JP5273020B2 - Vehicle - Google Patents

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Publication number
JP5273020B2
JP5273020B2 JP2009267885A JP2009267885A JP5273020B2 JP 5273020 B2 JP5273020 B2 JP 5273020B2 JP 2009267885 A JP2009267885 A JP 2009267885A JP 2009267885 A JP2009267885 A JP 2009267885A JP 5273020 B2 JP5273020 B2 JP 5273020B2
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Prior art keywords
vehicle
yaw rate
value
target value
input
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JP2009267885A
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JP2010263767A (en
Inventor
克則 土井
弘毅 林
憲二 加藤
裕司 高倉
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株式会社エクォス・リサーチ
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Priority to JP2009095443 priority Critical
Priority to JP2009095443 priority
Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Priority to JP2009267885A priority patent/JP5273020B2/en
Priority claimed from PCT/JP2010/002140 external-priority patent/WO2010113439A1/en
Priority claimed from CN201080014817.4A external-priority patent/CN102378703B/en
Publication of JP2010263767A publication Critical patent/JP2010263767A/en
Publication of JP5273020B2 publication Critical patent/JP5273020B2/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7258Optimisation of vehicle performance
    • Y02T10/7275Desired performance achievement

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle which determines a yaw rate and left/right accelerations depending on an amount of input from an input means, corrects at least either the yaw rate or the left/right accelerations depending on a vehicle speed, and turns at the corrected yaw rate and/or left/right acceleration to achieve a proper turning state depending on the amount of input by a diver, thus enabling easy and intuitive driving with a simple steering device. <P>SOLUTION: The vehicle includes: left/right driving wheels rotatably attached to a vehicle body; the steering wheel having the first input means operated by the driver; and a vehicle controller which controls a drive torque to be applied to each of the driving wheels to control the position of the vehicle body and controls the vehicle traveling depending on the amount of input from the first input means. The vehicle controller determines a yaw rate and left/right accelerations depending on the amount of input from the first input means, corrects at least either the determined yaw rate or the left/right accelerations depending on a vehicle speed, and controls turning based on the corrected yaw rate or the left/right accelerations. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle.

  Conventionally, a technique related to a vehicle using posture control of an inverted pendulum has been proposed. For example, a vehicle that has two drive wheels arranged on the same axis and drives by sensing a change in the posture of the vehicle body due to the driver's movement of the center of gravity, and a vehicle body posture that is attached to a single spherical drive wheel Techniques such as a vehicle that moves while controlling the vehicle have been proposed (see, for example, Patent Document 1).

  In this case, the vehicle travels while maintaining the inverted state of the vehicle body by controlling the operation of the vehicle body and drive wheels in accordance with the operation input amount of the steering device by the driver.

JP 2004-129435 A

  However, in the conventional vehicle, the driver commands the turning target with the steering device. However, the steering device is complicated and cannot be operated intuitively, and the driving target is easily set. Is difficult.

  In the first place, in a vehicle in which the driver commands a turning target using a control device, the amount of operation of the control device and the turning command value that enables intuitive and simple control without requiring technology or experience are required. It is desirable that the relationship is set appropriately. In order to allow the driver to perform simple and intuitive maneuvering and to simplify the vehicle system, it is desirable that the number of maneuvering devices is small and simple.

  However, in the conventional method in which the operation amount of one control device is made to correspond to the target value of one traveling state amount, the following problem may occur.

  For example, when the operation amount of the control device is made to correspond to the “yaw rate” of the vehicle, the driver appropriately feels the degree of the turning traveling state at the time of low speed traveling with respect to the turning traveling state as a response to the predetermined operation amount. In some cases, the degree of turning during high-speed traveling may be felt to be excessively large. In addition, when using a steering device that is input by translationally moving in a specific direction, such as a lever, the driver may feel when turning in the reverse direction when moving forward and backward, even if inputting in the same direction.

  In addition, for example, when the operation amount of the control device is made to correspond to the “lateral acceleration” of the vehicle, the driver appropriately sets the degree of the turning traveling state at the time of high speed traveling with respect to the turning traveling state as a response to the predetermined operation amount. On the other hand, it may be felt that the degree of the turning state during low-speed driving is excessively large. In addition, when a steering device that is input by rotating in a specific direction such as a steering wheel is used, the driver may feel that the vehicle turns in the reverse direction when moving forward and backward, even if input is performed in the same direction.

  That is, in either case, there are problems in maneuverability and maneuverability, and the driver's request cannot be fully satisfied.

  The first problem regarding the difference in how to feel the turning state depending on the traveling speed is that the human senses the turning state visually (change in surrounding scenery) and force sense (change in centrifugal force) and feels stronger. This is caused by recognizing as a turning state. In addition, the second problem related to the uncomfortable feeling of the turning direction due to the traveling direction is caused by the difference between the turning operation that makes the translation direction (lateral acceleration) equal and the turning operation that makes the rotation direction (yaw rate) the same when moving forward and backward. To do.

  The present invention solves the problems of the conventional vehicle, determines the yaw rate and the lateral acceleration according to the input amount of the input means, and corrects by correcting at least one of the yaw rate or the lateral acceleration according to the vehicle speed. By turning at the yaw rate and / or lateral acceleration, an appropriate turning state can be realized according to the input amount of the operator, and a vehicle that can be easily and intuitively operated with a simple control device is provided. The purpose is to do.

Therefore, in the vehicle of the present invention, left and right drive wheels that are rotatably attached to the vehicle body, a steering device that includes first input means that is operated by a pilot, and a drive torque that is applied to each of the drive wheels. A vehicle control device that controls the attitude of the vehicle body by controlling the vehicle according to the input amount of the first input means, and the vehicle control device controls the input amount of the first input means. depending determines the yaw rate and lateral acceleration, the hand of the determined yaw rate or lateral acceleration selected in accordance with the vehicle speed, correcting the value obtained by converting the values of one selected vehicle speed to the other correction value Then, the turning traveling is controlled based on the corrected yaw rate and / or lateral acceleration.

  In still another vehicle of the present invention, the vehicle control device further selects a lateral acceleration when the vehicle speed is equal to or greater than a predetermined threshold value, and the vehicle speed is less than the threshold value. Select the yaw rate.

  In still another vehicle of the present invention, the vehicle control device further includes a case where an absolute value of one value of the yaw rate or the left / right acceleration is smaller than an absolute value of a value obtained by converting the other value according to the vehicle speed. The one is selected, otherwise the other is selected.

  In still another vehicle of the present invention, the vehicle control device inverts the sign of the yaw rate with respect to the input amount of the first input means in a transition state between a forward traveling state and a reverse traveling state.

  In still another vehicle of the present invention, the vehicle control device further reduces the absolute value of the corrected yaw rate when the vehicle speed is equal to or lower than a predetermined threshold.

  In still another vehicle of the present invention, the control device further includes second input means operated by a driver, and the vehicle control device includes a yaw rate determined according to an input amount of the first input means, Turning is controlled based on the yaw rate and the lateral acceleration which are the sum of the lateral acceleration and the yaw rate and the lateral acceleration determined according to the input amount of the second input means.

  In still another vehicle of the present invention, the vehicle control device further converts a value obtained by converting a yaw rate determined according to an input amount of the second input unit into a lateral acceleration according to a vehicle speed, to the second input unit. Replace with the value of lateral acceleration determined according to the input amount.

  In still another vehicle of the present invention, the vehicle control device reverses the sign of the lateral acceleration with respect to the input amount of the second input means in the transition state between the forward travel state and the reverse travel state.

  In yet another vehicle of the present invention, the vehicle control device further uses the yaw rate and lateral acceleration values determined according to the input amount of the second input means when the vehicle speed is equal to or greater than a predetermined threshold. Set to zero.

  In still another vehicle of the present invention, the vehicle control device further corrects the longitudinal acceleration according to the input amount of the second input means.

  According to the structure of Claim 1, according to the input amount of a steering device, a suitable turning state can be implement | achieved and it can control easily and intuitively with a simple steering device.

According to the configurations of claims 2 and 3 , by switching the yaw rate and the left / right acceleration appropriately and smoothly, the operator feels uncomfortable and the handling feeling is further improved.

According to the configuration of the fourth aspect , the operator does not feel uncomfortable with respect to the difference between the turning direction when moving forward and the turning direction when moving backward with respect to the turning operation of the driver by the first input means.

According to the structure of Claim 5 , it can prevent that the rotation direction of a vehicle body changes suddenly at the time of the transition between a forward drive state and a reverse drive state, and can further improve steering feeling and controllability.

According to the configuration of the sixth aspect , it is possible to more appropriately grasp the driver's intention to control, and the maneuverability and the degree of freedom of operation are improved.

According to the structure of Claim 7 , more intuitive operation is attained and a feeling of control and controllability can further be improved.

According to the configuration of the eighth aspect , the operator does not feel uncomfortable with respect to the difference between the turning direction when moving forward and the turning direction when moving backward with respect to the turning operation of the driver by the second input means.

According to the configuration of the ninth aspect , it is possible to promote appropriate use of the input device according to the steering intention, and to improve safety and comfort.

According to the configuration of the tenth aspect , it is possible to improve the maneuverability and comfort of the super turn (in-situ turn).

1 is a schematic diagram showing a configuration of a vehicle in a first embodiment of the present invention. It is a block diagram which shows the structure of the vehicle system in the 1st Embodiment of this invention. It is the schematic which shows the structure of the other example of the vehicle in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the other example of the vehicle system in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing in the 1st Embodiment of this invention. It is a figure which shows the relationship between the 1st turning target value and the target value of vehicle speed in the 1st Embodiment of this invention. It is a figure which shows the relationship between the 2nd turning travel target value and the target value of vehicle speed in the 1st Embodiment of this invention. It is a figure which shows the relationship between the longitudinal acceleration target value correction amount and the target value of vehicle speed in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the driving | running | working state target value determination process in the 1st Embodiment of this invention. It is a figure which shows the relationship between the 1st turning target value and the target value of vehicle speed in the 2nd Embodiment of this invention. It is a figure which shows the relationship between the 2nd turning target value and the target value of vehicle speed in the 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing the configuration of the vehicle in the first embodiment of the present invention, and FIG. 2 is a block diagram showing the configuration of the vehicle system in the first embodiment of the present invention. In FIG. 1, (a) is a front view of the vehicle, (b) is a side view of the vehicle, (c) is a side view of the joystick, and (d) is a top view of the joystick.

  In FIG. 1, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a body portion 11, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides. It can be tilted left and right. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. In the example shown in FIG. 1B, the vehicle 10 can move forward in the right direction and move backward (reverse) in the left direction.

  The drive wheel 12 is rotatably supported with respect to a support portion 13 that is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The rotational axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1B, and the drive wheel 12 rotates about the rotational axis. The drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52. As the drive actuator, for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, the description will be made assuming that the drive motor 52 that is an electric motor is used.

  The main body 11 that is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheels 12. A boarding unit 14 on which an occupant 15 who is a driver of the vehicle 10 boards is attached to the main body 11.

  In the present embodiment, for the sake of explanation, an example in which an occupant 15 is boarded on the boarding unit 14 will be described. However, the occupant 15 does not necessarily have to board the boarding unit 14. In the case of being controlled by remote control, the occupant 15 does not have to be on the riding section 14, and a load such as cargo may be loaded instead of the occupant 15. In addition, the said boarding part 14 is the same as the sheet | seat used for motor vehicles, such as a passenger car and a bus | bath, and is provided with a footrest part, a seat surface part, a backrest part, and a headrest.

  Further, the vehicle 10 has a link mechanism 60 as a vehicle body left / right tilt mechanism for tilting the vehicle body to the left and right, and when turning, as shown in FIG. 1 (a), an angle with respect to the road surface of the left and right drive wheels 12, That is, by changing the camber angle and inclining the vehicle body including the riding portion 14 and the main body portion 11 toward the turning inner wheel, it is possible to improve the turning performance and ensure the comfort of the occupant 15. ing. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction).

  The link mechanism 60 connects the left and right vertical link units 65 that also function as motor support members that support the drive motor 52 that applies drive force to the left and right drive wheels 12 and the upper ends of the left and right vertical link units 65. And a lower horizontal link unit 64 that connects lower ends of the left and right vertical link units 65 to each other. Further, the left and right vertical rec unit 65, the upper horizontal link unit 63, and the lower horizontal link unit 64 are rotatably connected. Furthermore, a support portion 13 extending in the vertical direction is rotatably connected to the center of the upper side link unit 63 and the center of the lower side link unit 64.

  Reference numeral 61 denotes a link motor as a tilting actuator, which includes a cylindrical body as a stator and a rotating shaft as a rotor rotatably attached to the body. Is fixed to the upper lateral link unit 63, and the rotating shaft is fixed to the support portion 13. The body may be fixed to the support portion 13 and the rotation shaft may be fixed to the upper lateral link unit 63. When the link motor 61 is driven to rotate the rotating shaft with respect to the body, the support portion 13 rotates with respect to the upper lateral link unit 63, and the link mechanism 60 bends and stretches. The rotational axis of the link motor 61 is coaxial with the rotational axis of the connecting portion between the support portion 13 and the upper lateral link unit 63. As a result, the link mechanism 60 can be bent and extended to incline the main body 11.

  An input device 30 including a joystick 31 as a target travel state acquisition device is disposed beside the boarding unit 14. The occupant 15 controls the vehicle 10 by operating a joystick 31 as a control device, that is, inputs a travel command such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. ing.

  As shown in FIGS. 1C and 1D, a joystick 31 is attached to a base 31a and the base 31a so as to be tiltable, and is used as a first input means that is a means for inputting by tilting back and forth and left and right. Lever 31b, and a rotating portion 31c as second input means that can be freely rotated within a predetermined angle range around a reference axis of the lever 31b and is input by rotating.

  Then, the occupant 15 as a driver inputs a travel command by inclining the lever 31b back and forth and from side to side, as indicated by arrows in FIGS. Then, the joystick 31 measures the amount of state corresponding to the amount of inclination of the lever 31b in the front-rear direction (x-axis direction) and the left-right direction (y-axis direction), and the front-rear operation amount and the left-right operation amount input by the operator. Is transmitted to a main control ECU (Electronic Control Unit) 21 shown in FIG.

  In the following description of the present embodiment, when the seating surface of the riding section 14 is horizontal, the x-axis is perpendicular to the rotation axis of the drive wheels 12, the y-axis is parallel, and the z is vertically upward. It is based on the coordinate system that takes the axis.

  Further, the occupant 15 inputs a travel command by rotating the rotating portion 31c around the reference axis of the lever 31b as shown by arrows in FIGS. 1 (c) and 1 (d). Then, the joystick 31 measures a state amount corresponding to the rotation angle of the rotating portion 31c (around the reference axis of the lever 31b), and transmits the measured value to the main control ECU 21 as a rotation operation amount input by the operator.

  In this way, by utilizing the two input means provided in the joystick 31, a vehicle that allows a driver to input various steering intentions without adding a steering device and can be operated more intuitively and freely. 10 can be realized.

  The lever 31b may not be tiltable with respect to the base 31a but may be translatable. In other words, the travel command may be input by moving back and forth without tilting back and forth. In the example shown in FIGS. 1C and 1D, the rotating portion 31c is attached to the upper end of the lever 31b so as to be rotatable with respect to the lever 31b, but covers the entire periphery of the lever 31b. It may be rotatably attached to the lever 31b, may be rotatably attached to the base 31a separately from the lever 31b, or the rotating portion 31c by rotating the lever 31b itself around the reference axis. May function as Further, when the vehicle 10 is operated by remote control, the joystick 31 is disposed on a remote controller (not shown), and the operation amount of the lever 31b and the rotating unit 31c is transmitted from the remote controller to the vehicle 10 by wire or wirelessly. It is transmitted to the receiving device provided. In this case, the operator of the joystick 31 is a person other than the occupant 15.

  Further, the lever 31b and the rotating portion 31c are respectively urged by a spring member for returning a neutral state (not shown), and when the operator releases and releases the hand, the lever 31b and the rotating portion 31c automatically return to the neutral state corresponding to zero input. As a result, even when the piloting operation cannot be continued due to an unexpected situation of the driver, the vehicle 10 can be appropriately controlled.

  As shown in FIG. 2, the vehicle system includes a control ECU 20 as a vehicle control device, and the control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and a link control ECU 23. The control ECU 20, the main control ECU 21, the drive wheel control ECU 22, and the link control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and a semiconductor memory, input / output interfaces, and the like, and perform operations of each part of the vehicle 10. A computer system to be controlled, which is disposed in the main body 11, for example, but may be disposed in the support portion 13 or the riding portion 14. The main control ECU 21, the drive wheel control ECU 22, and the link control ECU 23 may be configured separately or may be configured integrally.

  The main control ECU 21 functions as a part of the drive wheel control system 50 that controls the operation of the drive wheel 12 together with the drive wheel control ECU 22, the drive wheel sensor 51, and the drive motor 52. The drive wheel sensor 51 includes a resolver, an encoder, and the like, functions as a drive wheel rotation state measuring device, detects a drive wheel rotation angle and / or rotation angular velocity indicating a rotation state of the drive wheel 12, and transmits it to the main control ECU 21. To do. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage corresponding to the received drive torque command value to the drive motor 52. The drive motor 52 applies drive torque to the drive wheels 12 in accordance with the input voltage, thereby functioning as a drive actuator.

  The main control ECU 21 functions as a part of the vehicle body control system 40 that controls the posture of the vehicle body together with the drive wheel control ECU 22, the vehicle body tilt sensor 41, the drive motor 52, and the link motor 61. The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device. The vehicle body tilt sensor 41 detects a vehicle body tilt angle and / or tilt angular velocity indicating the tilt state of the vehicle body, and transmits the detected vehicle body tilt angle to the main control ECU 21. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22. The main control ECU 21 transmits a link torque command value to the link control ECU 23, and the link control ECU 23 supplies an input voltage corresponding to the received link torque command value to the link motor 61. The link motor 61 applies a driving torque to the link mechanism 60 according to the input voltage, thereby functioning as an actuator for tilting.

  Each sensor may acquire a plurality of state quantities. For example, an acceleration sensor and a gyro sensor may be used together as the vehicle body tilt sensor 41, and the vehicle body tilt angle and the vehicle body tilt angular velocity may be determined from the measured values of both.

  Further, the operation amounts of the lever 31 b and the rotating unit 31 c are input to the main control ECU 21 as a travel command from the joystick 31 of the input device 30. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits a link torque command value to the link control ECU 23.

  The main control ECU 21 treats the input rate obtained by normalizing the operation amount with the maximum operation amount as the input amount. As for the front / rear input amount of the lever 31b, the forward inclination or movement of the lever 31b, that is, the forward input is represented by a positive value, and the backward inclination or movement of the lever 31b, that is, the backward input is negative. Represented by the value of. The maximum forward input amount is represented as 1, and the backward maximum input amount is represented as -1.

  Further, regarding the left and right input amount of the lever 31b, as viewed from the rear of the vehicle 10, the lever 31b is tilted or moved to the left, that is, the input to the left is represented by a positive value, and to the right of the lever 31b Inclination or movement, i.e., input to the right is represented by a negative value. The maximum input amount to the left is represented as 1, and the maximum input amount to the right is represented as -1.

  Further, with respect to the rotational input amount of the rotating unit 31c, as viewed from above the vehicle 10, the rotation of the rotating unit 31c in the counterclockwise direction, that is, the input in the counterclockwise direction is represented by a positive value. The rotation of 31c in the clockwise direction, that is, the input in the clockwise direction is represented by a negative value. The maximum input amount in the counterclockwise direction is represented as 1, and the maximum input amount in the clockwise direction is represented as -1.

  In the present embodiment, the joystick 31 including the rotating unit 31c is used in order to realize the intuitive operation of the operator with a simple device. However, other control devices may be used. For example, an accelerator pedal, a brake pedal, a handle, and the like may be provided, and the degree of forward / backward acceleration / deceleration and turning may be determined with each operation amount as a driver's intention to operate.

  Then, the vehicle system determines the yaw rate and the lateral acceleration according to the input amount of the lever 31b, corrects at least one of the yaw rate and the lateral acceleration according to the vehicle speed, and turns at the corrected yaw rate and lateral acceleration.

  Next, another example of the vehicle 10 in the present embodiment will be described.

  FIG. 3 is a schematic diagram showing the configuration of another example of the vehicle according to the first embodiment of the present invention, and FIG. 4 is a block diagram showing the configuration of another example of the vehicle system according to the first embodiment of the present invention. It is. 3A is a rear view, FIG. 3B is a side view, and FIG. 3C is a rear view with the vehicle body tilted.

  Vehicle 10 in the present embodiment may have three or more wheels. That is, the vehicle 10 includes, for example, a three-wheeled vehicle having one front wheel and two rear wheels, a three-wheeled vehicle having two front wheels and one rear wheel, and two front wheels and rear wheels. However, it may be of any kind as long as it has three or more wheels.

  Here, for convenience of explanation, as shown in FIG. 3, the vehicle 10 is disposed in front of the vehicle body and has one wheel 12 </ b> F that functions as a steering wheel, and the rear of the vehicle body. Only an example of a three-wheeled vehicle having two left and right rear wheels 12L and 12R that are disposed and function as drive wheels 12 will be described.

  The vehicle 10 of the example shown in FIG. 3 changes the camber angles of the left and right wheels 12L and 12R by the link mechanism 72 as shown in FIG. 3 (c), and includes the riding section 14 and the main body 11. By inclining the vehicle toward the turning inner wheel, that is, by inclining the vehicle body in the lateral direction (left-right direction), it is possible to improve the turning performance and ensure the comfort of the occupant 15. The link mechanism 72 has the same configuration as the link mechanism 60 included in the vehicle 10 of the example shown in FIG. Note that posture control such as posture control of an inverted pendulum is not performed. That is, the posture control in the front-rear direction is not performed.

  In the vehicle 10 of the example shown in FIG. 3, the wheel 12F is connected to the main body 11 via a front wheel fork 17 that is a part of a suspension device (suspension device). The suspension device is a device similar to a suspension device for front wheels used in, for example, general motorcycles, bicycles, and the like, and the front wheel fork 17 is, for example, a telescopic type fork with a built-in spring. And like the case of a general motorcycle, a bicycle, etc., the wheel 12F as a steered wheel changes the rudder angle, and thereby the traveling direction of the vehicle 10 changes.

  Specifically, as shown in FIG. 3, a steering portion 18 is disposed above the front end of the main body portion 11, and the rotation shaft of the front wheel fork 17 is rotatably supported by the steering portion 18. The steering unit 18 includes a steering actuator 71 as a steering actuator and a steering angle sensor 32 as a steering amount detector. The steering actuator 71 rotates the rotation shaft of the front wheel fork 17 in response to a travel command from the joystick 31, and the wheel 12F as the steering wheel changes the steering angle. That is, the steering of the vehicle 10 is performed by so-called by-wire. Further, the steering angle sensor 32 can detect the steering angle of the wheel 12F, that is, the steering amount of the steering device, by detecting the angle change of the rotation shaft of the front wheel fork 17.

  The vehicle 10 in the example shown in FIG. 3 has a vehicle system as shown in FIG. Here, the control ECU 20 further includes a steering control ECU 24. The main control ECU 21 transmits a steering command value from the joystick 31 to the steering control ECU 24 in accordance with the travel command, and the steering control ECU 24 supplies an input voltage corresponding to the received steering command value to the steering actuator 71. Then, the steering angle detected by the steering angle sensor 32 is transmitted to the main control ECU 21.

  The vehicle body control system 40 includes a lateral acceleration sensor 42. The lateral acceleration sensor 42 is a sensor composed of a general acceleration sensor, a gyro sensor, or the like, and detects the lateral acceleration of the vehicle 10.

  Since the configuration of other points in the vehicle 10 of the example shown in FIG. 3 is the same as that of the vehicle 10 of the example shown in FIG. 1, the description thereof is omitted.

  Next, the operation of the vehicle 10 configured as described above will be described in detail. First, the traveling and attitude control processing will be described.

  FIG. 5 is a flowchart showing the operation of the running and posture control process in the first embodiment of the present invention.

In the present embodiment, state quantities, parameters, and the like are represented by the following symbols.
θ WR : Right drive wheel rotation angle [rad]
θ WL : Left drive wheel rotation angle [rad]
θ W : average driving wheel rotation angle [rad]; θ W = (θ WR + θ WL ) / 2
Δθ W : Driving wheel rotation angle left / right difference [rad]; Δθ W = θ WR −θ WL
θ 1 : body tilt pitch angle (vertical axis reference) [rad]
Ψ: body yaw angle [rad]
φ 1 : Body tilt roll angle (vertical axis reference) [rad]
τ L : Link torque [Nm]
τ WR : Right drive torque [Nm]
τ WL : Left drive torque [Nm]
τ W : Total driving torque [Nm]; τ W = τ WR + τ WL
Δτ W : Driving torque left / right difference [Nm]; Δτ W = τ WR −τ WL
g: Gravity acceleration [m / s 2 ]
R W : Driving wheel contact radius [m]
D: Distance between two wheels [m]
m 1 : Body mass (including the riding section) [kg]
m W : Drive wheel mass (total of 2 wheels) [kg]
l 1 : Body center-of-gravity distance (from axle) [m]
I W : Moment of inertia of drive wheels (total of 2 wheels) [kgm 2 ]
α: Vehicle acceleration [m / s 2 ]
V: Vehicle speed [m / s]
In the running and attitude control process, the main control ECU 21 first acquires each state quantity from the sensor (step S1). Specifically, the left and right drive wheel rotation angles or rotation angular velocities are acquired from the drive wheel sensor 51, and the vehicle body tilt pitch angle or pitch angular velocity and the vehicle body tilt roll angle or roll angular velocity are acquired from the vehicle body tilt sensor 41.

  In addition, in the vehicle 10 of the example shown in FIG. 3, since the posture control in the longitudinal direction of the vehicle body is not performed, it is not necessary to acquire the vehicle body tilt pitch angle or the pitch angular velocity.

  Subsequently, the main control ECU 21 calculates the remaining state quantity (step S2). In this case, the remaining state quantity is calculated by time differentiation or time integration of the obtained state quantity. For example, when the acquired state quantities are the drive wheel rotation angle, the vehicle body tilt pitch angle, and the vehicle body tilt roll angle, the rotational angular velocity, the pitch angular velocity, and the roll angular velocity can be obtained by time differentiation. Further, for example, when the acquired state quantities are the rotational angular velocity, the pitch angular velocity, and the roll angular velocity, the driving wheel rotational angle, the vehicle body tilt pitch angle, and the vehicle body tilt roll angle can be obtained by time integration of these. .

  Subsequently, the main control ECU 21 obtains the pilot operation amount (step S3). In this case, the operator acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.

  Subsequently, the main control ECU 21 executes a driving state target value determination process (step S4), and based on the obtained operation amount of the joystick 31, etc., the driving state target value of the vehicle 10, for example, vehicle speed, longitudinal acceleration, Target values such as lateral acceleration and yaw rate (yaw angular velocity) are determined.

  Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the travel state target value (step S5). Specifically, the target value of the average driving wheel rotation angular velocity is determined by the following equation.

  In the description of the present embodiment, the superscript * indicates a target value, and one dot on the symbol indicates a first-order time differentiated value, that is, a speed, and two dots on the symbol. Represents a value obtained by second-order time differentiation, that is, acceleration.

  Further, the target value of the difference between the left and right driving wheel rotational angular velocities is determined by the following equation.

  Thus, the target value of the driving wheel rotational angular velocity corresponding to the traveling state target value is determined. That is, the target value of the average driving wheel rotation angular velocity is determined from the target value of the vehicle speed, and the target value of the difference between the driving wheel rotation angular velocity and the left and right is determined from the target value of the yaw rate.

  In the present embodiment, the vehicle speed and yaw rate are converted into the rotational angular speed of the drive wheel 12 under the assumption that no slip exists between the drive wheel ground contact point and the road surface. Then, the target value of the drive wheel rotation angular velocity may be determined. Further, the vehicle speed and the yaw rate itself may be fed back and controlled.

  Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle (step S6). Specifically, the target value of the vehicle body tilt pitch angle is determined from the target value of the vehicle acceleration and the vehicle body parameter by the following formula.

  Note that in the vehicle 10 of the example shown in FIG. 3, since the posture control in the front-rear direction is not performed, it is not necessary to determine the target value of the vehicle body tilt pitch angle. And the target value of a vehicle body inclination roll angle is determined by the following formula.

  In the description of the present embodiment, subscript X represents front and rear (x-axis direction), and subscript Y represents left and right (y-axis direction).

  Thus, the target value of the vehicle body tilt angle is determined according to the target value of the vehicle acceleration. That is, for the vehicle body tilt pitch angle, the vehicle body posture that can achieve the travel target given by the longitudinal acceleration is given as the target value in consideration of the mechanical structure of the inverted pendulum with respect to the vehicle body posture before and after and the traveling state. Further, with respect to the vehicle body tilt roll angle, the target posture can be set freely within a range where the center of the grounding load exists in a stable region between the grounding points of the two drive wheels 12, but in this embodiment, the load of the passenger 15 The position with the least number is given as the target value.

  Note that another value may be given as the target value of the vehicle body tilt roll angle. For example, when the absolute value of the target lateral acceleration is smaller than a predetermined threshold, the target vehicle body tilt roll angle may be set to zero, and the upright posture may be maintained for a small lateral acceleration.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S7). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.

Subsequently, the main control ECU 21 determines the feedforward output of each actuator (step S8). Specifically, according to the following formula, as feedforward output, the feedforward amount τ W, FF of the total drive torque, the feedforward amount Δτ W, FF of the left-right difference of the drive torque , and the feedforward amount τ L, FF of the link torque To decide.

  As described above, the actuator output necessary to realize the target traveling state and vehicle body posture is predicted from the dynamic model, and the amount is fed-forwardly added, so that the traveling and posture control of the vehicle 10 can be performed with high accuracy. To run. That is, the drive torque according to the vehicle longitudinal acceleration / deceleration target value is added so that the travel target in the longitudinal direction can be achieved. Further, a drive torque according to the vehicle body tilt roll angle target value is added so that the vehicle body posture target in the left-right direction can be achieved. Note that the influence of centrifugal force (lateral acceleration) acting on the vehicle body is taken into account.

Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S9). Specifically, the feedback amount τ W, FB of the total driving torque, the feedback amount Δτ W, FB of the left / right difference of the driving torque , and the feedback amount τ L, FB of the link torque are determined as feedback outputs by the following equations.

Thus, feedback output is given by the state feedback control so as to bring the actual state closer to the target state. Note that, as the value of each feedback gain K ** , for example, a value of an optimum regulator is set in advance. Further, nonlinear feedback control such as sliding mode control may be introduced. Further, as a simpler control, some of the gains excluding K W2 , K W3 , K d2 and K L1 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation. In the vehicle 10 of the example shown in FIG. 3, the attitude control in the front-rear direction is not performed, so the term of the feedback amount τ W, FB of the total driving torque and the feedback amount Δτ W, FB of the driving torque left-right difference This term is unnecessary. That is, only the link torque feedback amount τ L, FB is determined.

Finally, the main control ECU 21 gives a command value to each element control system (step S10), and ends the running and posture control processing. Specifically, the main control ECU 21 instructs the drive wheel control ECU 22 and the link control ECU 23 as a command value determined by the following formula as a right drive torque command value τ WR , a left drive torque command value τ WL , a total drive torque. A command value τ W , a drive torque left / right difference command value Δτ W and a link torque command value τ L are given.

Thus, the sum of the feedforward output and the feedback output is given as a command value. Also, command values for the right driving torque and the left driving torque are given so that the average driving torque and the difference between the left and right driving torques are required values. In the vehicle 10 of the example shown in FIG. 3, the attitude control in the front-rear direction is not performed, so the term of the feedback amount τ W, FB of the total driving torque and the feedback amount Δτ W, FB of the driving torque left-right difference This item is unnecessary and will be deleted.

  The travel and attitude control processing is repeatedly executed at predetermined time intervals (for example, every 100 [μs]).

  Next, the driving state target value determination process will be described.

  FIG. 6 is a diagram showing the relationship between the first turning target value and the vehicle speed target value in the first embodiment of the present invention, and FIG. 7 is the second turning target in the first embodiment of the present invention. FIG. 8 is a diagram showing the relationship between the value and the vehicle speed target value, FIG. 8 is a diagram showing the relationship between the longitudinal acceleration target value correction amount and the vehicle speed target value in the first embodiment of the present invention, and FIG. It is a flowchart which shows the operation | movement of the driving | running | working state target value determination process in the 1st Embodiment of invention. 6A shows the relationship between the first lateral acceleration target value and the vehicle speed target value, and FIG. 6B shows the relationship between the first yaw rate target value and the vehicle speed target value. 7, (a) shows the relationship between the second lateral acceleration target value and the vehicle speed target value, and (b) shows the relationship between the second yaw rate target value and the vehicle speed target value.

In the running state target value determination process, the main control ECU 21 first determines a vehicle speed target value (step S4-1). Specifically, the vehicle acceleration target value V * is determined by time integration of the vehicle acceleration target value. In this case, the value determined in the previous control step is used as the target value of vehicle acceleration.

  Subsequently, the main control ECU 21 determines a first turning travel target value (step S4-2). Specifically, the first lateral acceleration target value is obtained from the following expression from the lateral operation amount of the joystick 31 as the control device, that is, the lateral input amount of the lever 31b as the first input means and the target value of the vehicle speed. decide.

The relationship between the first lateral acceleration target value and the vehicle speed target value is as shown in FIG. The graph in FIG. 6A represents a case where the left and right input amount of the lever 31b is a positive value. When the left and right input amount of the lever 31b is a negative value, the graph of FIG. This graph is obtained by symmetrically moving with respect to the horizontal axis (V * axis).

  Further, the first yaw rate target value is determined by the following equation from the left / right input amount of the lever 31b and the target value of the vehicle speed.

  The relationship between the first yaw rate target value and the vehicle speed target value is as shown in FIG. The graph of FIG. 6B represents a case where the left and right input amount of the lever 31b is a positive value, and the left and right input amount of the lever 31b is a negative value, as in the graph of FIG. 6A. In this case, the graph of FIG. 6B is a graph obtained by symmetrically moving the graph with respect to the horizontal axis. Further, the graphs of FIGS. 6A and 6B show a case where a predetermined input amount is given.

  Thus, in the present embodiment, the target value for turning is determined based on the left / right input amount of the control device and the target value of the vehicle speed. In this case, the left / right input rate of the control device is made to correspond to either the left / right acceleration or the yaw rate according to the target value of the vehicle speed.

  Specifically, when the vehicle speed target value is equal to or greater than a predetermined threshold value (second speed threshold value in the example shown in FIG. 6), a value proportional to the left / right input rate of the control device is set as the left / right acceleration target value. The target value is a yaw rate value corresponding to the target values of the vehicle speed and the lateral acceleration. If the target value of the vehicle speed is less than the threshold, a value proportional to the left / right input rate of the control device is set as the target value of the yaw rate, and the value of the lateral acceleration corresponding to the target value of the vehicle speed and the yaw rate is set as the target value. And In this way, the right and left acceleration for high speed driving and the yaw rate for low speed driving are used to improve maneuverability and feeling by using the one suitable for human characteristics, which has a strong tendency to recognize the degree of turning. .

  Also, the left and right acceleration and yaw rate target values determined according to the left and right input rates of the control device are used as reference values, and the left and right acceleration reference values and the yaw rate reference value are converted into left and right accelerations by the vehicle speed target value. The smaller value is the left / right acceleration target value, and the yaw rate reference value is compared to the left / right acceleration reference value converted to the yaw rate by the vehicle speed target value. Is the target value of the yaw rate. As described above, by appropriately and smoothly switching between the steering characteristics based on the lateral acceleration and the steering characteristics based on the yaw rate, it is possible to further improve the maneuverability and comfort.

  Further, in the present embodiment, the joystick 31 that is a control device includes a lever 31b as a first input means, and determines a target value so that the left and right input direction of the lever 31b matches the direction of the left and right acceleration. Then, with respect to the input direction of the same lever 31b, the sign of the target yaw rate is reversed between when the vehicle 10 moves forward and when it moves backward. In this way, by making the translation direction of the lever 31b correspond to the translation direction of the vehicle 10, more intuitive steering is possible.

  Furthermore, when the target value of the vehicle speed is less than a predetermined threshold value (the first speed threshold value in the example shown in FIG. 6), the turning target value is limited according to the vehicle speed. In addition, when the target value of the vehicle speed is zero, the turning target value is limited according to the vehicle speed so that both are zero. Thereby, in the vehicle 10 capable of continuously switching the forward and backward traveling directions, a sudden change in the rotation direction and yaw rate of the vehicle 10 at the time of switching the traveling direction is prevented, and the maneuvering is facilitated, and the vehicle speed is increased. The vehicle 10 that can be used more safely and comfortably is prevented by preventing a driver's uncomfortable feeling due to the generation of an inappropriate vehicle rotation speed and a discomfort or misrecognition given to others around the vehicle 10.

  In the present embodiment, the second speed threshold value for determining whether the input amount of the control device corresponds to either the lateral acceleration or the yaw rate is set based on the maximum value of the lateral acceleration target value and the yaw rate target value. However, other maximum values may be set according to the setting value of the second speed threshold. For example, the threshold suitable for human sensitivity characteristics is set as the second speed threshold, the maximum value of the left / right acceleration target value is determined according to the stability limit of the vehicle body posture, and the maximum value of the yaw rate target value is determined from both determined values. It may be set. Thereby, the vehicle 10 with better maneuverability and maneuverability can be realized.

  Subsequently, the main control ECU 21 determines a second turning travel target value (step S4-3). Specifically, from the rotational operation amount of the joystick 31 as the control device, that is, the rotational input amount of the rotating unit 31c as the second input means and the target value of the vehicle speed, the second lateral acceleration target value is obtained by the following equation. To decide.

The relationship between the second lateral acceleration target value and the vehicle speed target value is as shown in FIG. The graph of FIG. 7A represents a case where the rotation input amount of the rotation unit 31c is a positive value, and when the rotation input amount of the rotation unit 31c is a negative value, FIG. This is a graph obtained by symmetrically moving the graph of a) with respect to the horizontal axis (V * axis).

  Further, the second yaw rate target value is determined by the following equation from the rotational input amount of the rotating unit 31c and the target value of the vehicle speed.

  The relationship between the second yaw rate target value and the vehicle speed target value is as shown in FIG. The graph of FIG. 7B represents the case where the rotation input amount of the rotation unit 31c is a positive value, as in the graph of FIG. 7A, and the rotation input amount of the rotation unit 31c is negative. 7 is a graph obtained by symmetrically moving the graph of FIG. 7B with respect to the horizontal axis. Also, the graphs of FIGS. 7A and 7B show a case where a predetermined input amount is given.

  As described above, in the present embodiment, the target value for turning is determined based on the rotation input amount of the control device and the target value of the vehicle speed. If the target value of the vehicle speed is less than a predetermined threshold value (third speed threshold value in the example shown in FIG. 7), the rotational input rate of the control device is made to correspond to the yaw rate.

  In other words, the yaw rate target value at the time of low-speed traveling is limited with respect to the turning travel command by the lever 31b as the first input means, while the low-speed traveling is performed with respect to the turning travel command by the rotating unit 31c as the second input means. Allow hourly yaw rate target value. As described above, by providing the second input means for instructing the intention of turning the vehicle body separately from the first input means for instructing the intention of turning, the steering method and control for the driver who instructs the direction change of the vehicle body are provided. The vehicle 10 having a high degree of freedom and maneuverability can be realized.

  Further, a value proportional to the rotational input rate is set as a target value for the yaw rate, and a lateral acceleration value corresponding to the vehicle speed and the target value for the yaw rate is set as the target value. Thereby, it is possible to quantitatively command the conversion speed in the vehicle body direction, and the vehicle 10 with higher maneuverability is realized.

  Further, in the present embodiment, a rotation unit 31c as a second input unit is provided, and the target value is determined so that the rotation input direction of the rotation unit 31c matches the direction of the yaw rate. Then, with respect to the input direction of the same rotating unit 31c, the sign of the target lateral acceleration is reversed between when the vehicle 10 moves forward and when it moves backward. Thus, while avoiding the phenomenon in which the rotation direction and yaw rate of the vehicle 10 change suddenly when the vehicle 10 is switched between the front and rear traveling directions, which is a problem when the turning command is issued by the first input means, the rotation direction of the rotating portion 31c is avoided. Is made to correspond to the rotation direction of the vehicle 10, thereby enabling more intuitive maneuvering.

  Further, when the vehicle speed target value is equal to or greater than the threshold value, the turning target value is limited according to the vehicle speed. In this case, when the target value of the vehicle speed is equal to or higher than a predetermined threshold value (fourth speed threshold value in the example shown in FIG. 7), the turning target value is limited according to the vehicle speed so that both are zero. As a result, the operator is encouraged to select an appropriate input means at the time of turning travel command and at the time of vehicle body direction change command, and the identification of the steering intention is facilitated, and the turning travel command from the second input means is facilitated. In the case of using a control device that cannot operate the input and the braking command input of the vehicle 10 at the same time, the turning traveling command input by the second input means that is a steering method that delays the emergency vehicle braking command from the time of high speed traveling is prohibited, A vehicle 10 that can be used more safely and comfortably is realized.

  Subsequently, the main control ECU 21 determines a turning target value (step S4-4). Specifically, it is determined from the first turning travel target value and the second turning travel target value. First, from the first lateral acceleration target value determined according to the left / right input amount of the control device and the second lateral acceleration target value determined according to the rotational input amount of the control device, the lateral acceleration target value is calculated by the following equation. To decide.

  Further, the yaw rate target value is determined by the following equation from the first yaw rate target value determined according to the left / right input amount of the control device and the second yaw rate target value determined according to the rotation input amount of the control device. .

  Thus, in the present embodiment, the target value in actual control is determined based on the turning target value determined according to the input amount of the control device. Specifically, the first left / right acceleration target value determined by the left / right input amount of the lever 31b as the first input means and the vehicle speed target value, the rotation input amount and the vehicle speed of the rotating unit 31c as the second input means. The sum of the second lateral acceleration target value determined by the target value is set as the lateral acceleration target value. Further, it is determined by the first yaw rate target value determined by the left / right input amount of the lever 31b as the first input means and the vehicle speed target value, and the rotation input amount and the vehicle speed target value of the rotating unit 31c as the second input means. The sum of the obtained second yaw rate target value is set as the yaw rate target value. Thus, the vehicle 10 having high maneuverability and high degree of freedom of control can be obtained by comprehensively grasping the driver's intention of maneuvering through the operation input of the lever 31b and the rotating unit 31c, and setting the turning target value suitable for it. realizable.

  In the present embodiment, the target values for the lateral acceleration and the yaw rate are set, but only one of the target values may be set as the turning target value. For example, only the target value of the yaw rate may be determined as the turning target. Further, when the lateral acceleration is required, the lateral acceleration may be obtained from the yaw rate target value and the vehicle speed target value. Furthermore, the turning target value may be set by other state quantities such as a turning radius and a curvature. These state quantities are easily determined from the lateral acceleration and yaw rate according to a predetermined relational expression.

  Finally, the main control ECU 21 determines the target value for the front / rear travel (step S4-5), and ends the travel state target value determination process. Specifically, the longitudinal acceleration target value is determined by the following formula from the longitudinal input amount and the rotational input amount of the control device.

  The relationship between the longitudinal acceleration target value correction amount and the vehicle speed target value is as shown in FIG.

  As described above, in the present embodiment, the target value of the longitudinal acceleration is corrected based on the rotation input amount of the control device and the target value of the vehicle speed. In this case, the target value of the longitudinal acceleration is corrected so as to reduce the traveling speed of the vehicle 10 according to the rotational input rate of the control device. Specifically, within the range of the vehicle speed target value in which the turning travel command by the second input means is permitted, the deceleration proportional to the rotation input rate is used as the correction amount of the longitudinal acceleration target value, and the longitudinal input amount of the control device The longitudinal acceleration steering command value determined in accordance with is corrected. In this way, by reducing the vehicle speed in response to the input from the second input means for commanding the vehicle body direction change, it is possible to promptly return to the state of super turning (in-situ rotation) that is an ideal vehicle direction change operation. In the case of using a control device that cannot simultaneously operate the turning command input from the second input means and the braking command input of the vehicle 10, the vehicle 10 is automatically braked, so that safer and more comfortable use is possible. Is possible.

When the vehicle speed target value is equal to or less than a predetermined threshold (V sh, 0 in the example shown in FIG. 8), the longitudinal acceleration target value correction amount is limited. In this way, by smoothing the positive / negative switching of the longitudinal acceleration correction amount associated with the forward / backward switching of the vehicle 10, the vibration of the running state and the vehicle body posture is prevented and the comfort is improved.

  In the present embodiment, the third speed threshold value and the fourth speed threshold value used in the formula for determining the second turning travel target value in step S4-3, and the target values for front and rear travel in step S4-5. Although the same value is set for the third speed threshold and the fourth speed threshold used in the equation for determining the value, different values may be set. For example, by setting the third speed threshold and the fourth speed threshold used in the equation for determining the target value for the front and rear traveling in step S4-5 to be larger values, the turning traveling command based on the rotational input amount is prohibited. Even when the rotational input amount is given at the vehicle speed, the vehicle can be shifted to the vehicle body direction changing operation after the vehicle speed is automatically lowered.

  In the present embodiment, the longitudinal acceleration target value correction amount is a value proportional to the rotational input amount, but other determination methods may be used. For example, a predetermined deceleration may be given only when the rotational input amount is larger than a predetermined threshold.

  Furthermore, in the present embodiment, the vehicle acceleration in the front-rear direction is corrected, but the vehicle speed may be corrected. For example, by setting the target value of the vehicle body speed to zero, it is possible to prompt a quicker transition to the super turning state.

  Thus, in the present embodiment, the yaw rate and the lateral acceleration are determined according to the input amount of the first input means, and at least one of the yaw rate or the lateral acceleration is corrected according to the vehicle speed, and the corrected yaw rate and / or Or turn with lateral acceleration.

  In this case, either the yaw rate or the lateral acceleration, which is a state quantity, is selected according to the vehicle speed, and the value obtained by converting the value of one state quantity according to the vehicle speed is set as the corrected other state quantity. Specifically, the lateral acceleration is selected when the vehicle speed is equal to or higher than a predetermined threshold, and the yaw rate is selected when the vehicle speed is lower than the predetermined threshold. If the absolute value of the value of one state quantity is smaller than the absolute value of the converted value, which is a value obtained by converting the value of the other state quantity into one state quantity by the vehicle speed, select one state quantity. If the value is equal to or larger than the absolute value of the converted value, the other state quantity is selected.

  Further, in the transition state between the forward travel state and the reverse travel state, the positive / negative of the yaw rate with respect to the predetermined input amount of the first input means is reversed. The first input means is a lever 31b, and the lever 31b is input by being tilted or moved in a direction parallel to the rotation axis of the drive wheel 12.

  Further, the absolute value of the corrected yaw rate is reduced when the vehicle speed is equal to or lower than a predetermined threshold.

  Further, in the present embodiment, the second input means is further provided, and the yaw rate and the lateral acceleration determined according to the input amount of the first input means and the yaw rate determined according to the input amount of the second input means And turn at a yaw rate and a lateral acceleration which are the sum of the lateral acceleration and the lateral acceleration.

  In this case, the value obtained by converting the yaw rate determined according to the input amount of the second input means into the lateral acceleration according to the vehicle speed is replaced with the lateral acceleration determined according to the second input means.

  Further, in the transition state between the forward travel state and the reverse travel state, the sign of the lateral acceleration with respect to the predetermined input amount of the second input means is reversed. The second input means is a rotating unit 31c, and inputs the rotating unit 31c by rotating a straight line perpendicular to the rotating shaft of the drive wheel 12 as a rotating shaft.

  Further, when the vehicle speed is equal to or higher than a predetermined threshold, the values of the yaw rate and the lateral acceleration determined according to the second input means are set to zero.

  Further, the longitudinal acceleration of the vehicle 10 is corrected according to the input amount of the second input means. Specifically, when the vehicle speed is equal to or lower than a predetermined threshold, the longitudinal acceleration of the vehicle 10 is corrected. Further, the longitudinal acceleration is corrected so that the vehicle 10 decelerates.

  Further, the target values of the yaw rate and the lateral acceleration are determined, and the driving torque corresponding to the target values is given to the left and right driving wheels 12. Specifically, the value obtained by converting the target value of the yaw rate into the drive wheel rotational angular speed difference is set as the target value of the drive wheel rotational angular speed difference, and a differential torque having a magnitude proportional to the difference between the target value and the measured value is driven. Give to wheel 12.

  Furthermore, the relative position of the center of gravity of the vehicle body with respect to the ground point of the drive wheel 12 is moved by an amount corresponding to the lateral acceleration. Specifically, a link mechanism 60 is provided as a vehicle body left / right tilt mechanism, and the vehicle body is tilted by an amount corresponding to the vehicle acceleration.

  Thereby, in this Embodiment, according to the operator's operation input amount, a suitable turning state can be implement | achieved. And the vehicle 10 which can be steered easily and intuitively with a simple steering device can be provided.

  Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

  FIG. 10 is a diagram showing the relationship between the first turning target value and the vehicle speed target value in the second embodiment of the present invention, and FIG. 11 is the second turning target in the second embodiment of the present invention. It is a figure which shows the relationship between a value and the target value of vehicle speed. 10A shows the relationship between the first lateral acceleration target value and the vehicle speed target value, and FIG. 10B shows the relationship between the first yaw rate target value and the vehicle speed target value. 11, (a) shows the relationship between the second lateral acceleration target value and the vehicle speed target value, and (b) shows the relationship between the second yaw rate target value and the vehicle speed target value.

  In the first embodiment, the equation for determining the first turning target value used in step S4-2 and the equation for determining the second turning target value used in step S4-3 are: Since the rate of change includes a discontinuous point, there is a possibility that the driver feels uncomfortable when the speed is changed during turning. In addition, since the expression is complicated, there are many calculation processing contents necessary for control, and there is a possibility that expensive calculation means are required. Furthermore, since an arbitrary constant is included, it takes time to set an appropriate parameter value. That is, it is desirable that the above formula is simple, does not include an arbitrary constant, and the rate of change is continuous.

  Therefore, in the present embodiment, the formula for determining the first turning travel target value and the formula for determining the second turning travel target value are simple, do not include an arbitrary constant, and have a change rate. Use an expression that is continuous. As a result, it is possible to provide an inexpensive inverted vehicle 10 with higher maneuverability and good operational feeling.

  First, an equation for determining the first turning target value will be described. In the present embodiment, the first lateral acceleration target value is determined by the following equation.

Thus, the relationship between the first lateral acceleration target value and the vehicle speed target value in the present embodiment is as shown in FIG. The graph of FIG. 10 (a) represents a case where the left / right input amount of the lever 31b is a positive value, and in the case where the left / right input amount of the lever 31b is a negative value, FIG. 10 (a). This graph is obtained by symmetrically moving with respect to the horizontal axis (V * axis).

  Further, the first yaw rate target value is determined by the following equation.

  Thus, the relationship between the first yaw rate target value and the vehicle speed target value in the present embodiment is as shown in FIG. The graph of FIG. 10B represents the case where the left and right input amount of the lever 31b is a positive value, as in the graph of FIG. 10A, and the left and right input amount of the lever 31b is a negative value. In this case, the graph shown in FIG. 10B is moved symmetrically with respect to the horizontal axis.

  Next, an expression for determining the second turning target value will be described. In the present embodiment, the second lateral acceleration target value is determined by the following equation.

Accordingly, the relationship between the second lateral acceleration target value and the vehicle speed target value in the present embodiment is as shown in FIG. In addition, the graph of FIG. 11A represents a case where the rotation input amount of the rotation unit 31c is a positive value, and when the rotation input amount of the rotation unit 31c is a negative value, FIG. This is a graph obtained by symmetrically moving the graph of a) with respect to the horizontal axis (V * axis).

  Further, the second yaw rate target value is determined by the following equation.

  Accordingly, the relationship between the second yaw rate target value and the vehicle speed target value in the present embodiment is as shown in FIG. In addition, the graph of FIG.11 (b) represents the case where the rotation input amount of the rotation part 31c is a positive value similarly to the graph of Fig.11 (a), and the rotation input amount of the rotation part 31c is negative. 11 is a graph obtained by symmetrically moving the graph of FIG. 11B with respect to the horizontal axis.

  Since other points are the same as those in the first embodiment, description thereof is omitted.

  As described above, in the present embodiment, the first turning travel target value and the second turning travel target value are determined using an expression that is simple, does not include an arbitrary constant, and has a continuous rate of change. Therefore, it is possible to provide an inexpensive vehicle 10 with higher maneuverability and good operational feeling.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

  The present invention can be applied to a vehicle.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Drive wheel 12L, 12 Wheel 15 Crew 20 Control ECU
31 Joystick 31b Lever 31c Rotating part

Claims (10)

  1. Left and right drive wheels attached to the vehicle body rotatably,
    First input means operated by a pilot;
    A vehicle control device that controls a driving torque applied to each of the driving wheels to control the posture of the vehicle body and controls traveling according to an input amount of the first input means;
    Said vehicle control unit, the first to determine the yaw rate and lateral acceleration in accordance with the input amount of the input means, the hand of the determined yaw rate or lateral acceleration selected in accordance with the vehicle speed, the vehicle the value of one selected A vehicle that corrects a value converted according to a speed to be the other correction value, and controls turning based on the corrected yaw rate and / or lateral acceleration.
  2. The vehicle according to claim 1 , wherein the vehicle control device selects a lateral acceleration when the vehicle speed is equal to or higher than a predetermined threshold, and selects a yaw rate when the vehicle speed is lower than the threshold.
  3. The vehicle control device selects the one when the absolute value of one value of the yaw rate or the lateral acceleration is smaller than the absolute value of the value obtained by converting the other value according to the vehicle speed, and otherwise The vehicle according to claim 1 , wherein the other is selected.
  4. The vehicle control device, in the transition state of the backward travel state forward running state, the vehicle according to any one of claims 1 to 3 for inverting the sign of yaw rate with respect to the input amount of said first input means.
  5. The vehicle according to any one of claims 1 to 4 , wherein the vehicle control device reduces the absolute value of the corrected yaw rate when the vehicle speed is equal to or less than a predetermined threshold value.
  6. A second input means operated by a pilot;
    The vehicle control device includes a yaw rate and a left / right acceleration that are a sum of a yaw rate and a left / right acceleration determined according to an input amount of the first input means, and a yaw rate and a left / right acceleration determined according to an input amount of the second input means. The vehicle according to any one of claims 1 to 5 , wherein the vehicle travels based on acceleration.
  7. The vehicle control device uses a value obtained by converting a yaw rate determined according to an input amount of the second input means into a lateral acceleration according to a vehicle speed, and a lateral acceleration value determined according to the input amount of the second input means. The vehicle according to claim 6 to be replaced.
  8. The vehicle according to claim 6 or 7 , wherein the vehicle control device reverses the sign of left and right acceleration with respect to an input amount of the second input means in a transition state between a forward travel state and a reverse travel state.
  9. The vehicle control device, either when the vehicle speed exceeds the predetermined threshold value of claims 6-8 to zero yaw rate and the value of the lateral acceleration determined in accordance with the input amount of said second input means 1 Vehicle according to item.
  10. The vehicle according to any one of claims 6 to 9 , wherein the vehicle control device corrects longitudinal acceleration in accordance with an input amount of the second input means.
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JP5812395B2 (en) 2011-05-25 2015-11-11 国立大学法人大阪大学 Trochoid drive mechanism and moving body
JP5866927B2 (en) * 2011-09-29 2016-02-24 株式会社エクォス・リサーチ vehicle
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JP5959927B2 (en) * 2012-05-14 2016-08-02 本田技研工業株式会社 Inverted pendulum type vehicle
JP5994705B2 (en) * 2013-03-26 2016-09-21 株式会社明電舎 Each wheel motor control device for each wheel independent drive cart

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JP2006151291A (en) * 2004-11-30 2006-06-15 Bridgestone Corp Control device for electric two-wheel vehicle
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