auxiliary wheel 28 Road surface 30 Vehicle center of gravity 30A Center of gravity position 32 Axle center line 36 Axis movement mechanism 40 Vehicle front-rear direction 58 Vehicle vertical direction 60 Control unit 63 Axle movement mechanism 66 Load sensor 70 Mechanism drive unit 74 Floor surface 90 Grounding state 200 Front weight 202 Rear weight 206 Front weight movement mechanism 208 Rear weight movement mechanism 300 Rotating body 302 Rotating mechanism F Vehicle front R Vehicle rear V Vertical direction

Claims (10)

Right and left wheels supported by the vehicle body via axles,
An axis movement mechanism that moves the support position of the axle with respect to the vehicle body in a direction intersecting the axle.
A control unit that operates the shaft movement mechanism to move the support position of the axle in the front-rear direction of the vehicle and controls the inclination of the vehicle body.
Two-wheeled vehicle equipped with. The two-wheeled vehicle according to claim 1, wherein the shaft moving mechanism raises and lowers the support position of the axle in the vertical direction of the vehicle. The two-wheeled vehicle according to claim 2, wherein the control unit raises the axle to form a ground contact state in which a part of the vehicle body is in contact with the road surface. It is equipped with sensors that are arranged at a plurality of locations on the vehicle body and measure the force received from the road surface while the axle is raised.
The two-wheeled vehicle according to claim 3, wherein the control unit obtains the position of the center of gravity of the vehicle by using the information from each sensor. The two-wheeled vehicle according to claim 4, wherein the control unit operates the axis moving mechanism so that the position of the center of gravity and the position of the axle are aligned in the vertical direction. Right and left wheels supported by the vehicle body via axles,
A weight provided on the vehicle body so as to be movable,
A weight moving mechanism that moves the position of the weight with respect to the vehicle body in the front-rear direction of the vehicle,
A control unit that operates the weight moving mechanism to control the inclination of the vehicle body,
Two-wheeled vehicle equipped with. Right and left wheels supported by the vehicle body via axles,
A rotating body rotatably supported by the vehicle body and
A rotating mechanism that rotates the rotating body,
A control unit that operates the rotation mechanism to change the rotation speed of the rotating body and controls the inclination of the vehicle body.
Two-wheeled vehicle equipped with. The two-wheeled vehicle according to any one of claims 1 to 7, wherein the control unit controls the vehicle body to tilt forward when the vehicle accelerates and the vehicle body to tilt backward when the vehicle decelerates. The two-wheeled vehicle according to any one of claims 1 to 8, wherein the axle is arranged at a position higher than the center of gravity of the vehicle. The two-wheeled vehicle according to any one of claims 1 to 9, further comprising the right wheel and an auxiliary wheel different from the left wheel that receive the main load.

Images