JP7056349B2 - 自動傾斜車両 - Google Patents
自動傾斜車両 Download PDFInfo
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Description
自動傾斜車両においても、一対の前輪に制駆動力が作用すると、サスペンションによって上下力が一対の前輪に発生され、一対のタイロッドを介して車体へ伝達される。一般に、左右の前輪の瞬間中心は、車両の横方向に見て車輪の接地点よりも上方に位置しているので、左右の前輪の制駆動力が同一であっても、車輪がバウンドすると上下力が減少し、車輪がリバウンドすると上下力が増大する。
本発明によれば、横方向に隔置された非操舵駆動輪である一対の車輪(12L、12R)と、一対の車輪に制駆動力を付与する制駆動装置(17L、17R、54)と、車体(22)に対し一対の車輪を互いに他に対し上下の逆方向へ変位させることにより車両を傾斜させるよう構成された車両傾斜装置(18)と、制駆動装置及び車両傾斜装置を制御する制御装置(20)と、を含み、制御装置は、運転者の制駆動操作に基づいて一対の車輪の目標制駆動力(Fdfl、Fdfr、Fbfl、Fbfr)を演算し、一対の車輪の制駆動力が目標制駆動力になるように制駆動装置を制御し、車両を旋回内側へ傾斜させるための車両の目標傾斜角(θt)を演算し、車両の傾斜角(θ)が目標傾斜角になるように車両傾斜装置を制御するよう構成された自動傾斜車両(10)が提供される。
Fvfl=-Fwfl・tanθfl …(1)
Fvfr=-Fwfr・tanθfr …(2)
次に、図4に示されたフローチャートを参照して実施形態における車両の傾斜角制御ルーチンについて説明する。なお、図4に示されたフローチャートによる傾斜角の制御は、図には示されていないイグニッションスイッチがオンであるときに所定の時間毎に繰返し実行される。このことは、図5乃至図7に示されたフローチャートによる他の制御についても同様である。
θt=tan-1(Gyt/G) (3)
次に、図5に示されたフローチャートを参照して実施形態における左右前輪の目標制駆動力の補正量ΔFfl及びΔFfr及び後輪の目標転舵角δrtの補正量Δδrの演算ルーチンについて説明する。
ΔFf=signθ(|ΔFfl|+|ΔFfr|) (4)
ΔFf=-signθ(|ΔFfl|+|ΔFfr|) (5)
次に、図6に示されたフローチャートを参照して実施形態における左右の前輪の制駆動力Fwfl及びFwfrの制御ルーチンについて説明する。
次に、図7に示されたフローチャートを参照して実施形態における後輪の転舵角制御ルーチンについて説明する。
δrt=tan-1(L・Gyt/V2) …(6)
δrt=δrmax・signδrt (7)
Mrvf=(Fvfr-Fvfl)Twf/2
=(Fwfl・tanθfl-Fwfr・tanθfr)Twf/2 (8)
車両10が左旋回にて前進しているときには、傾斜角θが正の値になり、tanθfrはtanθflよりも大きくなる。よって、ロールモーメントMrvfの大きさを低減するためには、制駆動力が駆動力であるときには、左前輪12Lの制駆動力Fwflの大きさが低減され、右前輪12Rの制駆動力Fwfrの大きさが増大される必要があり、制駆動力が制動力であるときには、旋回内輪である左前輪12Lの制駆動力Fwflの大きさが増大され、旋回外輪である右前輪12Rの制駆動力Fwfrの大きさが低減される必要がある。
車両10が左旋回の駆動中であるときには、図5に示されたフローチャートのステップ100及び110においてそれぞれ否定判別が行われ、ステップ130において肯定判別が行われる。ステップ140において、車両10の傾斜角θに基づいて図8の右半分に示されたマップが参照されることにより、左前輪の制駆動力Fwflの補正量ΔFflは負の値に演算され、右前輪の制駆動力Fwfrの補正量ΔFfrは正の値に演算される。
車両10が左旋回の制動中であるときには、図5に示されたフローチャートのステップ100、110及び130においてそれぞれ否定判別が行われる。ステップ170において、車両10の傾斜角θに基づいて図9の右半分に示されたマップが参照されることにより、左前輪の制駆動力Fwflの補正量ΔFflは正の値に演算され、右前輪の制駆動力Fwfrの補正量ΔFfrは負の値に演算される。
車両10が右旋回にて前進しているときには、傾斜角θが負の値になり、tanθflはtanθfrよりも大きくなる。よって、ロールモーメントMrvfの大きさを低減するためには、制駆動力が駆動力であるときには、左前輪12Lの制駆動力Fwflの大きさが増大され、右前輪12Rの制駆動力Fwfrの大きさが低減される必要があり、制駆動力が制動力であるときには、旋回外輪である左前輪12Lの制駆動力Fwflの大きさが低減され、旋回内輪である右前輪12Rの制駆動力Fwfrの大きさが増大される必要がある。
図4に示されたフローチャートのステップ10及び30においてそれぞれ演算される車両10の傾斜角θ及び目標傾斜角θtは0である。よって、図5に示されたフローチャートのステップ140又は170において、左右前輪の制駆動力Fwfl及びFwfrの補正量ΔFfl及びΔFfrは何れも0に演算されるので、目標駆動力Fdfl、Fdfr及び目標制動力Fbfl、Fbfrは補正されない。
車両が慣性走行中である場合には、図5に示されたフローチャートのステップ100において肯定判別が行われ、車両が後進中である場合には、ステップ100において否定判別が行われ、ステップ110において肯定判別が行われる。よって、ステップ120において、左右前輪の目標制駆動力の補正量ΔFfl及びΔFfr及び後輪の目標転舵角δrtの補正量Δδrがそれぞれ0に設定されるので、目標駆動力Fdfl及びFdfrは補正されず、後輪の目標転舵角δrtも補正されない。
Claims (5)
- 横方向に隔置された非操舵駆動輪である一対の車輪と、前記一対の車輪に制駆動力を付与する制駆動装置と、車体に対し前記一対の車輪を互いに他に対し逆方向へ変位させることにより車両を傾斜させるよう構成された車両傾斜装置と、前記制駆動装置及び前記車両傾斜装置を制御する制御装置と、を含み、前記制御装置は、運転者の制駆動操作に基づいて前記一対の車輪の目標制駆動力を演算し、前記一対の車輪の制駆動力が前記目標制駆動力になるように前記制駆動装置を制御し、車両を旋回内側へ傾斜させるための車両の目標傾斜角を演算し、車両の傾斜角が前記目標傾斜角になるように前記車両傾斜装置を制御するよう構成された自動傾斜車両において、
前記制御装置は、前記一対の車輪の制駆動力に起因して前記一対の車輪に作用する上下力の差が小さくなるように、前記一対の車輪の目標制駆動力が駆動力であるときには、前記一対の車輪のうち旋回外輪の前記目標制駆動力を増大補正し、前記一対の車輪のうち旋回内輪の前記目標制駆動力を低減補正し、前記一対の車輪の目標制駆動力が制動力であるときには、前記一対の車輪のうち旋回外輪の前記目標制駆動力を低減補正し、前記一対の車輪のうち旋回内輪の前記目標制駆動力を増大補正するよう構成された自動傾斜車両。 - 請求項1に記載の自動傾斜車両において、前記制御装置は、車両の傾斜角の大きさが大きいほど前記目標制駆動力の補正量の大きさが大きくなるよう、車両の傾斜角に基づいて旋回外輪の前記目標制駆動力の補正量及び旋回内輪の前記目標制駆動力の補正量を演算するよう構成された自動傾斜車両。
- 請求項2に記載の自動傾斜車両において、旋回外輪の前記目標制駆動力の補正量の大きさ及び旋回内輪の前記目標制駆動力の補正量の大きさは、互いに同一である、自動傾斜車両。
- 請求項1乃至3の何れか一つに記載の自動傾斜車両において、前記車両は、前記一対の車輪に対し前後方向に隔置された少なくとも一つの操舵輪を有し、前記制御装置は、運転者の操舵操作に基づいて前記操舵輪の目標転舵角を演算し、前記一対の車輪の制駆動力の補正に起因するヨーモーメントの少なくとも一部を相殺するよう前記目標転舵角を補正し、前記補正後の目標転舵角に基づいて前記操舵輪の転舵角を制御するよう構成された自動傾斜車両。
- 請求項4に記載の自動傾斜車両において、前記目標転舵角の補正量の大きさは、車速が高いほど小さくなるように車速に応じて可変設定される、自動傾斜車両。
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