JPS59120586A - Oscillation controller for oscillation type car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rocking control device applied to a three-wheeled or four-wheeled rocking vehicle that turns while turning.

A vehicle with three or more wheels, a lotus wheel-1・-i・
There is a rocking type vehicle that is swingably mounted and turns while tilting the driver's body along with the driver's seat inward in the turning direction. In this type of vehicle, if the driver's seat shakes at low speeds immediately after starting or just before stopping, driving becomes unstable. Therefore, it is unthinkable to use a centrifugal governor or the like to lock the driver's seat in conjunction with the speed to restrict the swinging of the driver's seat below a certain vehicle speed, and release the lock above this vehicle speed.
1 3 4, 7 6 6). However, in the actual vehicle
It was found that it is easier to drive if the vehicle speed or force used to lock and release the seat is different when accelerating and decelerating. In other words, since the vehicle body tends to become unstable when decelerating, it is preferable to lock the lock at a relatively high vehicle speed, and on the other hand, release the lock immediately after starting (to obtain natural driving values).

The present invention was developed in view of the above circumstances, and it controls the rocking of the driver's seat so that it immediately unlocks when starting and locks from a relatively high vehicle speed when decelerating, thereby making driving easier. The object of the present invention is to provide a swing control device for a model vehicle.

Tree brother 1. ! In order to achieve this L1 goal, Ij is equipped with three or more wheels and a rocking-capable operation/-1 (+iii). -X, based on the brake device that restricts the swinging of the driver's seat, the vehicle speed sensor width, the acceleration/deceleration detection means, and the outputs of the low speed sensor and acceleration/deceleration detection means;
A brake device is provided, which locks the vibration of the operation sort below a predetermined first set speed, and locks it at a second set speed greater than the first set speed. However, the above-mentioned No. 1. Between the second set speeds, the weight speed is changed according to the acceleration/deceleration (/ζ control).The present invention will be described in detail below based on the embodiments shown in the drawings.

Fig. 1 is a side view of one embodiment of the present invention, and Fig. 2 is its El.
-11 line break [...Figure, 31st line j is control characteristic diagram, 41st line
sifJ: Control circuit diagram - 51st again! This is a flowchart of the operation. In Figs. 1 and 2, Re' = 1o is a swingable front frame, and 12 is a rear frame that is not swingable.

The i14 room 10 includes a steering shaft cylinder 14 and a pair of left and right main pipes 16 (16a, 16b, see FIG. 2) that are approximately IJ-shaped. 1i rotation/-=-
1.18 is fixed. 20 (just before falling, 22 is the front wheel, 24 is the steering handle. The main gear 16a, 16b is attached to the seat 18F force) 1, the tLzo racket plate 26 (only one force is shown in the figure) The same is true, and the placket plate 2G is connected horizontally to the rear 1) jl; Il+ 28 is fixed Δ.

The rear frame 12 includes a drum 30 rotatably attached to the connecting shaft 28, and a parachute 3. fixed to the drum 30. -Dra- with 32! 30 (as shown in FIG. 2, a known drum brake knee 34 is built in, and the brake knees 36 (36a, 36b) are fixed to the connecting shaft 28 together with the pin 38 and camshaft 40). -12 is attached. 44 in Figure 2
is the return splash of Gray = V No-36.

In FIG. 1, numeral 46 is an engine unit, the front end of which is pivotally supported by the back tube 32, and a pair of left and right rear wheels 48 (only the negative force is shown) are removed from its protrusion h1. 5o is a cushion unit installed between the bathocup nave 32 and the ennon unit 46.

52 is a brake that restricts the swinging of the front frame 1o;
Through the Drano brake 34, the direct winding motor 56 which is connected to the Zragnoto 54 which is spanned between the left and right phantom main ears 16a+16b, and the 9 worm gear from July to May 56, The tooth to be rotated!j58, the pin 60 protruding from this gear 58, the cam lever~62 fixed to the cam1!11140, and these pins 60 and lever 62.
and a coil spring 64 suspended between. The gear 58 rotates between the unlock position shown by the second solid line, which releases the brake 34, and the lock position shown by the imaginary line past the unstable point of the pin 6o, and each position is a normally closed limit switch. 66 (66a, 66b).

Reference numeral 68 in FIG. 1 is an acceleration/deceleration detecting means, which detects the acceleration of the vehicle body in the longitudinal force direction and determines whether the vehicle is being accelerated or decelerated. 7o
4 is a sensor for detecting the rotation of the axle of the rear wheel 48 using, for example, a magnetic sensor and determining the vehicle speed. 7
Reference numeral 2 denotes a controller which includes the circuit shown in Figure 71 and other lock/release discrimination circuits. This control unit 72 controls the brake 52 according to the characteristics shown in FIG.

Next, its operation will be explained.

When the vehicle is at rest, the gear 58 in FIG.
0 is at the imaginary line position, and the brake 34 is held in a locked state. At this time, the L-switch 66a is on and the switch 66b is off. When starting from this state, the controller 72 first detects the acceleration/deceleration detection means 6.
It is determined whether or not acceleration is occurring based on the output of 8 ((step 01.00 in FIG. 5).

If the vehicle is accelerating, it is then determined based on the output of the vehicle speed sensor 7o whether the vehicle speed (2) has become equal to or higher than the first set speed v1 (Stella 7' 102). This first set speed v1 is the vehicle speed at which the front frame is stabilized immediately after starting, for example, 0.5k (H/
It is desirable to set it to about h. If the vehicle speed V is higher than the first set speed v1, the controller 72 outputs a [77 release signal] to release the vehicle.
4). As a result of this lock release (■), the lock tread switch 74 in FIG. 4 is turned on, and the lock release relay switch 7
Turn on the motor 56v (current in the direction of the solid line).Then, the gear 58 in FIG. The lock is released and the seat 18i becomes swingable. When the bin 60 comes to this position, the limit switch 66a is turned off and the motor current is cut off.

If it is determined in step 100 that it is not accelerating, then it is determined whether it is decelerating or not? (Step 106). If the vehicle is not decelerating, it is assumed that the vehicle is traveling at a constant speed, and the brake 34 is kept in its 1st position. If it is determined that the vehicle is decelerating, the process proceeds to the next step 108, and if the vehicle speed V becomes lower than the second set speed V2 while the vehicle is running, the unlocked state is always maintained. The second set speed (2) should be set at a speed that is slightly higher than the first set speed V1 and at which the vehicle body begins to become unstable during deceleration, and is preferably about 7 km/h, for example. During deceleration (step 106), when the vehicle speed becomes less than the second set speed V2, the 1111 device 72 outputs the lock signal.
To start. As a result, the lock relay switch 80 is turned on, and a current Mt flows through the motor 56 in the direction of the dashed line, causing the gear 58 to rotate once in the direction of the dotted line in FIG. 2, thereby locking the brake 34. And the motor 56 is limited.

It is stopped by turning off the switch (56b).

As a result (Y), the swing of Freno 10 is regulated! “j,
By repeating the above operations, the operating characteristics shown in FIG. 3 can be obtained.

In this embodiment, when accelerating, the lock is uniformly released at the first set speed v1 or higher, and when decelerating, tr! , the speed was controlled so that the speed was uniformly lower than the second set speed V2. However, the present invention is the first. Between the second set speeds V and V2, the lock/release speed may be controlled to vary depending on the magnitude of the acceleration/deceleration.

FIG. 6 is an operational diagram and a characteristic diagram of an embodiment that performs such control, and FIG. 7 is a circuit diagram thereof. In this embodiment, the rotation of the engine is transmitted to the rear wheels via an automatic centrifugal clutch, the stall rotation speed at which the clutch starts to engage is detected from the engine speed, and the vehicle speed at this time is set as the first set speed V1. It was configured to do so.

In FIG. 7, 82 is a one-chip microcomputer (hereinafter referred to as a microcomputer), and the microcomputer 82 receives the vehicle speed No. 18 from the vehicle speed sensor 70A and an engine speed signal taken from the ignition circuit of the engine. The microcomputer 82 calculates the acceleration/deceleration from the temporal change in the vehicle speed signal, and compares it with data stored in advance in a memory to determine whether the brake 34 is locked or released.

The memory stores data for performing the calculation according to the operating characteristics shown in Figure 6. In this figure, ABCDE
It is locked in the area to the left of the line connecting ABFDE, the lock angle is divided by 1 in the area to the right of the line connecting ABFDE, and the state before entering this area is maintained in the area quadrupled by BCDF.

For example, in a state where the vehicle is traveling at a constant speed higher than the second set speed V2 (operating point a), (is unlocked. From this state, if deceleration is started at a deceleration smaller than the deceleration of the light, (Operating point b), as the vehicle speed decreases, the operating point crosses the VCD F line and enters the region of BcN)F (Operating point C) This B
In the CD F, the state of 1ift, that is, the operating point a,
*Hold the unlocked state in l). If the earth embankment is further decelerated from this state, the operating point will enter the CD line all-crossing lock region and become locked (operating point d).
. If the vehicle accelerates again from this state, the operating point crosses the CD line again and once enters the BCDF (operating point c), but at this time the locked state of point d is maintained. When the acceleration exceeds the acceleration indicated by the BF line, the vehicle enters the unlock region again (operating point f). After that, even if the operating point crosses B CD F, it is still accelerating, so the speed must be increased while the lock is released.

In this way, the first. If the vehicle speed at which the vehicle is locked/released is varied between the second set speed Vl and 2 in accordance with the acceleration/deceleration, the running feeling will be very smooth and the riding comfort will be even better.

Furthermore, when braking at low speeds, the vehicle usually stops in a very short distance, so it is desirable to quickly regulate the rocking motion of the seat 18. Therefore, in Fig. 6 and 7, the fl of the wheel is
A player switch 844 for detecting ill movement may be added to lock the brakes 3.1 preferentially when the vehicle speed is V.3 or less.

As described above, the present invention accelerates the swinging of the operating shaft tJ, l.
rV, is J'1 from the low first set speed, and when decelerating +/
C was made +74 to restrict the vibration above the second fixed speed of υ high speed. Therefore, while a natural driving feeling can be obtained at J speed 11, the swing is determined from the vehicle speed of Mfi, which becomes unstable during deceleration when the running gear tends to become unstable: ti:I
You can stabilize your driving posture by pressing L.

[Brief explanation of drawings]

FIG. 1 is a side view of one embodiment of the present invention, and FIG. 2 is its II.
-H line sectional view, Figure 3 is the operating percentage diagram, Figure 4 is 'i
Figure 5 is a flowchart of operation, and Figure 5 and Figure 7 are operational characteristic diagrams and circuit configuration diagrams of other embodiments. 18... Operating seat, 52... Controller , 68... Acceleration/deceleration detection means, 70, 70A/vehicle speed sensor, 72 controller, ■, first set speed, ■2 second set speed. Diagram 7 Diagram 515

Claims (1)

[Claims] In a rocking type vehicle that is equipped with three or more wheels and a swingable driving notebook and turns while tilting the driver's seat inwardly, a 1lill moving device that restricts the swinging of the driving notebook; , a vehicle speed sensor, and an acceleration/deceleration detection means; li! (M) locks the rocking of the driver's seat below a predetermined first set speed, and unlocks it above a second set speed which is greater than the second set speed; A rocking control device for a rocking type vehicle, characterized in that the vehicle speed at which the vehicle is locked is controlled to be changed depending on acceleration/deceleration between the first and second set speeds.